FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION [See section 10; rule 13]
TITLE: “A SYSTEM AND A METHOD FOR CONDITIONING CHARGE AIR BEING
SUPPLIED TO AN ENGINE”
Name and Address of the Applicant:
1. TATA MOTORS LIMITED of Bombay house, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001, Maharashtra, INDIA [Nationality: Indian]
2. TATA MOTORS EUROPEAN TECHNICAL CENTRE of 18 Grosvenor Place, London, SW1X 7HS, United Kingdom [Nationality: GB]
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure, in general, relates to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to an intake manifold for an engine of a vehicle. Further, embodiments of the present disclosure disclose a method and a system conditioning charge air being supplied to the engine of the vehicle through the intake manifold.
BACKGROUND OF THE DISCLOSURE
Generally, internal combustion engines employ forced induction systems such as, but not limited to, turbochargers, superchargers, and the like, to compress charge air supplied into the engine. Compression of air leads to increase in temperature of the charge air during mixing with fuel for combustion and in-turn propulsion of the vehicle. Such variations in temperature of charge air, that is, increase or decrease in temperature may be undesirable for performance of the engine. Further, temperature variation of the charge air may result in incomplete combustion of air-fuel mixture, which increases harmful emissions from the engine, such as oxides of nitrogen. Furthermore, as emission levels of nitrogen oxides from the internal combustion engines are monitored under jurisdictional regulatory norms, it is necessary to control temperature of the air being supplied to the combustion chambers of the engine.
With advancements in technology, the charge air is cooled by employing coolers which condition temperature of charge air being supplied to the engine. The coolers employ liquid coolant which is primarily channelized from coolant structures such as radiators, heat sinks and the like in the vehicle, which inherently increases length of supply line and auxiliary power source for supplying liquid coolant.
The conventional internal combustion engines include a single coolant flow through a variety of coolers and heat transfer devices in order to condition temperature of the coolant and in-turn temperature of the charge air. However, the single coolant flow may not be rapid enough to meet engine intake air temperature demands based on varying engine operating loads. As a result, the coolant may not be cooled to the desired coolant temperature to produce a desired intake air temperature of charge air to the engine. Furthermore, the conventional coolers are only capable of cooling the charge air and does not help in increasing the temperature of air when the temperature of the charge air is below the desired intake air temperature.

The present disclosure is directed to overcome one or more limitations stated above or any other limitations associated with the conventional charge air cooling systems.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the prior art are overcome by a method and a system as claimed and additional advantages are provided through the device and the system as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, a method for conditioning charge air being supplied to an engine of a vehicle through an intake manifold is disclosed, where a heat exchanger is disposed in fluid communication with the intake manifold, where the heat exchanger is connectable to a coolant loop and a chiller loop, and is structured to allow flow of charge air through the heat exchanger. The method includes step of determining operating parameters of an engine and an ambient temperature by the control unit, based on signals received from plurality of sensors. Further, the control unit is configured to compare the determined operating parameters of the engine and the ambient temperature with predetermined values stored in a memory unit associated with the control unit. Further, the control unit is configured to operate at least one of a first valve fluidly connecting the coolant loop and the heat exchanger and a second valve fluidly connecting a chiller loop and the heat exchanger, to selectively supply a fluid to the heat exchanger from at least one of the coolant loop and the chiller loop for conditioning the charge air, based on the comparison.
In an embodiment, the operating parameters of the engine include at least one of a fuel supply rate and emission parameters of exhaust gas from the engine.
In an embodiment, the coolant loop includes a hot coolant supply channel and a cold coolant supply channel, and the first valve is configured to selectively allow flow of fluid from at least one of the hot coolant supply channel and the cold coolant supply channel for conditioning the charge air.
In an embodiment, the control unit is configured to operate the first valve to selectively allow flow of fluid from at least one of the hot coolant supply channel and the cold coolant supply channel for conditioning the charge air, based on determined operating parameters of the vehicle.

