A cooling air feeding apparatus is for a motor vehicle, which has a motor vehicle body and a drive train, the drive train being assigned a cooler, and at least the cooler being arranged in a rear region of the motor vehicle body. The cooling air feeding apparatus has a throughflow opening, which is in the rear region and which is configured to receive air from surroundings of the motor vehicle and to feed the received air to the cooler. In order to regulate a driving state of the motor vehicle, the throughflow opening is configured with a variable throughflow cross section with the aid of a closing element, which is assigned to the cooling air feeding apparatus. The throughflow opening is configured to be controllably closed individually completely or partially and to be opened completely.

Methods and systems are provided for controlling coolant flow through parallel branches of a coolant circuit including an AC condenser and a charge air cooler. Flow is apportioned responsive to an AC head pressure and a CAC temperature to reduce parasitic losses and improve fuel economy. The flow is apportioned via adjustments to a coolant pump output and a proportioning valve.

A cooling system may include a cooling pump, a cooling source, a thermal energy storage, a mixing valve, a recharge valve, a recharge pump. The mixing valve may be in fluid communication with a thermal load. A first input of the mixing valve may be in fluid communication with the thermal energy storage. A second input of the mixing valve may be in fluid communication with the recharge pump. Operation of the recharge pump may cause heated cooling fluid output from the thermal load to bypass the cooling pump and flow to the second input of the mixing valve. The recharge valve may be in fluid communication with the thermal energy storage and the cooling pump. The recharge valve may regulate a recharge fluid flow comprising cooling fluid received from the thermal energy storage.

Methods and systems are provided for variable thermal capacity charge air cooler (VTC-CAC). In one example, the VTC-CAC includes a plurality of cooling channels and an integrated bypass that diverts air around the cooling channels. Division of boosted intake air between the cooling channels and the bypass is regulated by a positioning of dual-gate mechanism that is adjusted in response to manifold charge temperature.

A fuel system is comprising: a fuel tank; an internal combustion engine; a fuel regulator fluidly connecting the fuel tank to the engine, the fuel regulator being configured to reduce the pressure of the fuel from a first fuel pressure at the fuel tank to a second fuel pressure at the engine; an air supply assembly configured to supply air from an air inlet to the engine, the air assembly comprising: a first air supply line fluidly connecting the air inlet and the engine, the first air supply line being in thermal communication with the fuel regulator; a second air supply line fluidly connecting the air inlet and the engine, the second air supply line being in parallel with the first air supply line; and an air valve configured to adjust the air flowing through at least one of the first air supply line and the second air supply line.

A description is given of a device (1) for pressure-charging a combustion engine (31), which comprises a compressor (2), a charge air cooler (3), an inlet (4) and a charger (5), which are connected to one another in terms of flow by flow ducts (8, 9, 10). In this device, the charge air cooler (3) is arranged downstream of the compressor (2), and the inlet (4) is arranged downstream of the compressor (2) and of the charge air cooler (3) in the flow direction (16).

An intake-air temperature controlling device is provided, which includes an engine body, an intake passage, a supercharger, a first passage, a second passage, an intake air flow rate adjuster, an intercooler, a pump, and a controller. The controller outputs a control signal to the pump so that coolant is supplied to the intercooler in a first operating range in which the intake air flow rate adjuster at least partially opens the first passage to supply intake air boosted by the supercharger to the engine body, and outputs a control signal to the pump so that the coolant is supplied to the intercooler also in a second operating range in which an engine load is below a given load, and the intake air flow rate adjuster opens the second passage and closes the first passage to supply the intake air to the engine body in a non-boosted state.

Methods and systems are provided for controlling coolant flow through parallel branches of a coolant circuit including an AC condenser and a charge air cooler. Flow is apportioned responsive to an AC head pressure and a CAC temperature to reduce parasitic losses and improve fuel economy. The flow is apportioned via adjustments to a coolant pump output and a proportioning valve.

A chiller system includes an intercooler configured to cool compressed charge air received from a charger, a low temperature cooling circuit fluidly coupled to the intercooler, and an air conditioner circuit circulating a refrigerant and having a primary circuit and a bypass circuit. The primary circuit includes a compressor, a condenser, and an evaporator. The bypass circuit includes a conduit that bypasses the evaporator, and a chiller shut off valve is configured to selectively prevent refrigerant from flowing through the bypass circuit. A chiller is thermally coupled to the low temperature cooling circuit and the bypass circuit. A controller is in signal communication with the chiller shut off valve. The controller is programmed to, upon receiving a signal indicating a driver has manually selected the vehicle to operate in a racing mode, open the chiller shut off valve to provide increased cooling to the intercooler and the compressed charge air.

Turbocharged engine water vapor ingestion control techniques determine a dew point of a charge air cooler (CAC) in an induction system of the engine based on measured humidity and temperature of a mixture of (i) air drawn into the induction system and (ii) exhaust gas produced by the engine that is cooled and recirculated by a low pressure cooled exhaust gas recirculation (LPCEGR) system of the engine back into the induction system. When the mixture temperature is less than the CAC dew point, a condensate accumulation in the CAC is determined. When the CAC condensate accumulation does not satisfy a set of one or more thresholds, the mixture temperature is increased. When the CAC condensate accumulation satisfies the set of one or more thresholds, an amount of the exhaust gas that is cooled and recirculated by the LPCEGR system is decreased until the mixture temperature meets the CAC dew point.