Patent Publication Number: US-2023142862-A1

Title: Methods and systems for cooling arrangement

Description:
ACKNOWLEDGMENT OF GOVERNMENT SUPPORT 
     This material is based upon work supported by the U.S. Department of Energy under Award Number DE-EE0008878. The government has certain rights in the invention. 
    
    
     FIELD 
     The present description relates generally to a cooling arrangement for an engine including a coolant jacket separator. 
     BACKGROUND/SUMMARY 
     Emissions standards continue to become more stringent in order to combat global warming. Manufacturers may continue to modify operating parameters and architectures to decrease emissions across a vehicle fleet. One area of focus may include adjusting a cooling arrangement of an engine, such as an internal combustion engine of a vehicle. 
     Some vehicle arrangements may demand enhanced temperature settings to decrease friction while also decreasing knock. One example approach includes one or more cooling passages fluidly coupling a head jacket portion to a block jacket portion in a cylinder bridge area. Other examples of addressing engine temperature control to decrease emissions and improve performance include adjusting the cooling arrangement to shift a cooling flow direction. In one example, coolant from the head may flow directly to the block or to a remainder of the cooling arrangement, known as cross reverse serial cooling. However, during low loads, the temperature rise across the head is relatively low, and benefits of such examples are reduced at low loads where emissions may be more problematic. At high loads, fuel consumption in such a system may be increased due to knocking. 
     In one example, the issues described above may be addressed by a system including a separator arranged in a block coolant jacket, wherein the separator seals an upper portion of the block coolant jacket from a lower portion of the block coolant jacket. In this way, a temperature of the lower portion may be higher than a temperature of the upper portion, which may reduce friction, knock, and cylinder bore distortions. 
     As one example, the separator may be circular and transverse an entire circumference of the coolant jacket. A coolant circuit may be configured to flow coolant directly from a section of the head portion to the lower portion of the block portion. The coolant circuit may include a pump configured to receive a plurality of inputs from various portions of the coolant circuit and expel coolant to a plurality of outputs based on signals from a controller. By doing this, thermal management of the engine and its components may be enhanced, which may increase fuel economy and efficiency. 
     It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    illustrates a schematic of an engine included in a hybrid vehicle. 
         FIG.  2    illustrates a first example of a detailed view of a coolant jacket of a cylinder of a cooling arrangement of the engine. 
         FIGS.  3 A,  3 B,  3 C, and  3 D  illustrate various embodiments of a separator arranged in the coolant jacket. 
         FIG.  4    illustrates a second example of a detailed view of a coolant jacket of a cylinder of a cooling arrangement of the engine. 
         FIG.  5    illustrates a third example of a detailed view of a coolant jacket of a cylinder of a cooling arrangement of the engine. 
         FIGS.  6 A,  6 B,  6 C, and  6 D  illustrate example of a bridge cooling portion of a cooling arrangement.  FIGS.  1 - 6 D  are shown approximately to scale, however, other dimensions may be used if desired. 
         FIG.  7    illustrates an example of a coolant circuit of a cooling arrangement. 
         FIG.  8    illustrates a method for operating the coolant control module based on engine conditions. 
     
    
    
     DETAILED DESCRIPTION 
     The following description relates to systems and methods for a cooling arrangement of an engine. A system may include a vehicle including the engine and the cooling arrangement, as is illustrated in  FIG.  1   . The cooling arrangement may include a first example of a coolant jacket of a cylinder, as shown in  FIG.  2   . A second example of a coolant jacket is shown in  FIG.  4    and a third example of a coolant jacket is shown in  FIG.  5   . The examples of a coolant jacket may each include a separator, examples of which are shown in  FIGS.  3 A,  3 B,  3 C, and  3 D . 
     The cooling arrangement may further comprise a bridge cooling portion as illustrated in  FIGS.  6 A,  6 B,  6 C, and  6 D . Coolant flow to the bridge cooling circuit may be independent of coolant flow to the head and/or block coolant jacket, providing greater temperature control. 
     A coolant circuit coupled to the coolant jacket may further include a coolant control module configured to flow coolant to different areas of an engine in response to engine conditions is shown in  FIG.  7   . A method for operating the coolant control module based on engine conditions is shown in  FIG.  8   . 
