Abstract: A system and a method comprises a chamber configured to receive a flow of a wastewater mixture from an input. A first baffle wall forms a first channel within the chamber. The wastewater mixture flows from an input to an output of the first channel. A second baffle wall forms a second channel and a third channel within the chamber. The wastewater mixture flows from the output of the first channel to an input of the second channel to an output of the second channel to an input of the third channel to an output of the third channel. The output of the third channel is configured to direct the flow to an output from the first chamber.

Abstract: A system and a method comprise an upstream chamber is configured to receive a variable input flow of a wastewater mixture having a maximum input flow rate. A downstream chamber is adjacent to the upstream chamber. An effluent baffle wall separates the downstream chamber from the upstream chamber. An effluent flow port is located in the effluent baffle wall. The effluent flow port comprises a first orifice configured to produce a first modulated flow of the wastewater mixture from the upstream chamber to the downstream chamber, and a second orifice being positioned above the first orifice. The second orifice is configured to produce a second modulated flow having a second flow rate, wherein a combined flow rate including the first and second flow rates is less than the maximum input flow rate.

Abstract: A thermal management system is provided for a vehicle having an electric traction motor. The system includes a coolant system configured to convey coolant through a first thermal load, a refrigerant circuit including a condenser and a compressor configured to compress a refrigerant, a control system and a sensor. The refrigerant circuit is configured to cool at least one second thermal load. The sensor is configured to send signals to the control system that are indicative of a temperature of the first thermal load. The control system is configured to control an outlet pressure of the compressor based on the signals.

Abstract: A phase-change material is used as part of the thermal management system to assist in maintaining a thermal load, such as a battery pack, within a selected temperature range, thereby reducing the consumption of battery power. The phase-change material may be conditioned to an initial state when the vehicle is on-plug and may be used to heat or cool the battery pack directly or indirectly, thereby reducing the use of an electric battery heater. The phase-change material may be used to heat coolant that flows to the thermal load. In another embodiment the phase-change material may be directly within the battery pack in contact with the cells. The phase-change material may be conditioned via the battery circuit heater when the vehicle is on-plug. The phase-change material may also be recharged during vehicle use off-plug using waste heat from the motor circuit thermal load.

Abstract: A cooling apparatus for a vehicle includes a compressor 40 and a condenser 38 arranged for flow of refrigerant. The condenser can be connected to a cabin cooling expansion valve 41 positioned between the condenser and a cabin cooling heat exchanger 50 used to cool a passenger cabin 13 of the vehicle. A battery cooling heat exchanger 32 is connected to the condenser and is used to cool a traction motor battery of the vehicle. A battery cooling expansion valve 31 is connected to the condenser and the battery cooling heat exchanger. At least one of the cabin cooling expansion valve 41 and the battery cooling expansion valve 31 is an electronic expansion valve. A controller 80 can control the one or more electronic expansion valves based on desired refrigerant flow rates through the cabin cooling heat exchanger and the battery cooling heat exchanger.

Abstract: A thermal management system for a vehicle includes a traction motor and a battery pack. The thermal management system comprises a battery circuit for cooling a battery circuit thermal load including the battery pack, a battery circuit temperature sensor positioned to sense a temperature relating to a temperature of the battery circuit thermal load, and a controller. The controller is configured to control the battery circuit to maintain the temperature sensed by the battery circuit temperature sensor below a first battery circuit temperature limit when the controller detects that the vehicle is not connected to an external electrical source, and to maintain the temperature sensed by the battery circuit temperature sensor below a second battery circuit temperature limit that is lower than the first battery circuit temperature limit when the controller detects that the vehicle is connected to the external electrical source.

Abstract: A thermal management system for an electric vehicle includes a controller that carries out a method of cooling a battery of the electric vehicle. The method includes: a) when charging the battery using an external electrical source but prior to the temperature of the battery reaching a selected temperature, cooling a motor of the electric vehicle by a selected amount by circulating fluid between the motor and a radiator of the electric vehicle, and b) after step a) cooling the battery of the electric vehicle by circulating fluid between the battery, the motor and the radiator while charging the battery using the external electrical source.

Abstract: A thermal management system is provided for a vehicle having an electric traction motor. The system includes a coolant system configured to convey coolant through a first thermal load, a refrigerant circuit including a condenser and a compressor configured to compress a refrigerant, a control system and a sensor. The refrigerant circuit is configured to cool at least one second thermal load. The sensor is configured to send signals to the control system that are indicative of a temperature of the first thermal load. The control system is configured to control an outlet pressure of the compressor based on the signals.

Abstract: A thermal management system for a vehicle having an electric traction motor for moving the vehicle and a battery pack configured to provide power for driving the motor. The thermal management system includes a motor cooling system operable to cool the motor, and a second thermal load cooling system configured to remove heat from a second thermal load. The second thermal load cooling system is selectively thermally connectable to the motor to remove heat therefrom. A control system is provided and is configured to detect a motor cooling system failure situation and can operate the second thermal load cooling system to thermally connect the second thermal load cooling system to the motor to cool the electric traction motor in response to detection of the motor cooling system failure situation.

