Abstract: In a charge-air cooling circuit for a multicylinder internal-combustion engine 1 with a turbo-supercharger 2, downstream from the turbo-supercharger 2 the charge air fed to two separate charge-air coolers 6, 6?, whereby the first charge-air cooler 6 divides the charge air into two flow branches I, II, cools the first of the two flow branches I, and allows the second of the two flow branches II to pass uncooled, and whereby the second charge-air cooler 6? allows the first of the two flow-branches I to pass uncooled, cools the second of the two flow branches II, and then recombines the two flow branches I, II.

Abstract: A combined flame arrester and intercooler for cooling intake gas for an internal combustion engine is disclosed. The intercooler comprises an elongated body having a longitudinal axis. The elongated body has a central passageway that extends substantially parallel to the longitudinal axis. An inlet opening is located on one end of the elongated body such that the intake gas enters the central passageway though the inlet opening. The intercooler further includes a plurality of cooling tubes forming at least a portion of the elongated body. The plurality of tubes substantially surround the central passageway. Each of the cooling tubes is spaced from an adjacent cooling tube such that an air flow path is formed there between. The intake gas is cooled by flowing past the cooling tubes. Preferably, the intake gas flows along the central passageway in the elongated body and radially outward therefrom through the air flow path between the cooling tubes.

Abstract: An engine charge air-cooling system with water fumigation for an internal combustion engine includes a charge air cooler having a housing, a heat exchanger core, an air inlet and an air outlet. The charge air cooler inlet is connected to an outlet of a compressed air source, such as a turbocharger, through a cooler intake header. The charge air cooler outlet is connected through a cooler outlet header to cylinder intake ports of the engine. The cooler intake header is adapted to receive water in a passage below the cooler inlet. Hot, compressed charge air entering the charge air cooler through the intake header mixes with water vapor formed in the header, thereby humidifying the charge air that enters the cylinders from the charge air cooler. The high, energy absorbing capability of the water molecule reduces the peak combustion temperature, thereby reducing NOx production in the combustion reaction.

Abstract: A cooling system is provided for a vehicle with an internal combustion engine. The cooling system includes a high temperature cooling circuit and a low temperature cooling circuit that is separated from the high temperature cooling circuit. The high temperature cooling circuit cools the engine and includes at least one cooler. The low temperature cooling circuit cools an oil cooler and, if necessary, a charge air cooler and includes a cooler. The oil cooler may be connected with the high temperature cooling circuit so the oil temperature may be controlled within a narrow temperature range.

Abstract: A cooling system including an intake air cooling subsystem and a liquid cooling subsystem for controlling intake air temperatures in a supercharged internal combustion diesel locomotive engine. The intake air cooling subsystem includes an air-to-water aftercooler and an air-to-air aftercooler having intake air sides connected to receive intake air flow in series between a supercharger and an engine. The liquid cooling subsystem includes at least one liquid cooling loop having a pump, a radiator and a water coolant side of the air-to-water aftercooler. At least one shared fan circulates air flow to the cooling air sides of the air-to-air aftercooler and the radiator. An optional air distribution control selectively directs circulated air flow between the air-to-air aftercooler, the radiator and other optional components of the cooling system.

Abstract: Prior art air charge systems for ‘V’ configuration internal combustion engines use two turbochargers and two intercoolers, one for each bank of cylinders, and require relatively long and complex air ducts. The present invention provides a charge air system for a ‘V’ engine with two banks of cylinders. The system includes a compressor connected by a charge air conduit to a charge air cooler and a flow control valve in communication with first and second branch conduits, each adapted for connection to a bank of cylinders. A branch connector has one inlet in communication with the valve and two outlets in communication with the two branch conduits. The charge air conduit may be disposed in the ‘V’ between the two banks of cylinders. The system uses one compressor and one cooler, thereby reducing component and assembly costs for the engine and keeping air ducting relatively simple.

