Methods and systems are provided for selectively re-cooling intake air downstream of a charge air cooler. In one example, a system may include a cylinder head defining a plurality of cylinders, the cylinder head including a plurality of inlet ports each fluidically coupled to a respective cylinder, a refrigerant supply, and a refrigerant passage surrounding each inlet port and fluidically coupled to the refrigerant supply, the refrigerant passage shaped to correspond to an outer profile of each inlet port.

Methods and systems are provided for selectively re-cooling intake air downstream of a charge air cooler. In one example, a system may include a cylinder head defining a plurality of cylinders, the cylinder head including a plurality of inlet ports each fluidically coupled to a respective cylinder, a refrigerant supply, and a refrigerant passage surrounding each inlet port and fluidically coupled to the refrigerant supply, the refrigerant passage shaped to correspond to an outer profile of each inlet port.

Methods and systems are provided for selectively re-cooling intake air downstream of a charge air cooler. In one example, a system may include a cylinder head defining a plurality of cylinders, the cylinder head including a plurality of inlet ports each fluidically coupled to a respective cylinder, a refrigerant supply, and a refrigerant passage surrounding each inlet port and fluidically coupled to the refrigerant supply, the refrigerant passage shaped to correspond to an outer profile of each inlet port.

Methods and systems are provided for selectively re-cooling intake air downstream of a charge air cooler. In one example, a system may include a cylinder head defining a plurality of cylinders, the cylinder head including a plurality of inlet ports each fluidically coupled to a respective cylinder, a refrigerant supply, and a refrigerant passage surrounding each inlet port and fluidically coupled to the refrigerant supply, the refrigerant passage shaped to correspond to an outer profile of each inlet port.

Examples of techniques for controlling a cooling system for an internal combustion engine using feedback linearization are provided. In one example implementation, a computer-implemented method includes receiving, by a processing device, desired temperature targets. The method further includes receiving, by the processing device, temperature feedbacks. The method further includes calculating, by the processing device, a desired temperature derivative for each of the desired temperature targets. The method further includes calculating, by the processing device, desired coolant flows from the desired temperature derivative for each of the desired temperature targets using feedback linearization. The method further includes calculating, by the processing device, actuator commands from the desired coolant flows using an inverted hydraulic model. The method further includes implementing, by the processing device, the actuator commands in actuators in the cooling system.

Disclosed is a method for limiting fuel leakage from at least one injector in an engine of a motor vehicle, the engine being stopped and the motor vehicle ignition circuit being switched off, the injector being supplied with fuel via a fuel rail which is pressurized during operation, the pressurization persisting for a certain period when the engine has been stopped and the ignition circuit switched off, leading to leakage of fuel through the injector. The injection rail is subjected to forced cooling following the stoppage of the engine with the motor vehicle ignition circuit switched off, which is sufficient to reduce the pressure, the forced cooling continuing until the pressure in the rail is close to atmospheric pressure.

A cooling system for an engine may include: a coolant pump having a main inlet, a bypass inlet, a first outlet to supply coolant to an engine block, and a second outlet to supply coolant to an engine head; a main thermostat to control the flow of coolant discharged from the engine block and head; a bypass thermostat to selectively send the coolant discharged from the engine block to the bypass inlet of the coolant pump based on a temperature of the coolant discharged from the engine block; first and second coolant return lines to guide the coolant discharged from the engine head and block to the main thermostat; and a block coolant return line to directly connect the bypass thermostat to the bypass inlet of the coolant pump.

An engine coolant temperature at an expected time of activation of a vehicle is predicted. Upon determining that the predicted engine coolant temperature is greater than an ambient air temperature by a temperature threshold, a vehicle component is actuated at a time determined based on the expected time of activation.

A method for depositing zinc on the surfaces of a coolant loop of a nuclear power plant includes: providing within a portion of the coolant loop a treatment solution comprising zinc and optionally one or more noble metals and/or reducing agent(s); allowing the treatment solution to remain in the portion for a treatment period; and removing the treatment solution from the portion. According to various embodiments, an average temperature of the treatment solution over the course of the treatment period is less than 150 C. or 100 C. According to various embodiments, an instantaneous temperature of the treatment solution remains below 150 C. or 100 C. throughout the treatment period. The zinc deposition treatment may be applied (1) before the plant is first put into power-generating operation or (2) during an outage following power-generating operation and optionally following a chemical decontamination to remove any oxides formed on surfaces of a coolant loop during prior power operation period(s).

A system and approach for development of setpoints for a controller of a powertrain system. The controller may be parametrized as a function of setpoints to provide performance variables that are considered acceptable by a user or operator for current operating conditions of the engine or powertrain. The controller may determine set point trajectories in real time during operation of the powertrain system and determine positions of manipulated variables do drive controlled variables to associated and determined set point trajectories. The present system and approach may determine set point trajectories for powertrain conditions on-line and in real time, whereas set point trajectories have previously been determined off-line for powertrain control.