Abstract: An intake and exhaust system of an internal combustion engine includes an exhaust gas recirculation passage (35) communicates a part of an exhaust passage (7) downstream of a turbine with a part of an intake passage (6) upstream of a compressor and a cooling circuit (51), the cooling circuit including a first evaporator (52) provided in a part of the exhaust passage downstream of the turbine and upstream of a junction with the exhaust gas recirculation passage and storing a medium, an ejector pump (54) using vapor from the first evaporator as a driving flow, a condenser (57) for cooling and condensing the vapor ejected from the ejector pump and returning the condensed medium to the first evaporator, and a second evaporator (55) provided in the exhaust gas recirculation passage to cool the exhaust gas passing through the exhaust gas recirculation passage by evaporating a medium stored therein with a negative pressure created by the ejector pump.

Abstract: Methods are provided for controlling a vehicle engine to improve engine efficiency utilizing onboard water condensate. In one example, condensate is collected from cooling air routed into an engine, and injected into one of a plurality of locations based on engine operating conditions to keep NOx in combustion gases below desired amounts and to avoid ignition knock in said engine. In this way, condensate build-up in the CAC is advantageously utilized, engine performance and efficiency may be improved, and harmful emissions may be reduced.

Abstract: A system includes a compressed air system configured to couple to an engine. The compressed air system includes a compression device configured to compress an air flow, a heat exchanger configured to exchange heat with the air flow along a first flow path, and a bypass system configured to flow the air along a second flow path that bypasses the heat exchanger. The compressed air system is configured to selectively flow the airflow along the first flow path, the second flow path, or a combination thereof, to the engine.

Abstract: An elongate heat exchanger for cooling hot gas includes an arrangement for reducing thermal stresses when mounted in a housing. A pair of planar extensions project from opposite sides of the core. A mounting bracket has a central portion adapted to extend across the top of the core, and a pair of edge portions projecting outwardly from the central portion. The edge portions are substantially parallel to the planar extensions, and each has a top layer at least partially covering one of the planar extensions, wherein each of the edge portions is adapted to be secured to the housing, for example by a bolt. Each planar extension may be slidably received in a slot between the top and bottom layers of the edge portion, or may be slidably received between the top layer and the housing, to permit longitudinal thermal expansion of the core.

Abstract: A cooling device includes: an introduction pipe configured to introduce a charge air supercharged by a supercharger; a first aftercooler connected to the introduction pipe and configured to cool the charge air; a branch pipe branched from the introduction pipe; a second aftercooler connected to the branch pipe and configured to cool the charge air; and a cooling fan configured to supply a cooling wind to the first aftercooler and the second aftercooler, in which the first aftercooler and the second aftercooler are disposed to be shifted from each other in a rotation axis direction of the cooling fan.

Abstract: A display device is provided with a plurality of solid-state light sources (101-103) and a coolant-circulating means (100) that is equipped with a flow path (100a) formed to pass through each of the solid-state light sources (101-103) and that circulates a coolant via the flow path (100a). Each of the solid-state light sources (101-103) has the property that the luminance thereof changes in response to a temperature change. The flow path (100a) is formed such that the coolant first passes through solid-state light sources having a greater degree of luminance change according to the above-described property of the solid-state light sources (101-103).

Abstract: The invention relates to a heat exchanger, particularly for a motor vehicle, comprising a first component with a first duct, a second component with a second duct and a thermoelectric element for generating a heat flow, wherein a first fluid of a first fluid circuit can be caused to flow through the first duct to control the temperature of a first external component, wherein a second fluid of a second fluid circuit can be caused to flow through the second duct, which is fluidically separated from the first duct, to control the temperature of a second external component, and wherein the at least one thermoelectric element is arranged between the first and second components, contacting same thermally.

Abstract: A thermal regulation device for a cooling system of an engine that includes a pump positioned upstream from a cooling housing of the engine and at least one consumer requiring permanent cooling. The device includes a main pipe for circulating coolant through the cooling housing and a secondary pipe bypassing the cooling housing. A two-way valve is positioned on the main pipe at the outlet of the cooling housing of the engine, and the secondary pipe includes a tapping on the main pipe downstream from the pump and upstream from a portion of the main pipe used for cooling the engine so that the flow is maintained at a constant and permanent level for ensuring the cooling of the at least one consumer.