Abstract: The invention involves a vehicle with a cab. The environment of the cab may be maintained by a heating, ventilation, and air-conditioning (HVAC) system that will provide cool air to the cab in hot weather and warm air to the cab in colder weather. The HVAC system will have its own specific air heating and cooling components. The HVAC has a supply to the cab for providing the cool or warm air depending on the need. A siphon or alternative point of distribution of the HVAC output may be a HVAC diversion line that leads into the inlet of the turbocharger or supercharger of the vehicle engine to mix with ambient air entering the turbocharger. In an alternative embodiment, a compressed air source may be bled into the turbocharger or supercharger inlet.

Abstract: An intake apparatus of an engine according to the present invention comprises; an air cleaner unit for filtering intake air defining an air passageway therein and filtering intake air; and a turbocharger-intercooler unit mounted at a lower portion of the air cleaner unit and compressing and cooling air supplied to the engine. An outlet air passageway of the supercharger-intercooler unit is configured to contact an air passageway of the air cleaner unit.

Abstract: In preferred embodiments, to, e.g., eliminate condensation build-up in the intake manifold and power cylinders, a charge-air cooler (CAC) and/or EGR cooler “bypass” system is provided that can, e.g., control the intake manifold temperature (IMT) above the dew-point temperature of the boosted air. Preferably, a two-port, single valve-body type valve is provided that proportionally controls the amount of charge-air that is “bypassed” (e.g., not cooled), while simultaneously diverting the charge-air cooler return, preferably, inversely proportionally.

Abstract: The present invention relates to a method and apparatus for cooling intake air prior to entry into a combustion chamber of a boosted internal combustion engine. The invention provides an air intake system comprising a cooler disposed in an intake passage downstream of a charger; a bypass passage for communication between a portion of said intake passage located upstream of said cooler and a portion of said intake passage located downstream of said cooler so as to allow a flow of air discharged from the charger to bypass the cooler; a bypass control valve disposed in said bypass passage to open and close the bypass passage and a flow restriction disposed in the bypass passage limiting the flow in the event that the bypass control valve remains in an open position.

Abstract: An optimized engine charge air-cooling system for an internal combustion engine includes a charge air cooler side mounted along an outboard side of each engine cylinder bank of the engine. The charge air coolers extend the full length of the cylinder banks. The charge air coolers each include a housing, a core, an air inlet and an air outlet. The charge air cooler inlets are connected to an outlet of a compressed air source, such as a turbocharger, through cooler intake headers. The charge air cooler outlets are connected through cooler outlet headers to cylinder intake ports of cylinders in the cylinder banks. The design of the charge air-cooling system allows for highly effective cooling of charge air with a corresponding small drop in charge air pressure. These features combine to achieve the result of decreased engine nitrogen oxides (NOx) production and increased engine fuel economy.

Abstract: A heat exchange arrangement for a vehicle has at least two heat exchangers exposed to the action of ambient air. One of the heat exchanger is coolant cooler and the other one is a charge-air coolant. Each of these coolers has tubes through which liquid or gas flows and heat dissipating ribs connected to the tubes. The coolant cooler is positioned upstream of the charge-air cooler in the air-flow direction. The charge-air cooler has an overlapping region in which the coolant cooler and the charge-air cooler overlap one another and a non-overlapping region in which the coolant cooler projects substantially perpendicularly to the cooling air flow direction. The non-overlapping region is formed at least in the charge-air outlet region and is cooled directly by ambient cooling air. The overlapping region is cooled by the ambient cooling air that has passed through the coolant cooler, which is positioned immediately upstream of the overlapping region of the charge-air cooler.

Abstract: An intercooler has a case through which supercharging air passes, and a heat exchanger 4 mounted inside the case which allows heat exchange between the supercharging air and a cooling fluid. A frame body 15 is provided at the circumferential edges of air passage portions of the heat exchanger 4 on a supercharging air intake side and a supercharging air outlet side to reduce the gap between the heat exchanger and the inner wall of the case. The heat exchanger 4 has a pair of tanks 43 and 44, tubes communicating between the tanks, and a plurality of fins 46 set along the tubes, and assumes a structure that allows the supercharging air to pass through the heat exchanger a plurality of times by sequentially passing through blocks formed by dividing a heat exchanging unit 4A into a plurality of blocks with partitioning plates 15d.