In an embodiment, the control unit is configured to operate the first valve to a first condition, increases temperature of the charge air to a temperature higher than the ambient temperature by supplying the fluid from the hot coolant supply channel.
In an embodiment, the control unit is configured to operate the first valve to a second condition, decreases temperature of the charge air to a temperature lower than the ambient temperature by supplying the fluid from the cold coolant supply channel.
In an embodiment, the chiller loop includes a chiller coolant supply channel, and the second valve is configured to allow flow of fluid from the chiller coolant supply channel with temperature lower than the temperature of fluid in the cold coolant supply channel for conditioning the charge air.
In an embodiment, the control unit is configured to operate at least one of the second valve, and the first valve to a second condition, for supplying fluid from each of the chiller coolant supply channel and the cold coolant supply channel of the coolant loop respectively, for conditioning the charge air.
In another non-limiting embodiment of the present disclosure a system for conditioning charge air being supplied to an engine of a vehicle through an intake manifold is disclosed. The system includes a heat exchanger disposed in fluid communication with the intake manifold of the engine and configured to condition charge air supplied to the intake manifold. Further, the system includes a coolant loop including a hot coolant supply channel and a cold coolant supply channel which is connectable to the heat exchanger, where a first valve is disposed between the coolant loop and the heat exchanger and fluidly connecting the coolant loop and the heat exchanger to selectively supply a fluid to the heat exchanger. Furthermore the system includes a chiller loop including a chiller coolant supply channel which is connectable to the heat exchanger. A second valve is disposed between the chiller loop and the heat exchanger and fluidly connecting the coolant loop and the heat exchanger to selectively channelize the fluid to the heat exchanger. Additionally, a control unit is communicatively coupled to the first valve and the second valve. The control unit is configured to determine operating parameters of an engine and an ambient temperature based on signals received from plurality of sensors. Further, the control unit is configured to compares the determined operating parameters of the engine and the ambient temperature with predetermined values stored in a memory unit associated with the control unit. Furthermore, the control unit is configured to operate at least one of the first valve fluidly connecting the coolant loop and the heat exchanger and the second valve fluidly connecting a chiller loop and the heat

exchanger, to selectively supply a fluid to the heat exchanger from at least one of the coolant loop and the chiller loop for conditioning the charge air, based on the comparison.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiments when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Fig. 1 illustrates a block diagram of a system for conditioning charge air being supplied to an engine of a vehicle, in accordance with an embodiment of the present disclosure.
Fig. 2a illustrates a schematic view of a heat exchanger of Fig. 1.
Fig. 2b illustrates a schematic view of an intake manifold of Fig. 1.
Fig. 2c illustrates a schematic view of an engine having the heat exchanger and the intake manifold of Fig. 1.
Fig. 3 is a flow chart of a method for conditioning charge air being supplied to the engine of the vehicle, in accordance with an embodiment of the present disclosure.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and method illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that, the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other methods, devices, systems, assemblies, mechanisms, and processes for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that, such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non¬exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In accordance with various embodiments of the present disclosure, a system for conditioning charge air being supplied to an engine of a vehicle through an intake manifold is disclosed. The system includes a heat exchanger disposed in fluid communication with the intake manifold of the engine and configured to condition charge air supplied to the intake manifold. Further, the system includes a coolant loop including a hot coolant supply channel and a cold coolant supply channel which is connectable to the heat exchanger, where a first valve is disposed between the coolant loop and the heat exchanger and fluidly connecting the coolant loop and the heat exchanger to selectively supply a fluid to the heat exchanger. Furthermore the system includes a chiller loop including a chiller coolant supply channel which is connectable to the heat exchanger. A second valve is disposed between the chiller loop and the heat exchanger and fluidly connecting the coolant loop and the heat exchanger to selectively channelize the fluid to the heat exchanger. Additionally, a control unit is communicatively coupled to the first valve and the second valve. The control unit is configured to determine operating parameters of an engine and an ambient temperature based on signals received from plurality of sensors. Further, the control unit is