Abstract: A charge air cooler (CAC) device includes a body including an inlet end, an outlet end, and a plurality of passages extending between the inlet end and the outlet end. At least one of the plurality of passages is covered by an inlet blocking member at the inlet end.

Abstract: An induction system for a supercharged internal V-type combustion engine includes a monolithic continuous unitary casting housing a supercharger with a rotor and gear assembly operative to discharge pressurized air to a common bounding receiving plenum, through a first slidably-removable intercooler providing a first cooling, and then to a pair of second side intercoolers providing a second cooling within the bounded plenum and in fluid communication therewith. First and second intercoolers are secured within the monolithic housing. The monolithic housing provides a robust and stable housing of light weight and allows an exterior air cooling as well. Side walls of the supercharger are separate from and are spaced from air intake runners of a cylinder block. Air in the plenum is additionally cooled by convective surface cooling while being guided in an appropriate direction.

Abstract: Methods and systems are provided for controlling air ingestion in an engine during idle conditions. One example approach includes adjusting an opening of a common shut-off valve via an electronic controller, the common shut-off valve regulating each of motive flow through an aspirator and crankcase ventilation (CV) flow from a crankcase. As such, the common shut-off valve may be closed by the electronic controller during engine idle to cease each of the motive flow through the aspirator and the CV flow from the crankcase.

Abstract: A heat exchanger exchanges heat between first and second fluids. The heat exchanger includes a heat exchange core which includes first circulation channels of the first fluid and second circulation channels of the second fluid. The heat exchanger includes an inlet collector box for the first fluid and an outlet collector box for the first fluid, into which the ends of said first channels open out. The heat exchanger includes an inlet connection piece for the second fluid and an outlet connection piece for the second fluid. The inlet and outlet collector boxes for the first fluid are separated by a deflector. The heat exchanger includes an intermediate collector box communicating with the first channels to create a U-circulation of the first fluid in said first channels. The heat exchanger includes an intermediate compartment communicating with the second channels for a U-circulation of the second fluid in the second channels.

Abstract: A charge air cooler includes a high temperature side heat exchanger and a low temperature side heat exchanger. The high temperature side heat exchanger is provided on a high temperature side cooling flow path through which a first refrigerant cooled by a first heat exchanger (radiator) flows. The low temperature side heat exchanger is provided on a low temperature side cooling flow path through which a second refrigerant cooled cooler than the first refrigerant by a second heat exchanger (sub-radiator) flows. The low temperature side heat exchanger cools, by the second refrigerant, intake air cooled by the high temperature side heat exchanger. According to the above charge air cooler, the second heat exchanger (sub-radiator) can be prevented from becoming big in size, and intake air temperature can be cooled to desired temperature.

Abstract: A cooling system is provided for an engine. The cooling system may have an air cooler configured to cool intake air being supplied to the engine. The cooling system may also have a sensor configured to generate a temperature signal indicative of a temperature of the intake air and a fan in proximity to the air cooler. The cooling system may further have a controller in communication with the sensor and the fan. The controller may be configured to cause the fan to operate at a speed that is a function of the temperature signal when the temperature of the intake air is above a threshold temperature. The controller may further be configured to selectively cause the fan to pulse when the temperature of the intake air drops below the threshold temperature.

Abstract: A vehicle cooling system includes a fan, a radiator, a charge air cooler upstream of the radiator, an air conduit supplying air to the charge air cooler, and a cooler for cooling the charge air cooler or air flowing through the air conduit. The cooler includes a housing surrounding a portion of the air conduit, an injector for injecting water into a space between the cooler housing and the air conduit, an outlet pipe for conducting vaporized water out of the space, and a pump for pumping water from a source to the injector. The cooler also includes heat conducting vanes which extend into the space and into an interior of the air conduit.

Abstract: The present invention relates to a device for cooling charge air for an internal combustion engine of a vehicle. The device comprises a plurality of first coolant pipes for conducting a first coolant and a plurality of second coolant pipes for conducting a second coolant, wherein the first coolant pipes and the second coolant pipes extend in a longitudinal extension direction of the device and the plurality of first coolant pipes is arranged adjacent to the plurality of second coolant pipes in a transverse extension direction of the device.