       FIGS.  1 - 7    show example configurations with relative positioning of the various components. If shown directly contacting each other, or directly coupled, then such elements may be referred to as directly contacting or directly coupled, respectively, at least in one example. Similarly, elements shown contiguous or adjacent to one another may be contiguous or adjacent to each other, respectively, at least in one example. As an example, components laying in face-sharing contact with each other may be referred to as in face-sharing contact. As another example, elements positioned apart from each other with only a space there-between and no other components may be referred to as such, in at least one example. As yet another example, elements shown above/below one another, at opposite sides to one another, or to the left/right of one another may be referred to as such, relative to one another. Further, as shown in the figures, a topmost element or point of element may be referred to as a “top” of the component and a bottommost element or point of the element may be referred to as a “bottom” of the component, in at least one example. As used herein, top/bottom, upper/lower, above/below, may be relative to a vertical axis of the figures and used to describe positioning of elements of the figures relative to one another. As such, elements shown above other elements are positioned vertically above the other elements, in one example. As yet another example, shapes of the elements depicted within the figures may be referred to as having those shapes (e.g., such as being circular, straight, planar, curved, rounded, chamfered, angled, or the like). Further, elements shown intersecting one another may be referred to as intersecting elements or intersecting one another, in at least one example. Further still, an element shown within another element or shown outside of another element may be referred as such, in one example. It will be appreciated that one or more components referred to as being “substantially similar and/or identical” differ from one another according to manufacturing tolerances (e.g., within 1-5% deviation). 
       FIG.  1    shows a schematic depiction of a spark ignition internal combustion engine  10  with a dual injector system, where engine  10  is configured with both direct injection and port fuel injection. As such, engine  10  may be referred to as a port-fuel direct inject (PFDI) engine. Engine  10  may be included in a vehicle  5 . Engine  10  comprises a plurality of cylinders of which one cylinder  30  (also known as combustion chamber  30 ) is shown in  FIG.  1   . Cylinder  30  of engine  10  is shown including combustion chamber walls  32  with piston  36  positioned therein and connected to crankshaft  40 . A starter motor (not shown) may be coupled to crankshaft  40  via a flywheel (not shown), or alternatively, direct engine starting may be used. 
     Combustion chamber  30  is shown communicating with intake manifold  43  and exhaust manifold  48  via intake valve  52  and exhaust valve  54 , respectively. In addition, intake manifold  43  is shown with throttle  64  which adjusts a position of throttle plate  61  to control airflow from intake passage  42 . 
     Intake valve  52  may be operated by controller  12  via actuator  152 . Similarly, exhaust valve  54  may be activated by controller  12  via actuator  154 . During some conditions, controller  12  may vary the signals provided to actuators  152  and  154  to control the opening and closing of the respective intake and exhaust valves. The position of intake valve  52  and exhaust valve  54  may be determined by respective valve position sensors (not shown). The valve actuators may be of the electric valve actuation type or cam actuation type, or a combination thereof. The intake and exhaust valve timing may be controlled concurrently or any of a possibility of variable intake cam timing, variable exhaust cam timing, dual independent variable cam timing or fixed cam timing may be used. Each cam actuation system may include one or more cams and may utilize one or more of cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT) and/or variable valve lift (VVL) systems that may be operated by controller  12  to vary valve operation. For example, cylinder  30  may alternatively include an intake valve controlled via electric valve actuation and an exhaust valve controlled via cam actuation including CPS and/or VCT. In other embodiments, the intake and exhaust valves may be controlled by a common valve actuator or actuation system, or a variable valve timing actuator or actuation system. 
     In another embodiment, four valves per cylinder may be used. In still another example, two intake valves and one exhaust valve per cylinder may be used. 
     Combustion chamber  30  can have a compression ratio, which is the ratio of volumes when piston  36  is at bottom center to top center. In one example, the compression ratio may be approximately 9:1. However, in some examples where different fuels are used, the compression ratio may be increased. For example, it may be between 10:1 and 11:1 or 11:1 and 12:1, or greater. 
     In some embodiments, each cylinder of engine  10  may be configured with one or more fuel injectors for providing fuel thereto. As shown in  FIG.  1   , cylinder  30  includes two fuel injectors,  66  and  67 . Fuel injector  67  is shown directly coupled to combustion chamber  30  and positioned to directly inject therein in proportion to the pulse width of signal DFPW received from controller  12  via electronic driver  68 . In this manner, direct fuel injector  67  provides what is known as direct injection (hereafter referred to as “DI”) of fuel into combustion chamber  30 . While  FIG.  1    shows injector  67  as a side injector, it may also be located overhead of the piston, such as near the position of spark plug  91 . Such a position may improve mixing and combustion due to the lower volatility of some alcohol based fuels. Alternatively, the injector may be located overhead and near the intake valve to improve mixing. 
