The cooling device according to the present invention includes an electric water pump for circulating cooling water through an internal combustion engine of a vehicle, and controls the discharge flow rate of the electric water pump as follows. Until the cooling water temperature. TW reaches a warm-up completion determination temperature, the cooling device increases the discharge flow rate along with an increase of the cooling water temperature TW. After the cooling water temperature TW reaches the warm-up completion determination temperature, the cooling device controls the discharge flow rate so as to bring the combustion chamber wall temperature TCYL toward a target temperature. Thereby, the cooling device can warm up the internal combustion engine more efficiently, and improve the combustion performance of the internal combustion engine after the completion of warm-up.

A pump device, in particular an immersible pump device, includes at least one heat exchanger unit which is in at least one operation state configured for a heat exchange between a cooling fluid and a liquid that is to be pumped and which includes at least one cooling duct and at least one shaft receptacle having an axial direction, wherein a cross section surface area of the cooling duct changes by maximally 200% at least over a major portion of a course of the cooling duct.

A control method and a control device are provided for an internal combustion engine structured to vary a mechanical compression ratio by varying a range of slide of a piston with respect to a cylinder bore, and structured to control a flow of cooling water in a water jacket formed around the cylinder bore, wherein variation of the mechanical compression ratio causes the piston to slide on a corroded portion formed in the cylinder bore. A control process includes: acquiring a temperature correlating with a cylinder bore wall temperature; and stopping the flow of cooling water in the water jacket, in response to a condition that the acquired temperature is lower than a preset temperature point.

Aircraft power plants and associated methods are provided. A method for driving a load on an aircraft includes: transferring motive power from an internal combustion (IC) engine to the load; discharging a flow of first exhaust gas from the IC engine when transferring motive power from the IC engine to the load; receiving the flow of first exhaust gas from the IC engine into a combustor; mixing fuel with the first exhaust gas in the combustor and igniting the fuel to generate a flow of second exhaust gas; receiving the flow of second exhaust gas at a turbine and driving the turbine with the flow of second exhaust gas from the combustor; and transferring motive power from the turbine to the load.

A condensation cooling system for motor vehicles is presented. The system, in principal pan, comprises a liquid-to-liquid heat exchanger for circulating a first coolant, a coolant tank for circulating a second coolant, and a condensing panel or surface, where the condensing panel is pan of the coolant tank and also functions as a vehicle body panel. These components are arranged in two circuits, i.e. an engine cooling circuit in which a first coolant is circulated and a vapor condensing circuit in which a second coolant is circulated. The two cooling circuits are interconnected by the coolant tank where the heat exchanger is positioned within the coolant tank such that it is immersed in the second coolant. The coolant tank may also be equipped with pressure release valves, electric fans and diffuser plates to control pressure and manage air and vapor flow internally within the tank.

Methods and systems are provided for rapidly cooling an engine system of a vehicle at vehicle-off events. In one example, a method may include cooling the engine system via selecting whether to rotate a cooling fan in a first direction or a second direction based on an indication of whether temperature of the engine system decays at a faster rate under conditions where the cooling fan is rotated in the first direction as compared to the second direction, or vice versa. In this way, diagnostics that rely on static, low-noise conditions may be conducted for vehicle-off conditions that are not sufficiently long to allow for sufficient engine system cooling in a timeframe of the vehicle-off condition.

A coolant composition includes a viscosity improving agent and a base. The viscosity improving agent includes at least one nonionic surfactant and at least one anionic surfactant represented by the following Formula (1) of R.sup.1O(R.sup.2O).sub.m-SO.sub.3M. The base is formed of water and/or at least one alcohol selected from the group consisting of a monohydric alcohol, a dihydric alcohol, a trihydric alcohol, and a glycol monoalkyl ether. R.sup.1 represents a linear or branched alkyl group having 16 to 24 carbon atoms or a linear or branched alkenyl group having 16 to 24 carbon atoms, R.sup.2 represents an ethylene group or a propylene group, m represents an average addition molar number of R.sup.2O which is a number of 0.5 to 10, and M represents a cation or a hydrogen atom. A shear viscosity of the coolant composition is 8.5 mPa.Math.s or higher at 25 C. and is 2.0 mPa.Math.s or lower at 100 C.

A cooling device for a power source for a boat propulsion apparatus includes a cooling water passage. The cooling water passage includes a passage provided in the power source, in which an engine or an electric motor is used as the power source of the boat propulsion apparatus that propels a boat. Water from outside the boat is taken into the cooling water passage as cooling water to cool the power source, and the cooling water after cooling the power source is drained from the cooling water passage. From the cooling water flowing through the cooling water passage, foreign substances having a size that clogs the cooling water passage are removed. The cooling water passage is provided with a filter device which can filter residual foreign substances remaining in the cooling water.

A heat retention material cartridge fixed to a base member of a heat retention tool of a cylinder bore's bore wall for heat retention of the cylinder bore wall, which includes a thermosensitive expansion rubber, a back-side pressing member, a rectangular opening, a front-side abutting plate cooperative with the back-side pressing member for sandwiching an outer edge portion of the thermosensitive expansion rubber, and an elastic member attached member to which an elastic member is attached. A convex portion being convex toward the side of the back-side pressing member is formed in a portion of the front-side abutting plate where the outer end is not sandwiched by bendable portions. And, the outer edge portion of the thermosensitive expansion rubber is formed in such a manner that the outer end of the thermosensitive expansion rubber is positioned inside an apex of the convex portion.

A marine outboard motor for a marine vessel. The marine outboard motor includes: a housing comprising a chamber and at least one inlet arranged to be submerged, in use, into a body of water in which the marine outboard motor is operated, in order to draw water into the chamber; an engine assembly comprising an internal combustion engine; a drive shaft positioned in the housing, wherein the drive shaft is coupled to the internal combustion engine to drive a propulsion arrangement; a cooling system for cooling the internal combustion engine, the cooling system configured convey drawn water along a coolant flow path through the housing to deliver the drawn water to the internal combustion engine; and a sleeve by which the drive shaft is sealed from drawn water within the housing, the sleeve having first and second ends, wherein at least a part of the drive shaft is encased within the sleeve.