Methods and systems are provided for a cooling arrangement of a hybrid vehicle. In one example, a system comprises a high-temperature coolant circuit with a pressure line shaped to actuate an actuator of a pressure-actuated valve arranged in a low-temperature coolant circuit.

Systems are provided for a mounting assembly providing structural support to a pair of turbocharger and charge air coolers. In one example, the mounting assembly may include support brackets and pedestals for coupling the turbochargers and the charge air coolers to one structure. Separate channels for applying lubricant and coolant to the turbochargers and the charge air coolers may be coupled to the mounting assembly.

Systems, apparatus, and methods are disclosed that include a divided exhaust engine with at least one pair of primary EGR cylinders and a plurality of pairs of non-primary EGR cylinders. The pair of primary EGR cylinders can be connected to an intake with an EGR system that lacks an EGR cooler. In another embodiment, the cylinder pairs include exhaust flow paths that join in the cylinder head to form a common exhaust outlet for each cylinder pair in the cylinder head that is connected directly to the EGR system or to the exhaust system without an exhaust manifold.

An engine system control apparatus includes a parameter reception unit that receives parameters necessary for acquiring a pressure ratio of the low-pressure compressor and a pressure ratio of the high-pressure compressor, a pressure ratio acquisition unit that acquires the pressure ratio of the low-pressure compressor and the pressure ratio of the high-pressure compressor based on the parameters, an inter-compressor pressure ratio acquisition unit that acquires an inter-compressor pressure ratio obtainable by dividing the pressure ratio of the high-pressure compressor by the pressure ratio of the low-pressure compressor, and a control unit that controls the exhaust gas flowrate adjustment unit such that the inter-compressor pressure ratio becomes a predetermined pressure ratio for optimizing an operation efficiency of the engine system.

An air intake system is provided that supplies charge air to multiple cylinders in an in-line configuration in an uniflow-scavenged, two-stroke opposed-piston engine. The engine is configured such that the intake ports of the cylinders are situated in one intake chamber within the engine block. The air intake chamber includes a feature to balance the mass of air that reaches the intake port of each cylinder in the engine.

Various systems are provided for a charge-air cooler system. In one example, a system includes a turbocharger system having at least one compressor and one turbine and configured to provide charge air to an engine. The system also includes a charge-air cooler system having at least one charge-air cooler arranged below the at least one compressor, a turbocharger bracket arranged directly below the charge-air cooler system and shaped to mount the charge-air cooler and the turbocharger system to the engine, and a stator adapter physically coupling an alternator to the engine. The stator adapter includes an accessibility window arranged below the charge-air cooler system. The at least one charge-air cooler is closer to the accessibility window than the turbocharger system.

A cooling system for an internal combustion engine comprises a fluid circuit having an intercooler, a main cooler and a precooler. The intercooler is configured for receiving coolant and configured for heat exchange relation between the coolant and engine compressed air. The main cooler is configured for receiving the coolant from the intercooler and the internal combustion engine and configured for selectively delivering a first portion of the coolant from the main cooler to the precooler. The precooler is configured to deliver a flow of the coolant to the intercooler. The main cooler and the precooler are configured for cooling the coolant by heat exchange with at least one cooling flow.

The present invention relates to a charge air cooling unit comprising a first charge air cooler having a first end face provided with a first cooling fluid inlet and a first cooling fluid outlet and a second charge air cooler having a second end face provided with a second cooling fluid inlet and a second cooling fluid outlet. Specifically, the second charge air cooler is arranged adjacent to the first charge air cooler such that the first end face and the second end face are oriented in the same direction. Further, the charge air cooling unit comprises a manifold unit connected to the first end face and the second end face for guiding a cooling fluid through the first charge air cooler and the second charge air cooler.

A charge air cooler, e.g., as used with a supercharger having meshing rotors in sealing contact with a housing, the housing having an inlet port to admit air into the meshing rotors and the housing having an outlet port to expel air from the meshing rotors, the charge air cooler having an inlet-side core for transmitting the flow of pressurized air, and an outlet-side core receiving the flow of pressurized air transmitted from the inlet-side core and further transmitting the flow of pressurized air, each core having coolant conduits and fins joined to the coolant conduits for contact with the flow of pressurized air, the fins being arranged with a predetermined density, wherein the inlet-side core fin density is lower than the outlet-side core fin density, whereby the inlet-side core presents less resistance to the flow of pressurized air than the outlet-side core and the outlet-side core presents greater surface area for heat conductance from the flow of pressurized air than the inlet-side core. Charge air coolers with this configuration provide improved pressure and temperature characteristics in a supercharger's flow of pressurized air to an engine.

An engine assembly including an engine core including at least one internal combustion engine each including a rotor sealingly and rotationally received within a respective internal cavity to provide rotating chambers of variable volume in the respective internal cavity, a compressor having an outlet in fluid communication with an inlet of the engine core, a first intake conduit in fluid communication with an inlet of the compressor and with a first source of air, a second intake conduit in fluid communication with the inlet of the compressor and with a second source of air warmer than the first source of air, and a selector valve configurable to selectively open and close at least the fluid communication between the inlet of the compressor and the first intake conduit. A method of supplying air to a compressor is also discussed.