     Fuel injector  66  is shown arranged in intake manifold  43  in a configuration that provides what is known as port injection of fuel (hereafter referred to as “PFI”) into the intake port upstream of cylinder  30  rather than directly into cylinder  30 . Port fuel injector  66  delivers injected fuel in proportion to the pulse width of signal PFPW received from controller  12  via electronic driver  69 . 
     Fuel may be delivered to fuel injectors  66  and  67  by a high pressure fuel system  190  including a fuel tank, fuel pumps, and fuel rails. Further, the fuel tank and rails may each have a pressure transducer providing a signal to controller  12 . In this example, both direct fuel injector  67  and port fuel injector  66  are shown. However, certain engines may include only one kind of fuel injector such as either direct fuel injector or port fuel injector. Fuel injection to each cylinder may be carried out via direct injectors (in absence of port injectors) or port direct injectors (in absence of direct injectors). 
     Returning to  FIG.  1   , exhaust gases flow through exhaust manifold  48  into emission control device  70  which can include multiple catalyst bricks, in one example. In another example, multiple emission control devices, each with multiple bricks, can be used. Emission control device  70  can be a three-way type catalyst in one example. 
     Exhaust gas sensor  76  is shown coupled to exhaust manifold  48  upstream of emission control device  70  (where sensor  76  can correspond to a variety of different sensors). For example, sensor  76  may be any of many known sensors for providing an indication of exhaust gas air/fuel ratio such as a linear oxygen sensor, a UEGO, a two-state oxygen sensor, an EGO, a HEGO, or an HC or CO sensor. In this particular example, sensor  76  is a two-state oxygen sensor that provides signal EGO to controller  12  which converts signal EGO into two-state signal EGOS. A high voltage state of signal EGOS indicates exhaust gases are rich of stoichiometry and a low voltage state of signal EGOS indicates exhaust gases are lean of stoichiometry. Signal EGOS may be used to advantage during feedback air/fuel control to maintain average air/fuel at stoichiometry during a stoichiometric homogeneous mode of operation. A single exhaust gas sensor may serve 1, 2, 3, 4, 5, or other number of cylinders. 
     Distributorless ignition system  88  provides ignition spark to combustion chamber  30  via spark plug  91  in response to spark advance signal SA from controller  12 . 
     Controller  12  may cause combustion chamber  30  to operate in a variety of combustion modes, including a homogeneous air/fuel mode and a stratified air/fuel mode by controlling injection timing, injection amounts, spray patterns, etc. Further, combined stratified and homogenous mixtures may be formed in the chamber. In one example, stratified layers may be formed by operating injector  67  during a compression stroke. In another example, a homogenous mixture may be formed by operating one or both of injectors  66  and  67  during an intake stroke (which may be open valve injection). In yet another example, a homogenous mixture may be formed by operating one or both of injectors  66  and  67  before an intake stroke (which may be closed valve injection). In still other examples, multiple injections from one or both of injectors  66  and  67  may be used during one or more strokes (e.g., intake, compression, exhaust, etc.). Even further examples may be where different injection timings and mixture formations are used under different conditions, as described below. 
     As described above,  FIG.  1    merely shows one cylinder of a multi-cylinder engine, and that each cylinder has its own set of intake/exhaust valves, fuel injectors, spark plugs, etc. Also, in the example embodiments described herein, the engine may be coupled to a starter motor (not shown) for starting the engine. The starter motor may be powered when the driver turns a key (or presses an ignition button) in the ignition switch on the steering column, for example. The starter is disengaged after engine start, for example, by engine  10  reaching a predetermined speed after a predetermined time. Further, in the disclosed embodiments, an exhaust gas recirculation (EGR) system may be used to route a desired portion of exhaust gas from exhaust manifold  48  to intake manifold  43  via an EGR valve. 