configured to compares the determined operating parameters of the engine and the ambient temperature with predetermined values stored in a memory unit associated with the control unit. Furthermore, the control unit is configured to operate at least one of the first valve fluidly connecting the coolant loop and the heat exchanger and the second valve fluidly connecting a chiller loop and the heat exchanger, to selectively supply a fluid to the heat exchanger from at least one of the coolant loop and the chiller loop for conditioning the charge air, based on the comparison. The configuration of the system enables rapid change in fluid channelized to the heat exchanger such that a desired intake air temperature of charge air to the engine can be achieved based on varying engine operating loads. Further, the system may be configured to selectively cool the charge air to a low temperature when the temperature of the charge air is above the desired intake air temperature and increase the temperature when the temperature of the charge air is below the desired intake air temperature.
Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to Figs.1-3. It is to be noted that the system may be employed in any vehicle including but not limited to a passenger vehicle, a utility vehicle, commercial vehicles, and any other vehicle requiring charge air to be fed into the engine.
Fig. 1 is an exemplary embodiment of the present disclosure, which illustrates a block diagram of a system (100) for conditioning charge air being supplied to an engine (14) of a vehicle [not shown in Figures]. The charge air may be supplied to the engine (14) through an intake manifold (12). As seen in Fig. 2a, 2b and 2c, the system (100) may further include a heat exchanger (10), disposed in fluid communication with the intake manifold (12) of the engine (14), where the heat exchanger (10) may be configured to condition the charge air. In an embodiment, the heat exchanger (10) may be positioned on the intake manifold (12) or may be fluidly connected to the intake manifold (12) as per requirement. Here, the term “fluidly” may refer to connection between two or more components through supply channels including, but not limited to, pipes, conduits, hoses, and any other element that may allow flow and channelizing of fluid from one position to other. In an embodiment, the heat exchanger (10) may be including but not limited to printed heat exchangers, tube type heat exchanger, shell type heat exchanger, plate type heat exchanger and the like. Further, the heat exchanger (10) may be provisioned with provisions such as matrixes, plates, tubes, meshes and the like to channelize a fluid within the heat exchanger (10). The fluid channelized in the provisions may condition the charge air supplied to the heat exchanger (10). In an embodiment, the fluid channelized through the heat exchanger (10) may be configured to interact with charge

air supplied to the intake manifold (12) by means including, but not limited to, convection heat transfer and radiation heat transfer.
In an embodiment, the fluid may be a coolant including but limited to water, refrigerant and any other medium in fluid state and capable of absorbing or transferring heat. Further, the fluid may be selected based on fluid parameters such as but not limited to low specific heat capacity, non-viscous properties, chemically inactive nature, low freezing point, and the like.
Referring back to Fig. 1, the system (100) may include a coolant loop (4) having a hot coolant supply channel (1) and a cold coolant supply channel (2) which may be connectable to the heat exchanger (10) for selectively conditioning the charge air in the intake manifold (12). The coolant loop (4) may be connected to at least one coolant supply source including, but not limited to, radiator, a heat sink, and any other component of the vehicle capable of regulating temperature of a coolant being circulated therein. In an embodiment, the hot coolant supply channel (1) and the cold coolant supply channel (2) may be connected to radiator which may correspond to regulating a fluid or condensing of the fluid based on position and functioning of such radiators. In an embodiment, the hot coolant supply channel (1) may be connected to an engine (14) coolant circuit at a location before reaching radiator. Further, the hot coolant supply channel (1) may be configured to channelize the fluid having temperature higher than an ambient temperature. In an embodiment, the ambient temperature may be approximately equal to a temperature of air surrounding the vehicle. For example, the ambient temperature of air surrounding the vehicle may be in a range of 20°C to 30°C, then temperature of the fluid channelized through the hot coolant supply channel (1) may be greater than the ambient temperature. Additionally, the cold coolant supply channel (2) may be configured to channelize the fluid having temperature lower than the ambient temperature. For example, the ambient temperature of air surrounding the vehicle may be in the range of 20°C to 30°C, then temperature of the fluid channelized through the cold coolant supply channel (2) may be lesser than the ambient temperature. Here, temperature range of the ambient temperature may vary based on several factors including, but not limited to, geographical location of the vehicle, load on the vehicle, fuel being used to propel the vehicle, properties of the fluid being supplied through the hot and cold supply channels, and any other parameter that affects operation of the engine (14).
The system (100) may further include a first valve (V1) that may be disposed between the coolant loop (4) and the heat exchanger (10). The first valve (V1) may be configured to fluidly connect the coolant loop (4) and the heat exchanger (10) to selectively supply the fluid from hot coolant supply channel (1), the cold coolant supply channel (2), or combination of hot coolant supply