Abstract: A supercharged multi-cylinder piston engine includes an elongate air inlet manifold and multiple heat transfer elements located in the interior space of the air inlet manifold. The heat transfer elements extend individually over different respective length segments of the interior space of the manifold and extend collectively over substantially the entire length of the interior space of the manifold.

Abstract: A heat exchanger is interposed between a supercharger of an internal combustion engine and an intake port of the internal combustion engine. The plate partially closes a space between an outer periphery of heat exchanger fins housed in a case and a case inner wall surface to form an air channel in a portion other than a closing part thereof. The plate may be constructed as an aluminum plate. The outlet is provided with a net member for foreign matter passage prevention.

Abstract: An improved crankcase ventilation system for a vehicle which includes an air compressor to route crankcase gases to the intake manifold for combustion. The primary vehicle components include and aircleaner, a turbocharger compressor positioned downstream from the aircleaner, an optional aftercooler positioned downstream from the turbocharger compressor, and an engine having an intake manifold and a crankcase equipped with a breather port for venting crankcase gases. Crankcase gases are vented through the breather port to the air compressor. Clean air from downstream of the aircleaner but upstream of the turbocharger compressor is drawn into the air compressor as needed to prevent the air compressor from drawing too much crankcase gas and reducing the internal pressure of the crankcase to undesirable levels.

Abstract: The turbocharged exit air from a turbocharger flows through an intercooler, and then into an air intake manifold of a diesel engine. The intercooler exchanges heat with a liquid coolant in the intercooler when the coolant is cooler than the charge air, and substantially does not exchange heat with the liquid coolant in the intercooler when the coolant is warmer than the charge air. A controller located on the coolant tubing leading into the intercooler compares the temperature of the charge air to the temperature of the coolant, and at least partially stops the coolant from circulating by at least partially closing a valve in the coolant tubing when the charge air is cooler than the coolant.

Abstract: Engineers have learned that if the temperature of coolant within a heat exchanger is raised above the coolant's boiling point by the entering hot fluid, the boiling of the coolant can cause corrosion within the heat exchanger. The heat exchanger of the present invention includes a heat exchanger body that defines a plurality of fluid passages that are operable to exchange heat with a plurality of liquid passages. At least one of the liquid passages is re-sized to include a greater cross-sectional flow area than another liquid passage. Thus, a greater amount of liquid can flow through the coolant passage with the greater cross-sectional flow area, thereby reducing the risk of boiling coolant that may cause corrosion within the coolant passage.

Abstract: Combustion air for use in an engine is normally compressed by a compressor which adds heat during the process of increasing the density of the combustion air. To decrease the heat content of the combustion air, an aftercooler is used. When compressing combustion air to a higher density, the combustion air is compressed by a first compressor section to a first preestablished pressure and temperature and by a second compressor section to a second preestablished pressure and temperature. To decrease the heat content of the highly compressed dense combustion air, a first aftercooler having an air to liquid configuration is used and a second aftercooler having an air to air configuration is used.

Abstract: A charge air intake system for a diesel engine (10) includes a first duct (24) and second bypass duct (30) having its upstream and downstream ends connected to the first duct and bypassing a charge air cooler (28) mounted in line with the first duct (24). An EGR conduit (38) leads from the exhaust manifold to the bypass duct (30). A turbo charger furnished charged air to the ducts where a proportioning valve (26) proportions air between the charge air cooler and the bypass duct.

Abstract: Engine reconfiguration kits are developed for NOx emission reduction in Electro-Motive Division of General Motors Corporation model 645 diesel engines. The kits feature improved unit fuel injectors providing better fuel atomization with retarded injection timing and other improvements. Included new higher efficiency four pass counterflow aftercoolers provide reduced airbox inlet air temperatures. New connector pipes for the counterflow aftercoolers may also be included. Optional higher compression ratio pistons are available for increased fuel efficiency in some engine types. The kits reduce NOx emissions without increasing smoke, CO or particulate emissions or reducing performance.