Abstract: Embodiments for a charge air cooler are provided. In one example, a method comprises adjusting an operating parameter in response to a degraded grille shutter, the degraded grille shutter determined based on a temperature difference across a charge air cooler. In this way, degradation of the charge air cooler or engine may be reduced.

Abstract: A system, apparatus and method for maintaining power in an internal combustion typically turbocharged aircraft engine is disclosed. During descent, air pressure and temperature in the manifold can fall to dangerous levels. This is because engine power is low and likewise turbocharger output is also low. The system and method provide for a bypass of the heat radiator during low power periods, or with low ambient temperature or both. A parameter is measured, often manifold pressure or temperature and the degree of bypass is adjusted commensurately.

Abstract: A manifold distributes gases into intake ducts of a motor vehicle combustion engine. The intake ducts are distributed in at least two distant groups, each duct of one group supplying one and the same cylinder of the engine as a duct of the other group. The manifold includes a manifold casing through which a flow of intake gases can flow, and an injection duct for injecting a flow of recirculated exhaust gases into the flow of intake gases. The casing is capable of directing the flow of intake gases and the flow of recirculated exhaust gases toward the intake ducts of the engine, and the injection duct is arranged inside the manifold casing so as to be able to be positioned between the two groups of intake ducts.

Abstract: An engine system having a turbocharger may include an engine block, a turbocharger, an intake line and an intercooler. The engine block may include a cylinder head disposed on an upper side of the engine block, an intake manifold disposed at one side of the cylinder head, and an exhaust manifold disposed at the other side of the cylinder head. The turbocharger may compress intake air by exhaust gas exhausted from the exhaust manifold, and the intake line may be formed from the turbocharger to the intake manifold to transfer the intake air compressed by the turbocharger to the intake manifold. The intercooler may be disposed on the intake line adjacent to the intake manifold to cool the compressed intake air. The compressed intake air discharged from the turbocharger may pass a side of the cylinder head and an engine coolant flowing the cylinder head may cool the compressed intake air.

Abstract: The invention relates to a module (100) for supplying gas to a motor vehicle, comprising a double dispenser (108), a charge air cooler (107), and an intake box (119) connecting said double dispenser (108) to said cooler (107), the double dispenser (108) comprising a first outlet (136) intended to lead into the intake box (119) and a second outlet intended to lead toward the outside of said module (100).

Abstract: A cooler for an internal combustion engine may include a cooler block including a gas path for communicating a gas flow along a gas flow direction and a coolant path for communicating a coolant flow. The gas path and the coolant path may be thermally coupled to each other and may be fluidly separated from each other. The cooler may include a liquid separator for separating a liquid from the gas flow. The liquid separator may be arranged on the cooler block at an outlet side of the gas path. The liquid separator may include a reservoir for the separated liquid and an evaporator for evaporating the separated liquid.

Abstract: An engine assembly includes an engine block defining a cylinder, an exhaust system, and an exhaust gas recirculation system. A first exhaust valve is configured to control the flow of fluid from the cylinder to the exhaust system. A second exhaust valve configured to control the flow of fluid from the cylinder to the exhaust gas recirculation system. The second valve is deactivatable independently of the first valve, thereby enabling EGR flow.

Abstract: A method for operating a combustion engine comprising charging and charge air cooling, wherein in a critical operating state the charge air volume flow through a charge air cooler is adjusted and/or temporally changed by means of at least one charge air cooler valve in such a manner that condensation water present in the charge air cooler and/or in the subsequent induction tract is fed only in harmless quantities successively into the combustion chamber and is thus discharged. The invention further relates to a combustion engine that can be operated according to the method.

Abstract: Embodiments for controlling condensate in a charge air cooler are provided. In one example, a method for a charge air cooler comprises, responsive to a condensate level in the charge air cooler, increasing boost pressure and maintaining a requested level of torque by routing a portion of air flow exiting the charge air cooler to an intake passage upstream of a compressor. In this way, accumulated condensate in the charge air cooler may be removed while maintaining driver-requested torque.

Abstract: A engine system, comprising a cylinder head with one or more cylinders, an outlet opening of a cylinder coupled to an exhaust line for discharging the exhaust gases via an exhaust-gas discharge system; an inlet opening of a cylinder coupled to an intake line for supplying charge air via an intake system, the intake system including one or more compressors for compressing the charge air and a charge-air cooler coupled to the intake system, the charge-air cooler including a first refrigerant evaporator through which a refrigerant and charge air can flow. The use of a refrigerant evaporator allows air charge to cool to a temperature below the ambient temperature.