channel (1) and the cold coolant supply channel (2) to the heat exchanger (10). In an embodiment, the first valve (V1) may be configured to channelize either one of the fluid the hot coolant supply channel (1) and the cold coolant supply channel (2) as per requirement. Further, the first valve (V1) may be configured to selectively mix the fluid from the hot coolant supply channel (1) and the cold coolant supply channel (2) as per requirement for conditioning the charge air in the intake manifold (12). That is, temperature of the fluid supplied to the heat exchanger (10) may be altered by regulating a volumetric flow of the fluid from the hot coolant supply channel (1) and the cold coolant supply channel (2) based on operating parameters of the engine (14) and the ambient temperature of air surrounding the vehicle. With such configuration, the heat exchanger (10) may be configured to regulate temperature of the charge air delivered to the engine (14), downstream from the heat exchanger (10), under varying operating parameters of the engine (14), which results in increased engine efficiency.
The system (100) may further include a chiller loop (5) having a chiller coolant supply channel (3) fluidly connected to the heat exchanger (10). The chiller loop (5) may be connected to the at least one radiator in the vehicle. In an embodiment, the chiller loop (5) may be connected to an HVAC system of the vehicle. The chiller coolant supply channel (3) of the chiller loop (5) may be configured to channelize the fluid having temperature substantially lower than the temperature of the fluid that may be channelized in the cold coolant supply channel (2). It can be construed that the term “substantially lower” may resemble a reference temperature to define temperature of the fluid in the chiller coolant supply channel (3), where such temperature may be at least lower than the temperature of the fluid channelized in the cold coolant supply channel (2). For example, at least 2℃ lower than temperature of the fluid channelized in the cold coolant supply channel (2). Furthermore, the system (100) may include a second valve (V2) that may be disposed between the chiller loop (5) and the heat exchanger (10), which may be configured to fluidly connect the chiller loop (5) and the heat exchanger (10) to selectively supply the fluid from the chiller coolant supply channel (3) to the heat exchanger (10).
In an embodiment, the first valve (V1) and the second valve (V2) may be configured to selectively supply fluid to the heat exchanger (10) from at least one of the coolant loop (4) and the chiller loop (5) for conditioning the charge air. For example, the first valve (V1) and the second valve (V2) may be configured to channelize fluid from either one the coolant loop (4) and the chiller loop (5) as per requirement. Further, the first valve (V1) and the second valve (V2) may be configured to mix the fluid from both the coolant loop (4) and the chiller loop (5) as per requirement. That is, temperature of the fluid supplied to the heat exchanger (10) may be by regulating a volumetric flow of the fluid from the coolant loop (4) and the chiller loop (5) based on operating parameters