Abstract: A method is provided for controlling a bi-fuel generator set. The generator set includes a controller, a generator for generating electrical power, and an engine for driving the generator. A flow of gaseous fuel is provided, and operation of the engine and the generator is monitored. The flow of gaseous fuel is adjusted in response to various predetermined operating conditions on the engine. In addition, the flow of gaseous fuel may be selectively passed through a charge cooler remote from a radiator for the engine. The flow of gaseous fuel may be cooled by the charge cooler in response to certain operating conditions on the engine.

Abstract: Optimization of the efficiency of a compact cooling system for air cooling of at least two different heat exchange fluids is obtained in a construction including three heat exchangers (10), (12), (14) arranged in a housing-like shape with an open center. A radial fan (44) is located within the housing and is rotatable about an axis (42). A front panel (36) having an air inlet (38) on the axis (44) abuts a corresponding one of the opposed sides (26), (62) of each of the heat exchangers while a rear panel abuts the other of the opposed sides (64) of each of the heat exchangers (10), (12), (14) and journals the fan (44) for rotation about the axis (44).

Abstract: Engineers have learned that if the temperature of coolant within a heat exchanger is raised above the coolant's boiling point by the entering hot fluid, the boiling of the coolant can cause corrosion within the heat exchanger. The heat exchanger of the present invention includes a heat exchanger body that defines a plurality of fluid passages that are operable to exchange heat with a plurality of liquid passages. At least one of the liquid passages is re-sized to include a greater cross-sectional flow area than another liquid passage. Thus, a greater amount of liquid can flow through the coolant passage with the greater cross-sectional flow area, thereby reducing the risk of boiling coolant that may cause corrosion within the coolant passage.

Abstract: A charge air intake system for a diesel engine (10) includes a first duct (24) and second bypass duct (30) having its upstream and downstream ends connected to the first duct and bypassing a charged air cooler (28) mounted in line with the first duct (24). An EGR conduit (38) leads from the exhaust manifold to the bypass duct (30). A turbo charger furnished charged air to the ducts where a proportioning valve (26) proportions air between the charge air cooler and the bypass duct.

Abstract: A supercharger of an engine comprises a motor/generator, a compressor provided in an air intake system of the engine, and a planetary gear mechanism. The planetary gear mechanism includes a sun gear connected to a driving shaft of the engine, planetary gears connected to the motor/generator and a ring gear connected to the compressor. The controller drives the motor/generator to control a rotational speed of the planetary gears. Through the control of the rotational speed of the planetary gears, a rotational speed of the compressor is controlled independently of a rotational speed of the engine. Thus, the rotation speed of the compressor can be continuously changed over a range from zero to a higher rotational speed than the engine rotational speed. Any desired supercharged pressure can be generated independently of the engine rotational speed.

Abstract: A rotor housing (2) has flanges (8) projecting to two sides in the directions of axes of rotors and having suction flow outlets for suction pipes (33) which are integrally connected to the rotor housing (2). The rotor housing (2), a collector housing (21), and the suction pipes (33) are integrally formed of aluminum alloy casting. The lower surfaces of the flanges (8) of the rotor housing (2) are used as attaching surfaces to be attached to the upper surface of a cylinder head.

Abstract: A combined flame arrester and intercooler for cooling intake gas for an internal combustion engine is disclosed. The intercooler comprises an elongated body having a longitudinal axis. The elongated body has a central passageway that extends substantially parallel to the longitudinal axis. An inlet opening is located on one end of the elongated body such that the intake gas enters the central passageway though the inlet opening. The intercooler further includes a plurality of cooling tubes forming at least a portion of the elongated body. The plurality of tubes substantially surround the central passageway. Each of the cooling tubes is spaced from an adjacent cooling tube such that an air flow path is formed there between. The intake gas is cooled by flowing past the cooling tubes. Preferably, the intake gas flows along the central passageway in the elongated body and radially outward therefrom through the air flow path between the cooling tubes.