Abstract: A fresh air system for supplying combustion chambers of an internal combustion engine with fresh air may include a housing through which a fresh air path is routed. The fresh air system may include a charge air cooler arranged in the fresh air path. The housing may include an insertion opening, through which the charge air cooler is laterally inserted into the housing transversely to the fresh air path. An outer end region of the charge air cooler may close off the insertion opening and include a circumferential holding flange. The circumferential holding flange may be clamped between a holding rim enclosing the insertion opening and a separate holding frame.

Abstract: An engine arrangement includes an engine, a charge air cooler connected to an engine inlet side of the engine, an air bypass for bypassing the charge air cooler, and including an EGR system connected between engine outlet side and an engine inlet side of the engine via one or more EGR lines. The air bypass enters the EGR system at an air-bypass port of an EGR line for mixing air with exhaust gas at the engine outlet side of the EGR system and/or upstream of an EGR cooler. An engine arrangement can also comprise an engine, a charge air cooler connected via an air line to an engine inlet side of the engine, an air bypass for bypassing the charge air cooler, and including an EGR system connected between an engine outlet side and an engine inlet side of the engine via one or more EGR lines. A control device is provided for controlling an engine inlet temperature of an air/exhaust gas mixture by controlling a ratio of cooled/uncooled air and/or cooled/uncooled exhaust gas in the air/exhaust gas mixture.

Abstract: Embodiments of systems and methods for bypassing an aftercooler are disclosed. According to one embodiment, the bypass valve system may include a turbocharger, an air temperature sensor, an aftercooler, a three-way bypass valve, an aftercooler conduit, a bypass conduit, a pipe fitting, an engine, a radiator, an expansion tank, a pump, a bypass control system and a locomotive control system. The temperature of the charge air is measured and sent to the bypass control system. The locomotive control system sends engine throttle conditions, such as engine notch position, to bypass control system. Bypass control system determines whether to circulate coolant through the aftercooler or bypass the aftercooler based on the temperature measurements and the engine throttle conditions. Bypass control system then sends a signal to the bypass valve to either to circulate coolant through the aftercooler or bypass the aftercooler through the conduit.

Abstract: A condensate trap upstream of an engine cylinder is provided. The condensate trap includes a condensate containment shelf positioned within an outlet manifold of an air cooler, above a lower side of the outlet manifold, and extending from a first lateral side of the outlet manifold to a second lateral side of the outlet manifold, the condensate containment shelf and a outlet port housing forming a condensate restriction in direct fluidic communication with an outlet port of the outlet manifold.

Abstract: Methods and systems are provided for adjusting a secondary intake throttle based on condensate formation in a charge air cooler, the secondary throttle positioned upstream of the charge air cooler. In one example, a method may include decreasing an opening of the secondary intake throttle in response to increased condensate accumulation within the charge air cooler. The method may further include adjusting a primary throttle positioned in an intake manifold based on the condensate accumulation and torque demand.

Abstract: Methods and devices for controlling a vehicle electric coolant pump include operating the coolant pump at a speed to provide a desired coolant flow based on a temperature difference between an engine coolant inlet temperature and an engine coolant outlet temperature. A hybrid vehicle having an engine and an electric water pump includes a controller that controls water pump speed to provide coolant flow based on a differential temperature between an engine coolant inlet and an engine coolant outlet. Pump speed may also be controlled based on engine speed and load. Control of an electric water pump based on temperature difference, engine speed, and load may result in faster engine warm up and reduce pump power consumption.

Abstract: An engine oil system for an internal combustion engine comprises an electronic control module, an oil viscosity sensor, am engine oil cooler, and an oil cooler flow control valve. The oil viscosity sensor is disposed in communication with the electronic control module. The electronic control module determines a viscosity of oil within the engine oil system based upon an output of the oil viscosity sensor. The oil cooler flow control valve is disposed in communication with the electronic control module. The oil cooler flow control valve is positionable between an open and closed position to regulate coolant flow to the engine oil cooler based upon an output of the electronic control module. The electronic control module moves the oil cooler flow control valve based upon the determined viscosity of the oil.

