A first coolant flow passage (31, 32) is provided to extend in a longitudinal direction of a cylinder head (101). In at least one of cross sections perpendicular to the longitudinal direction, the first coolant flow passage (31, 32) is located between a flat plane (S1) including central axes of a plurality of combustion chambers (4) and parallel to the longitudinal direction and a central line plane (S2) including central lines of a plurality of intake ports (2). In at least one of cross sections perpendicular to the longitudinal direction, at least a portion (20c) of a second coolant flow passage is located between a cylinder block mating surface (la) of the cylinder head (101) and the intake port central line plane (S2). A coolant at a temperature lower than that of a coolant flowing in the second coolant flow passage (20c) flows in the first coolant flow passage (31, 32).

A thermal relief valve, comprising a housing having a channel, a first aperture, and a second aperture, wherein the first aperture and the second aperture are arranged symmetrically about a central axis, an actuator within the housing arranged about the axis, a first seal secured to the actuator, the first seal comprising a plurality of apertures, and having a first upwardly facing surface, and a second downwardly facing surface, a first spring arranged between the second surface of the first seal and the housing component, a second seal comprising a first upwardly facing surface and a second downwardly facing surface, the first surface of the second seal positioned on the second surface of the first seal and, a second spring arranged between the second surface of the second seal and the housing, wherein the first seal and the second seal are axially movable by the actuator along the central axis.

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 system and approach for development of setpoints for a controller of a powertrain system. The controller may be parameterized 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.

This cartridge comprises a base (10), a fixed attached piece (20), a spool (30) for controlling the temperature of the mixture of the hot and cold fluids, and a thermostatic element making it possible to move the spool along an axis. The base simultaneously delimits an outlet orifice (16) for the mixture, an inlet orifice (14) for the cold fluid that supplies, via a first distribution channel (F4), cold fluid around the spool, a passage (F3), delimited axially between the spool and the base, and an inlet orifice (15) for the hot fluid that supplies, via a second channel (C4) for distribution hot fluid around the spool, a passage (C3) delimited axially between the spool and the attached piece. In order for the base to remain simple and cost-effective to produce, while still favoring the flow of high fluid flow rates through it, the invention proposes to close, axially toward the outlet orifice, the first distribution channel by means of the spool and the second distribution channel by means of the attached piece.

The present invention relates to a cooling control apparatus which performs control for cooling an internal combustion engine by causing an electric pump to circulate cooling water and causing an electric fan to supply cooling air to a radiator. The cooling control apparatus comprises an electric pump for circulating a coolant through a coolant passage formed in the internal combustion engine, and a radiator and a radiator fan which are for cooling the coolant. When the internal combustion engine stops after completion of warming-up, the radiator fan and the electric pump are driven to cool the internal combustion engine, and when a temperature of the coolant decreases to less than a temperature at a time of engine stop, the radiator fan is stopped in a state in which the electric pump is operated.

Methods and systems are provided for adjusting a grille shutter opening based on an estimated amount of fuel in oil dilution. In one example, a method may include adjusting a grille shutter opening to a closed position in response to an oil dilution amount above a threshold, the position determined based on the oil dilution amount in addition to each of engine coolant temperature and acceleration/deceleration.

A waste heat accumulator/distributor system for use in a vehicle. The system includes an engine coolant loop directing engine coolant through a power plant, a powertrain electronics coolant loop directing electronics coolant through a powertrain electronics system; and a transmission fluid loop directing transmission fluid through a transmission. The system includes a multi-fluid heat exchanger including an engine coolant inlet receiving the engine coolant from the engine coolant loop, an electronics coolant inlet receiving the electronics coolant from the powertrain electronic coolant loop, and a transmission fluid inlet receiving the transmission fluid from the transmission fluid loop; a first valve controllable to cause engine coolant to flow into the engine coolant inlet or to bypass the engine coolant inlet; and a second valve controllable to cause electronics coolant to flow into the electronics coolant inlet or to bypass the electronics coolant inlet.

A fresh air inlet system includes an inlet panel defining first windows and second windows, offset from the first windows. An inlet baffle is below the inlet panel and an outlet baffle is opposite the inlet panel from the inlet baffle. The outlet baffle at least partially defines an outlet plenum providing air-flow communication to an induction duct. A longitudinal flow section is defined between the inlet baffle and the inlet panel. A first vertical flow section is defined by the first windows and a second vertical flow section is defined by the second windows. The first vertical flow section is substantially perpendicular to the longitudinal flow section and the second vertical flow section is substantially perpendicular to the longitudinal flow section. Therefore, intake air flows successively from the longitudinal flow section to the first vertical flow section, to the second vertical flow section, and to the induction duct.

A bypass valve for thermally regulating a fluid flow in two directions by opening and closing a bypass fluid flow between the two directions. An example of application of such a bypass valve is for regulating the flow of engine coolant fluid between a vehicle engine and a heat-exchange system for cooling down the engine coolant. The bypass valve includes a housing inside which a first port, a second port, a bypass port and a barrier assembly are arranged. The barrier assembly is movable with respect to the bypass port, so that it can open or close the port depending on fluid temperature. In addition, the barrier assembly is arranged external to the first and second ports, so that it does not interfere with fluid passing through them. The bypass valve therefore provides substantially constant fluid pressure in the first and second ports, avoiding pressure drops associated with conventional bypass valves.