Abstract: In the air intake system of an engine which introduces air passed through a cleaner case having filter element therein into a throttle box through a throttle, and distributes the air from the throttle box to each cylinder of the engine by an intake manifold, the throttle is provided in the throttle box such that a center axis of the throttle is provided substantially horizontally and in a center in the vertical direction between the ends on the upstream side of the intake pipes. The intake pipes are provided on both sides of the throttle box and the throttle is connected to the throttle box such that a center axis of the throttle is arranged substantially horizontal and, simultaneously, an intake route for linking the throttle (including the main port) to the filter element is substantially arranged linearly on the center axis of the throttle. Also, the inside of the cleaner case is in the form of a hollow and is divided by a partition into the air cleaner case and a blowby room.

Abstract: A heat exchanger for mounting in a supercharger is provided. The heat exchanger includes a body having a first end and a second end. A water bonnet is connectable with the first end of the body and includes an inlet, an outlet, an inner annulus, and an outer annulus. The inlet may be associated with one of the inner and outer annuluses and the outlet is associated with the other of the inner and outer annuluses.

Abstract: The turbocharged exit air from a turbocharger flows through an intercooler, and then into an air intake manifold of a diesel engine. The intercooler exchanges heat with a liquid coolant in the intercooler when the coolant is cooler than the charge air, and substantially does not exchange heat with the liquid coolant in the intercooler when the coolant is warmer than the charge air. A controller located on the coolant tubing leading into the intercooler compares the temperature of the charge air to the temperature of the coolant, and at least partially stops the coolant from circulating by at least partially closing a valve in the coolant tubing when the charge air is cooler than the coolant.

Abstract: An intercooler for a vehicle engine incorporating an exhaust gas turbocharger and an air conditioning system, the intercooler comprising: a charge air cooler loop operatively connected to cool heated, pressurized air from the turbocharger before it flows into the vehicle engine; and an air conditioning system bypass loop operatively connecting the air conditioning system to the charge air cooler loop.

Abstract: A charge air conditioning system, including a charge air booster, a refrigerant-to-air intercooler which is integral with the charge air booster, and a refrigeration system for supplying refrigerant to the refrigerant-to-air intercooler.

Abstract: A nozzle air injection (NAI) system and algorithm for a fuel-injected engine for increasing the flow of air into the engine. In one embodiment the NAI system takes the form of a kit comprising a controller, engine speed and throttle position sensors, a power regulator, an air compressor adapted to be rotatably driven by an electric motor to drive additional air into the engine. The controller includes a processor and sufficient memory to perform the logic steps necessary to selectively operate the compressor. In one embodiment, the controller checks the status of engine speed and throttle deflection and if the engine speed is equal or less than a first threshold value, and if the throttle deflection is greater than or equal to a second threshold value the controller instructs the regulator to send electrical power to the motor to drive the compressor to provide additional air to the engine.

Abstract: Working cycle for internal combustion engines, with methods and apparatuses for managing combustion charge density, temperature, pressures and turbulence (among other characteristics). At least one embodiment describes a supercharged internal combustion engine in which a supercharging portion of air is compressed, cooled and injected late in the compression process. A sub-normal compression ratio or low “effective” compression ratio initial air charge is received by a combustion chamber on the engine intake process, which during compression produces only a fraction of heat-of-compression as that produced by a conventional engine. During compression process, dense, cooled supercharging air charge is injected, adding density and turbulence above that of conventional engines with low “effective” compression ratio for this portion of air charge also.

Abstract: A heat exchanger for mounting in a supercharger is provided. The heat exchanger includes a body having a first end and a second end. A water bonnet is connectable with the first end of the body and includes an inlet, an outlet, an inner annulus, and an outer annulus. The inlet may be associated with one of the inner and outer annuluses and the outlet is associated with the other of the inner and outer annuluses.