     In some examples, vehicle  5  may be a hybrid vehicle with multiple sources of torque available to one or more vehicle wheels  55 . In other examples, vehicle  5  is a conventional vehicle with only an engine, or an electric vehicle with only electric machine(s). In the example shown, vehicle  5  includes engine  10  and an electric machine  53 . Electric machine  53  may be a motor or a motor/generator. Crankshaft  40  of engine  10  and electric machine  53  are connected via a transmission  57  to vehicle wheels  55  when one or more clutches  56  are engaged. In the depicted example, a first clutch  56  is provided between crankshaft  40  and electric machine  53 , and a second clutch  56  is provided between electric machine  53  and transmission  57 . Controller  12  may send a signal to an actuator of each clutch  56  to engage or disengage the clutch, so as to connect or disconnect crankshaft  40  from electric machine  53  and the components connected thereto, and/or connect or disconnect electric machine  53  from transmission  57  and the components connected thereto. Transmission  57  may be a gearbox, a planetary gear system, or another type of transmission. The powertrain may be configured in various manners including as a parallel, a series, or a series-parallel hybrid vehicle. 
     Electric machine  53  receives electrical power from a traction battery  58  to provide torque to vehicle wheels  55 . Electric machine  53  may also be operated as a generator to provide electrical power to charge battery  58 , for example during a braking operation. 
     Controller  12  is shown in  FIG.  1    as a conventional microcomputer including: central processing unit (CPU)  102 , input/output (I/O) ports  104 , read-only memory (ROM)  106 , random access memory (RAM)  108 , keep alive memory (KAM)  110 , and a conventional data bus. Controller  12  is shown receiving various signals from sensors coupled to engine  10 , in addition to those signals previously discussed, including measurement of inducted mass air flow (MAF) from mass air flow sensor  118 ; engine coolant temperature (ECT) from temperature sensor  112  coupled to cooling sleeve  114 ; a profile ignition pickup signal (PIP) from Hall effect sensor  38  coupled to crankshaft  40 ; and throttle position TP from throttle position sensor  59  and a Manifold Absolute Pressure Signal (MAP) from sensor  122 . Engine speed signal RPM is generated by controller  12  from signal PIP in a conventional manner and manifold pressure signal MAP from a manifold pressure sensor provides an indication of vacuum, or pressure, in the intake manifold. During stoichiometric operation, this sensor can give an indication of engine load. Further, this sensor, along with engine speed, can provide an estimate of charge (including air) inducted into the cylinder. In one example, sensor  38 , which is also used as an engine speed sensor, produces a predetermined number of equally spaced pulses every revolution of the crankshaft. The controller  12  receives signals from the various sensors of  FIG.  1    and employs the various actuators of  FIG.  1   , such as throttle  64 , fuel injectors  66  and  67 , spark plug  91 , coolant pump, etc., to adjust engine operation based on the received signals and instructions stored on a memory of the controller. 
     Turning now to  FIG.  2   , it shows an embodiment  200  of a cylinder  210 . In one example, the cylinder  210  may be used similarly to combustion chamber  30 . As such, the cylinder  210  may be included in engine  10  of  FIG.  1    and include one or more of the sensors and actuators previously described. 
     The cylinder  210  may include a combustion chamber  212  shaped via walls of a cylinder head  214  and a cylinder block  216 . Arrow  292  points to a head side of the cylinder  210  and arrow  294  points to a block side of the cylinder  210 . The dashed axis between the arrows  292 ,  294  illustrates an interface between the cylinder head  214  and the cylinder block  216 . 
     The cylinder head  214  may include a spark plug  215  projecting into the combustion chamber  212 . The cylinder head  214  may further include an intake valve  222  arranged in an intake port  223  and an exhaust valve  224  arranged in an exhaust port  225 . Each of the intake valve  222  and the exhaust valve  224  may be operated via respective camshafts  226 ,  227 . 
     The volume of the combustion chamber  212  may be further defined via a piston  230 . The piston  230  may be coupled to a connecting rod  232  configured to move as the piston  230  oscillates. A crankshaft, coupled to the connecting rod  232 , may rotate as the connecting rod  232  moves. The connecting rod  232  and crankshaft extend to a crankcase arranged below the cylinder block  216 . 
     A cooling arrangement  240  is further illustrated in the embodiment  200 . The cooling arrangement  240  may include a pump  242  configured to direct coolant through one or more passages. As shown, a pump outlet passage  244  may bifurcate and direct coolant to a head jacket portion  246  and an upper block jacket portion  248 . Coolant flow is illustrated via arrows  249 . 