of the engine (14) and the ambient temperature of air surrounding the vehicle. Thereby, temperature of charge air delivered to the engine (14), downstream from the heat exchanger (10), may be controlled under a variety of operating parameters of the engine (14), which results in increased engine efficiency.
Additionally, the system (100) may include a control unit (CU) communicatively coupled to the first valve (V1) and the second valve (V2) and may be configured to selectively operate the first valve (V1) and the second valve (V2). Further, the control unit (CU) may be communicatively coupled to a plurality of sensors (20) associated with the engine (14) of the vehicle and a memory unit (6). In an embodiment, the plurality of sensors (20) are located at predetermined locations of the vehicle to measure or sense operating parameters of the engine (14). In an embodiment, the plurality of sensors (20) may be including but not limited to mass airflow sensor, engine speed sensor, oxygen sensor, spark knock sensor, coolant sensor, manifold absolute pressure (MAF) sensor, fuel temperature sensor, voltage sensor, camshaft position sensor, throttle position sensor, vehicle speed sensor, particulate sensor, emission sensor and any other sensor employed to determine working parameters of the vehicle. The plurality of sensors (20) may be provisioned at locations including but not limited to, the engine (14), the exhaust system, body of the vehicle and any other locations which aid in determining operating parameters of the engine (14) and the vehicle. In an embodiment, the plurality of sensors (20) may be configured to determine a fuel supply rate, engine speed, emission parameters of exhaust gas from the engine (14), ambient temperature of air surrounding the vehicle and the like. Furthermore, the memory unit (6) may be configured to store preset values regarding the temperature of charge air which has to be supplied for different values of operating parameters of the engine (14) and the ambient temperature of air surrounding the vehicle. In an embodiment, the control unit (CU) may be configured to determine the operating parameters of the engine (14) and the ambient temperature. Further, the control unit (CU) may be configured to compare the determined operating parameters of the engine (14) and the ambient temperature with the predetermined values stored in the memory unit (6) to selectively operate the first valve (V1) and the second valve (V2) for channelizing the fluid with the required temperature to the heat exchanger (10) such that the charge air may be conditioned before being supplied into the engine (14) for increased engine efficiency.
In an embodiment, the control unit (CU) may be a centralized control unit (CU) of the vehicle or may be a dedicated control unit (CU) to the system (100) associated with the control unit (CU) of the vehicle. The control unit (CU) may also be associated with other control units including, but not limited to, a body control module (BCM), a central control module (CCM), a general electronic module (GEM), and the like. The control unit (CU) may include specialized processing units such

as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, other line of processors, and the like.
In an embodiment, the first valve (V1) and the second valve (V2) may be at least one of a directional control valve or a flow control valve including but not limited to a check valve, a pilot operated check valve, a solenoid valve, a shuttle valve a piezoelectric valve, a Linear variable differential transducer, a gate valve, a globe valve, a check valve, a plug valve, a ball valve, a butterfly valve, a needle valve, pinch valve and any other valve capable of operating based on signal from the control unit. Further, for illustrative purpose two valves have been shown, however the same should not construed as a limitation as more than two valves may be provisioned in the system (100).
In an embodiment, the first valve (V1) may be defined with at least two inlets and one outlet, where one of the inlets may be connected to the hot coolant supply channel (1) and other inlet may be connected to the cold coolant supply channel (2).
In an embodiment, the cold coolant supply channel (2) and the chiller coolant supply channel (3) may be connected to distinct individual radiators or may be connected to a single radiator having plurality of channels having different cooling temperatures. Further, the at least one radiator may be a common radiator employed for cooling the engine (14) or may be at least one dedicated radiator associated with the system (100).
Referring now to Fig. 3 which is an exemplary embodiment of the present disclosure illustrating a flow chart of a method for conditioning charge air being supplied to an engine (14) of a vehicle.
The order in which the method is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the scope of the subject matter described herein.
At block 301, the method may include, determining the operating parameters of the engine (14) and the ambient temperature by the control unit (CU), based on signals received from the plurality of sensors (20).