Abstract: A charge air condensation separation system for a turbocharged engine, especially suited for engines employing EGR, includes a turbocharger having a compressor providing charge air with a charge air cooler connected to the compressor to cool the charge air. A charge air delivery duct is connected to an outlet of the charge air cooler and a torroidal trap having an annular inlet is disposed in the charge air delivery duct with a sump for collecting condensation integral to the torroidal trap. A drain line for removing condensation from the sump for expulsion to the atmosphere is connected to the trap and a pump or other device for overcoming pressure differential in the drain line is employed in certain embodiments. For EGR systems employing a mixer, the condensation separator can be incorporated adjacent to or integral with the mixer to minimize additional volume requirements in the engine compartment.

Abstract: An automotive engine has a charge air conditioning system, including a charge booster, and a first intercooler for transferring heat from charge air flowing from the booster. The first intercooler transfers heat from the charge air to ambient air, and a second intercooler downstream from the first intercooler further reduces the heat content of the charge air by transferring heat from the charge air to a refrigerated fluid. An engine control module controls the engine's spark timing and fuel charge as a function of at least the amount of air charge cooling provided by the second intercooler. The present engine is particularly well adapted to operate on gaseous hydrogen fuel.

Abstract: A heat exchange cooling system for an internal combustion engine co-generation plant, which allows exhaust recycled gas combustion while maintaining lower head temperatures to reduce thermal NOx emissions while delivering increased process/utility heat to a proximate co-generation client, is provided. The cooling system has two cooling loops with different flow rates: one through the engine and the second through exhaust manifolds, such that higher engine block flow resulting in cooler head temperatures is provided, while allowing higher temperature coolant to flow through exhaust exchangers, such that when the two coolant flows converge at a process/utility heat exchanger for heating co-generation client liquid, the combined flows substantially increase the transferred heat.

Abstract: Prior art air charge systems for ‘V’ configuration internal combustion engines use two turbochargers and two intercoolers, one for each bank of cylinders, and require relatively long and complex air ducts. The present invention provides a charge air system for a ‘V’ engine with two banks of cylinders. The system includes a compressor connected by a charge air conduit to a charge air cooler and a flow control valve in communication with first and second branch conduits, each adapted for connection to a bank of cylinders. A branch connector has one inlet in communication with the valve and two outlets in communication with the two branch conduits. The charge air conduit may be disposed in the ‘V’ between the two banks of cylinders. The system uses one compressor and one cooler, thereby reducing component and assembly costs for the engine and keeping air ducting relatively simple.

Abstract: A method of bypassing an intercooler (105) for an engine (100) includes the step of detecting (703) an idle condition for an engine (100). based on engine speed and load, air is induced (707) to bypass an intercooler (105) for the engine (100) such that air is input to an intake manifold (107) of the engine (100) through an intercooler bypass (115) that excludes the intercooler (105). Improved engine performance on vehicle launch and reduced emissions result.

Abstract: The invention is concerned with a method of deriving mechanical work from a combustion gas in internal combustion engines and reciprocating internal combustion engines for carrying out the method. The invention includes methods and apparatuses for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power, and torque while minimizing polluting emissions.

Abstract: In the case of a charge-air cooling circuit for a multicylinder internal-combustion engine 1 with a turbo-supercharger 2, it is proposed that downstream from the turbo-supercharger 2 the charge air be fed to two separate charge-air coolers 6, 6′, whereby the first charge-air cooler 6 divides the charge air into two flow branches I, II, effectively cools the first of the two flow branches I, and allows the second of the two flow branches II to pass essentially uncooled, and whereby the second charge-air cooler 6′ allows the first of the two flow-branches I to pass essentially uncooled, effectively cools the second of the two flow branches II, and then recombines the two flow branches I, II.