Abstract: Embodiments for a charge air cooler are provided. In one example, an engine method comprises during a first mode, decreasing a volume of a charge air cooler in response to a compressor operation upstream of the charge air cooler. In this way, compressor surge may be prevented.

Abstract: The invention relates to a method for operating a steam cycle process for using the heat of an internal combustion engine (2), comprising a conduction circuit (4) in which a working medium circulates. Said conduction circuit (4) comprises at least one pump (6, 13), at least one heat exchanger (8), an expansion machine (10), a feedwater tank (14) for storing the liquid working medium, and a condenser (12). Components of the conduction circuit (4) are frost-proofed by partially evacuating the liquid working medium. After the end of the circulation of the working medium, at least one of the pumps (6, 13) continues to operate in order to evacuate the working medium at least from the pump (6, 13) which continues to operate.

Abstract: An intake assembly in an engine is provided. The intake assembly includes a compressor and a plenum in fluidic communication with the compressor, the plenum having an integrated charge air cooler including a coolant inlet and a coolant outlet in fluidic communication with a coolant passage and cooling plates extending into a plenum enclosure and coupled to the coolant passage. The intake assembly further includes a throttle body coupled to the plenum.

Abstract: Methods and systems are provided for improving the vacuum generation efficiency of an ejector coupled to in an engine system. Vacuum is generated at the ejector at a faster rate but to a lower level by opening a throttle upstream of the ejector. Vacuum is then raised to a higher level but at a slower rate by closing the throttle upstream of the ejector.

Abstract: A method and system is provided to heat and cool the charge air in an intake system via a compressor coolant duct to reduce condensate formation on the one hand respectively increase charge air cooling on the other hand. Potential heat sources for the low temperature circuit do include the high temperature engine cooling circuit as well as exhaust gas. A shut-off element arranged in a bypass line about the heat exchanger may be adjusted to control delivery responsive to the charge air temperature condition.

Abstract: A system for conditioning the intake air to an internal combustion engine includes a means to boost the pressure of the intake air to the engine and a liquid cooled charge air cooler disposed between the output of the boost means and the charge air intake of the engine. Valves in the coolant system can be actuated so as to define a first configuration in which engine cooling is performed by coolant circulating in a first coolant loop at one temperature, and charge air cooling is performed by coolant flowing in a second coolant loop at a lower temperature. The valves can be actuated so as to define a second configuration in which coolant that has flowed through the engine can be routed through the charge air cooler. The temperature of intake air to the engine can be controlled over a wide range of engine operation.

Abstract: A charge air cooler includes a housing and a heat exchanger core positioned within the housing. The heat exchanger core includes a first core section, a second core section, and a centrally located section positioned between the first core section and the second core section. The charge air cooler also includes a plurality of coolant circuits. Each coolant circuit extends through at least one of the first and second core sections. The charge air cooler further includes a coolant inlet extending from the centrally located section to deliver coolant to the plurality of coolant circuits, and a coolant outlet extending from the centrally located section to receive coolant from the plurality of coolant circuits. The charge air cooler also includes a fastener extending through the centrally located section of the core to secure the core to the housing.

Abstract: An air intake manifold for an engine includes an air inlet to receive a flow of compressed charge air, and multiple runners to deliver cooled compressed charge air to corresponding combustion cylinders of the engine. A charge air cooler is arranged within the intake manifold between the air inlet and the runners, and includes a first core section and a second core section. The first and second core sections are arranged fluidly in parallel with respect to the flow of compressed charge air, so that the charge air is divided into a first portion that is substantially directed through the first core section to a first subset of the runners, and a second portion that is substantially directed through the second core section to a second subset of the runners.

Abstract: An air cooler line is provided. The air cooler lines includes a first air cooler having a plurality of air flow conduits, each of the air flow conduits including an inlet, and a first air flow deflector extending across peripheral portions of the inlets and fixedly coupled to the air flow conduits and a second air cooler having a plurality of air flow conduits, each of the air flow conduits including an inlet, and a second air flow deflector extending across peripheral portions of the inlets and fixedly coupled to the air flow conduits, the second air flow deflector differing in at least one of size and geometry than the first air flow deflector.