Further, as seen in block 302, the control unit (CU) may be then compare the determined operating parameters of the engine (14) and the ambient temperature with the predetermined values stored in the memory unit (6) that may be associated with the control unit (CU).
Furthermore, at block 303, the control unit (CU) may be configured to operate the at least one of the first valve (V1) which may be fluidly connecting the coolant loop (4) and the heat exchanger (10) and the second valve (V2) fluidly connecting a chiller loop (5) and the heat exchanger (10). The first valve (V1) and the second valve (V2) upon actuation by the control unit (CU) may selectively supply the fluid to the heat exchanger (10) from at least one of the coolant loop (4) and the chiller loop (5) for conditioning the charge air based on the comparison.
Upon actuation of the first valve (V1) by the control unit (CU), the first valve (V1) may be configured to selectively allow flow of fluid from at least one of the hot coolant supply channel (1) and the cold coolant supply channel (2) for conditioning the charge air based on determined operating parameters of the vehicle. In an embodiment, the control unit (CU) may operate the first valve (V1) to a first condition such that the fluid from the hot coolant supply channel (1) of the coolant loop (4) may be supplied to the heat exchanger (10) to condition the charge air to a temperature higher than the ambient temperature. Further, the control unit (CU) may operate the first valve (V1) to a second condition such that the fluid from the cold coolant supply channel (2) of the coolant loop (4) may be supplied to the heat exchanger (10) to condition the charge air to a temperature lower than the ambient temperature.
Additionally, upon actuation of the second valve (V2) by the control unit (CU), the second valve (V2) may be configured to selectively allow flow of fluid from the chiller coolant supply channel (3) for conditioning the charge air based on determined operating parameters of the vehicle. Further, the control unit (CU) may be configured to operate at least one of the second valve (V2) and the first valve (V1) to a second condition to allow flow of coolant from the chiller coolant supply channel (3) and the cold coolant supply channel (2) of the coolant loop (4) respectively, for conditioning the charge air.
In an embodiment, the system (100) may be configured to rapidly change temperature of the charge air as per demand of intake air temperature during engine operation. Further, the system (100) ensures that engine performance does not alter and emissions from the engine (14) are under control.

It should be imperative that the construction and configuration of the device, system (100) and any other elements or components described in the above detailed description should not be considered as a limitation with respect to the figures. Rather, variation to such structural configuration of the elements or components should be considered within the scope of the detailed description.
Equivalents:
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in

general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
Referral Numerals:

Reference Number Description
100 System
1 Hot coolant supply channel
2 Cold coolant supply channel
3 Chiller coolant supply channel
4 Coolant loop
5 Chiller loop
6 Memory unit
10 Heat exchanger
12 Intake manifold
14 Engine
20 Sensor
V1 First valve
V2 Second valve
CU Control unit
201-203 Method steps

We Claim:
1. A method for conditioning charge air being supplied to an engine (14) of a vehicle through
an intake manifold (12), wherein a heat exchanger (10) is disposed in fluid communication
with the intake manifold (12), connectable to a coolant loop (4) and a chiller loop (5) and
being structured to allow flow of charge air through the heat exchanger (10), the method
comprising:
determining, by a control unit (CU) operating parameters of an engine (14) and an ambient temperature based on signals received from plurality of sensors (20);
comparing, by the control unit (CU), the determined operating parameters of the engine (14) and the ambient temperature with predetermined values stored in a memory unit (6) associated with the control unit (CU); and
operating, by the control unit (CU), at least one of a first valve (V1) fluidly connecting the coolant loop (4) and the heat exchanger (10) and a second valve (V2) fluidly connecting a chiller loop (5) and the heat exchanger (10), to selectively supply a fluid to the heat exchanger (10) from at least one of the coolant loop (4) and the chiller loop (5) for conditioning the charge air, based on the comparison.
2. The method as claimed in claim 1, wherein the operating parameters of the engine (14) include at least one of a fuel supply rate and emission parameters of exhaust gas from the engine (14).
3. The method as claimed in claim 1, wherein the coolant loop (4) includes a hot coolant supply channel (1) and a cold coolant supply channel (2), and the first valve (V1) is configured to selectively allow flow of fluid from at least one of the hot coolant supply channel (1) and the cold coolant supply channel (2) for conditioning the charge air.
4. The method as claimed in claim 2, wherein operating, by the control unit (CU), the first valve (V1) is configured to selectively allow flow of fluid from at least one of the hot coolant supply channel (1) and the cold coolant supply channel (2) for conditioning the charge air, based on determined operating parameters of the vehicle.
5. The method as claimed in claim 2, wherein operating, by the control unit (CU), the first valve (V1) to a first condition, increases temperature of the charge air to a temperature higher than the ambient temperature by supplying the fluid from the hot coolant supply channel (1).