Abstract: A temperature control system includes an enclosure having a plurality of adjoining walls. At least one inlet is disposed within at least one of the walls. The at least one inlet has an electrically controlled inlet fan associated with it. A plurality of outlet louver assemblies are disposed within at least an other wall and include a plurality of moveable louvers. An actuator is coupled with each outlet louver assembly to move the plurality of moveable louvers. An ambient air sensor is disposed within the enclosure for sensing the ambient temperature within the enclosure and providing an output signal which is conducted to an electrical processing circuit. Alternatively, the ambient air sensor may be located without the enclosure. Temperature sensors are also coupled with the engine, charge air and transmission cooler for sensing their respective temperatures and providing output signals which are conducted to the electrical processing circuit.

Abstract: An on-board inert gas generating system (OBIGGS) uses a turbine in order to recover the energy of compression of the nitrogen-enriched product gas. This energy is transferred, through a shaft, to the compressor, which supplies compressed air to the separation membrane. Unlike conventional systems, where there is no means for recovering the energy of the compressed nitrogen enriched product air, the present system provides a cooled nitrogen-enriched gas to be supplied to a fuel tank ullage without losing the energy stored in the compressed nitrogen-enriched product gas.

Abstract: A charge air cooler for internal-combustion engines, having at least two cooling circulations which are guided through heat exchanger blocks which are connected behind one another in the flow direction of the air and have different coolant temperatures. At least the heat transfer block provided as the first heat transfer block in the flow direction of the air is produced of a more erosion-resistant and temperature-stable material than the heat transfer block which fallow and is situated in la high-temperature coolant circuit in which the coolant temperature is selected to be as high as possible.

Abstract: A charge air conditioning system, including a charge air booster, a refrigerant-to-air intercooler which is integral with the charge air booster, and a refrigeration system for supplying refrigerant to the refrigerant-to-air intercooler.

Abstract: Combustion air for use in an engine is normally compressed by a compressor which adds heat during the process of increasing the density of the combustion air. To decrease the heat content of the combustion air, an aftercooler is used. When compressing combustion air to a higher density, the combustion air is compressed by a first compressor section to a first preestablished pressure and temperature and by a second compressor section to a second preestablished pressure and temperature. To decrease the heat content of the highly compressed dense combustion air, a first aftercooler having an air to liquid configuration is used and a second aftercooler having an air to air configuration is used.

Abstract: A fluid heat exchanger apparatus and associated method for cooling a fluid having an exhaust component associated with an internal combustion engine, the apparatus including: at least one thermoelectric device, concurrently absorbing thermal energy on a cool side and dissipating thermal energy on a warm side; a cool fluid conduit containing a cool fluid within a first closed loop, the cool fluid being in thermal communication with the cool side of at least the one thermoelectric device; and, a warm fluid conduit containing a warm fluid within a second closed loop, the warm fluid being in thermal communication with the warm side of at least the one thermoelectric device; where the cool fluid conduit is positioned to be in thermal communication with an internal combustion engine fluid stream having an exhaust component, thereby cooling the internal combustion engine fluid stream having the exhaust component.

Abstract: An enhanced split cooling system and method for a turbocharged internal combustion engine including a liquid cooled turbocharger 19 and an engine liquid coolant jacket 18, the system comprising a coolant pump 12 for pumping coolant from a coolant storage tank 16 in heat exchange relationship with the engine jacket 18 and turbocharger 19; an oil cooler 32 having coolant input and output lines; a valve assembly 74, 83 including a multi-port rotary valve actuated by a single actuator; a first coolant output line connected for conveying coolant from the engine to the valve assembly 74, 83; a radiator 22 connected via a second coolant line for receiving coolant from the valve assembly 74, 83 and having a coolant outflow line to return coolant to the coolant tank 16; an intercooler 28 operatively associated with the turbocharger 19 for passing the coolant in hear exchange relationship with compressed air in the turbocharger 19; a lube oil subcooler 46 coupled by a third coolant flow line to receive coolant from the

Abstract: A process and apparatus for the production of glass fiber is disclosed. The process and apparatus are directed to collecting filaments being drawn from streams of liquid glass into a plurality of loosely bound strands of filaments which additionally are not treated with any binders. The strands are then drawn off individually on separated but parallel rotating surfaces to provide the filaments with a desired diameter.