Abstract: A thermal management system is provided for a vehicle having an electric traction motor and a battery pack. The thermal management system includes a battery pack heater configured to transfer heat to the battery pack, a second thermal load heater configured to transfer heat to a second thermal load, and a control system. The second thermal load heater is selectively thermally connectable to the battery pack to transfer heat from the second thermal load heater to the battery pack. When the vehicle is connected to an external energy source and the battery pack is at sufficiently low temperature, the control system is configured to control the temperature of the battery pack by activating the second thermal load heater and thermally connecting the second thermal load heater to the battery pack in response to a failure of the battery pack heater.

Abstract: A vehicle, such as a parallel or series hybrid vehicle, includes both an electric traction motor and a range extending device such as, for example, an internal combustion engine, or a fuel cell. In an embodiment, a thermal management system for the vehicle includes a passenger cabin heating circuit configured to circulate heat exchange fluid through a liquid-to-liquid heat exchanger and a passenger cabin heating heat exchanger. A motor circuit can be configured to circulate heat exchange fluid through the electric traction motor, a transmission control module, and a DC/DC converter. The motor circuit can be selectably connected to the passenger cabin heating circuit by a valve. An engine circuit is configured to circulate heat exchange fluid through the internal combustion engine, a radiator, and the liquid-to-liquid heat exchanger.

Abstract: In an aspect, a phase-change material is used as part of the thermal management system to assist in maintaining a thermal load, such as a battery pack, within a selected temperature range, thereby reducing the consumption of battery power. The phase-change material may be conditioned to an initial state when the vehicle is on-plug and may be used to heat or cool the battery pack directly or indirectly, thereby reducing the use of an electric battery heater. The phase-change material may be used to heat coolant that flows to the thermal load. In another embodiment the phase-change material may be directly within the battery pack in contact with the cells. The phase-change material may be conditioned via the battery circuit heater when the vehicle is on-plug. The phase-change material may also be recharged during vehicle use off-plug using waste heat from the motor circuit thermal load.

Abstract: In an aspect, a thermal management system for an electric vehicle is provided. The thermal management system includes a battery circuit that transports coolant for cooling a thermal load that includes at least one traction battery, a refrigerant circuit that includes a compressor, a condenser and an evaporator. The thermal management system further includes an internal heat exchanger through which both refrigerant and coolant flow so as to cool the coolant in the battery circuit. Optionally, the thermal management system may further include a chiller. In this optional case the internal heat exchanger may be used to pre-cool the coolant upstream from the chiller. Alternatively the internal heat exchanger may be used to cool the coolant so as to delay initiating operation of the chiller.

Abstract: An intake system for an internal combustion engine has an intake conduit of thermoplastic material provided with an intake socket having an annular collar. At least one acoustic element is concentrically connected to the intake socket of the intake conduit, wherein the acoustic element is insertable into the annular collar. A closure surrounds the annular collar wherein the closure is a metal clamp having a metal strap and a metal clip. The metal clip effects a releasable clamping action with a variable diameter of the metal clamp.

Abstract: An intake system for an internal combustion engine has an intake conduit of thermoplastic material provided with an intake socket having an annular collar. At least one acoustic element is concentrically connected to the intake socket of the intake conduit, wherein the acoustic element is insertable into the annular collar. A closure surrounds the annular collar wherein the closure is a metal clamp having a metal strap and a metal clip. The metal clip effects a releasable clamping action with a variable diameter of the metal clamp.

Abstract: An insert for reinforcing a flange component and an intake manifold for an internal combustion engine in which such an insert is used. The insert (14a) is open toward a longitudinal side (17) of the cylinder head flange (13), so that a mounting bolt does not have to be pushed through the passageways (16) formed by the insert, but can be inserted from the side. This offers advantages during mounting, since the intake manifold can be pushed onto pre-mounted bolts, which are subsequently tightened to fix the intake manifold. The intake manifold and the described insert are therefore particularly suitable for cost-effective mounting in tight spaces.

Abstract: An insert for reinforcing a flange component and an intake manifold for an internal combustion engine in which such an insert is used. The insert (14a) is open toward a longitudinal side (17) of the cylinder head flange (13), so that a mounting bolt does not have to be pushed through the passageways (16) formed by the insert, but can be inserted from the side. This offers advantages during mounting, since the intake manifold can be pushed onto pre-mounted bolts, which are subsequently tightened to fix the intake manifold. The intake manifold and the described insert are therefore particularly suitable for cost-effective mounting in tight spaces.

Abstract: A liquid epoxy-based potting composition has a glass transition temperature equal to or greater than 200° C. and comprises a cyclo-aliphatic epoxy, present in an amount of 50 to 80 parts by weight; a multi-functional aromatic epoxy (having more than two epoxy groups per molecule), present in an amount of 20 to 50 parts by weight; a liquid anhydride, present in an amount of 80 to 150 parts by weight; a basic latent accelerator, present in an amount of 1 to 5 parts by weight; and a filler, present in an amount of 100 to 500 parts by weight.