Abstract: Embodiments for a charge air cooler are provided. In one example, an engine method comprises increasing intake air flow velocity through a charge air cooler in response to an estimated condensation formation value within the charge air cooler. In this way, condensation accumulation within the charge air cooler may be prevented.

Abstract: A method includes operating a spark ignition engine and flowing low pressure exhaust gas recirculation (EGR) from an exhaust to an inlet of the spark ignition engine. The method includes interpreting a parameter affecting an operation of the spark ignition engine, and determining a knock index value in response to the parameter. The method further includes reducing a likelihood of engine knock in response to the knock index value exceeding a knock threshold value.

Abstract: A supplementary intercooler cools engine air after it has passed through the turbocharger of a vehicle's turbocharged internal combustion engine, but before it enters the engine. The unit has an inlet for capturing the turbo's air charge and an outlet for routing the air charge to the engine after passing through the intercooler. A container stores water until it is needed and a water pump transfers water from the container to the unit. This loosened bond of water is then sprayed on capacitor plates under turbo pressure to be converted into hydrogen and injected into the air intake stream making it a totally “hydrogen-on-demand” intercooler.

Abstract: The invention relates to an arrangement of a charge air cooler in an intake pipe, wherein the charge air cooler has a cooler block through which charge air can flow and the charge air cooler can be inserted into the intake pipe through a first opening in said intake pipe, wherein the cooler block has at least one first outer wall and at least one second outer wall, which outer walls run along the main direction of extent of the cooler block and bound the region of the cooler block through which charge air can flow, wherein the intake pipe surrounds, on three sides, that part of the charge air cooler which can be inserted, so that charge air can flow through the cooler block of the charge air cooler within the intake pipe.

Abstract: An internal combustion engine has a cylinder head having at least one cylinder. A cover is connected to the cylinder head and covers the cylinder and related valve train components. An exhaust gas turbocharger powered by the engine's exhaust system delivers compressed gasses to the intake system. An exhaust gas recirculation system branches off from the exhaust system downstream of the turbocharger and feeds into the intake system upstream of the turbocharger. A coolant-fed charge air cooler is disposed between the cylinder head and the cover, and at a point that is a geodetically highest point in the intake system when the internal combustion engine is in an installed position. This configuration prevents any liquid that has condensed out of the charge air during cooling from collecting in the cooler and/or in the intake system between the cooler and the at least one cylinder.

Abstract: An engine cooling system may include a housing forming an enclosed duct having an air intake opening, at least one heat exchanger positioned within the duct such that ambient air entering the air intake opening contacts the at least one heat exchanger, at least one radiator circulating coolant for the engine, at least one radiator positioned in the duct such that ambient air entering the air intake opening contacts at least one radiator, and the duct configured to include an exhaust opening positioned downstream of the at least one heat exchanger and the at least one radiator, such that ambient air flows in the air intake opening, through the duct to contact the heat exchanger and the radiator, and exits the duct through the exhaust opening.

Abstract: A cooling system for a supercharged internal combustion engine may include a charge air cooling circuit, in which a low-temperature coolant circulates and which may have a low-temperature charge air cooler for cooling charge air and a low-temperature coolant cooler for cooling the low-temperature coolant. The system may include a refrigerant circuit, in which a refrigerant circulates and which has a vaporiser for vaporising the refrigerant and a condenser for condensing the refrigerant. The system may include a coupling heat exchanger for a fluidically separated, heat-transmitting coupling of the charge air cooling circuit with the refrigerant circuit. The coupling heat exchanger may be arranged in a vaporiser bypass of the refrigerant circuit thereby bypassing the vaporiser and be arranged in a coupling branch of the charge air cooling circuit. The coupling branch may branch off via a branching-off point from a feed of the charge air cooling circuit.

Abstract: An example method for operating an internal combustion engine having at least one cylinder, at least one intake line for supplying charge air to the at least one cylinder, and a device for controlling charge-air flows conducted via a charge-air cooler and via a bypass line around the charge-air cooler is described, the device including a two-stage switchable shut-off element and a continuously adjustable shut-off element. In one example provided, the two-stage switchable shut-off element is arranged parallel to the bypass line in the at least one intake line, and is switched between an open position and a closed position, and the bypass line is opened up or shut off to a greater or lesser extent by the shut-off element which is continuously adjustable between an open position and a closed position. In this way, shuddering of the engine during shut down is prevented.