6. The method as claimed in claim 2, wherein operating, by the control unit (CU), the first valve (V1) to a second condition, decreases temperature of the charge air to a temperature lower than the ambient temperature by supplying the fluid from the cold coolant supply channel (2).
7. The method as claimed in claim 5, wherein the chiller loop (5) includes a chiller coolant supply channel (3), and the second valve (V2) is configured to allow flow of fluid from the chiller coolant supply channel (3) with temperature lower than the temperature of fluid in the cold coolant supply channel (2) for conditioning the charge air.
8. The method as claimed in claim 2, wherein operating, by the control unit (CU), at least one of the second valve (V2), and the first valve (V1) to a second condition, for supplying fluid from each of the chiller coolant supply channel (3) and the cold coolant supply channel (2) of the coolant loop (4) respectively, for conditioning the charge air.
9. A system (100) for conditioning charge air being supplied to an engine (14) of a vehicle through an intake manifold (12), the system (100) comprising:
a heat exchanger (10) disposed in fluid communication with the intake manifold (12) of the engine (14) and configured to condition charge air supplied to the intake manifold (12);
a coolant loop (4) including a hot coolant supply channel (1) and a cold coolant supply channel (2), connectable to the heat exchanger (10), wherein a first valve (V1) is disposed between the coolant loop (4) and the heat exchanger (10) and fluidly connecting the coolant loop (4) and the heat exchanger (10) to selectively supply a fluid to the heat exchanger (10);
a chiller loop (5) including a chiller coolant supply channel (3), connectable to the heat exchanger (10), wherein a second valve (V2) is disposed between the chiller loop (5) and the heat exchanger (10) and fluidly connecting the coolant loop (4) and the heat exchanger (10) to selectively channelize the fluid to the heat exchanger (10);
a control unit (CU) communicatively coupled to the first valve (V1) and the second valve (V2), the control unit (CU) is configured to
determine, operating parameters of an engine (14) and an ambient
temperature based on signals received from plurality of sensors (20);

compare, the determined operating parameters of the engine (14) and the ambient temperature with predetermined values stored in a memory unit (6) associated with the control unit (CU); and
operate, at least one of the first valve (V1) fluidly connecting the coolant loop (4) and the heat exchanger (10) and the second valve (V2) fluidly connecting a chiller loop (5) and the heat exchanger (10), to selectively supply a fluid to the heat exchanger (10) from at least one of the coolant loop (4) and the chiller loop (5) for conditioning the charge air, based on the comparison.
10. The system (100) as claimed in claim 9, wherein the first valve (V1) in a first condition is configured to increase temperature of the charge air to a temperature higher than the ambient temperature by supplying the fluid from the hot coolant supply channel (1).
11. The system (100) as claimed in claim 9, wherein the first valve (V1) in a second condition is configured to decrease temperature of the charge air to a temperature lower than the ambient temperature by supplying the fluid from the cold coolant supply channel (2)..
12. The system (100) as claimed in claim 9, wherein the second valve (V2) is configured to allow flow of fluid from the chiller coolant supply channel (3) with temperature lower than the temperature of fluid in the cold coolant supply channel (2) for conditioning the charge air.
13. A vehicle comprising a system (100) as claimed in claim 9.