     The head jacket portion  246  may be shaped to provide thermal management to various areas of the cylinder head  214 . For example, the head jacket portion  246  may include a first head portion  246 A between the intake port  223  and an interface between the cylinder head  214  and the cylinder block  216 . A second head portion  246 B may be between the intake port  223  and the spark plug  216 . A third head portion  246 C may be between the spark plug  216  and the exhaust port  225 . A fourth head portion  246 D may be between the exhaust port  225  and the interface between the cylinder head  214  and the cylinder block  216 . Each of the first through fourth head portions  246 A-D may be interconnected. In one example, the pump outlet passage  244  directs coolant to the fourth head portion  246 D, coolant in the fourth head portion  246 D flows to the third head portion  246 C, coolant in the third head portion  246 C flows to the second head portion  246 B, and coolant from the second head portion  246 B flows to the first head portion  246 A. 
     The pump outlet passage  244  may further direct coolant to the upper block jacket portion  248 . The upper block jacket portion  248  may be arranged proximally to the interface between the cylinder head  214  and the cylinder block  216 . The volume of the upper block jacket portion  248  may be shaped based on a knock sensitivity and a bore distortion temperature in response to combustion temperatures near the cylinder head  214 . Thus, for engines with higher combustion temperatures, the volume of the upper block jacket portion  248  may be increased to decrease hot spots and bore distortion. 
     The upper block jacket portion  248  may be separated from a lower block jacket portion  252  via a separator  254 . The upper block jacket portion  248  and the lower block jacket portion  252  may be portions of a block coolant jacket  250 . The block coolant jacket  250  may be a single coolant jacket with each of the upper block jacket portion  248 , the lower block jacket portion  252 , and the separator  254  arranged integrally therein. 
     The lower block jacket portion  252  may receive coolant from the first head portion  246 A in the example of  FIG.  2   . In one example, the coolant leaving the first head portion  246  may be directed out of the cylinder head  214  and toward the cylinder block  216  in order to enter the lower block jacket portion  252  on the exhaust side of the cylinder block  216 . Thus, in one example, coolant flowing from the cylinder head to the lower block jacket portion  252  may leave the intake side of the cylinder head  214  and enter the lower block jacket portion  252  at the exhaust side. The coolant from the first head portion  246 A may be heated due head temperatures being higher than block temperatures as a result of combustion, resulting in hotter coolant flowing to the lower block jacket portion  252  compared to the fourth head portion  246 D and the upper block jacket portion  248 . The hotter coolant in the lower block jacket portion  252  may decrease friction and bore distortions, thereby increasing a longevity of the engine and improving fuel economy. Each of the upper block jacket portion  248  and the lower block jacket portion  252  may expel coolant to a control module from an intake side of the cylinder block  216 , as will be described in greater detail with respect to  FIG.  7   . 
     The separator  254  may be manufactured via a mold, additive manufacturing, or other similar technique. The separator  254  may include plastic, aluminum, carbon fiber, or other material. The separator  254  may be circular and configured to separate an entirety of the lower block jacket portion  252  from the upper block jacket portion  248 . In one example, the separator  254  is uniform such that volumes of the lower block jacket portion  252  and the upper block jacket portion  248  remain constant around an entire circumference of the combustion chamber  212 . Additionally or alternatively, the separator  254  may be non-uniform such that volumes of the lower block jacket portion  252  and the upper block jacket portion  248  are non-uniform. For example, it may be desired to include a larger upper block jacket portion volume on an exhaust port  225  side of the combustion chamber  212 . In one example, the separator  254  may be sloped such that the volume of the upper block jacket portion  248  is larger on the exhaust port side compared to the intake port side of the combustion chamber  212 . Additionally or alternatively, the separator  254  may include multiple shapes. In the example of  FIG.  2   , a cross-sectional shape of the separator  254  is a V-shape or a chevron shape. As will be described in greater detail below, the separator  254  may include V, linear, rounded, and other shapes along its circumference. 
     The separator  254  may be shaped to compensate movements of the cylinder block  216  and avoid leakage (e.g., mixing) between coolant in the upper and lower block jacket portions. In one example, the separator  254  may be flexible. The separator  254  may be configured to hermetically seal the upper and lower block jacket portions, which may include blocking flow of gases and liquids between the portions. Additionally or alternatively, the separator  254  may be configured to block flow of certain sized fluids between the upper and lower block jacket portions. For example, the separator  254  may allow gas flow between the upper and lower block jacket portions while selectively blocking liquid flow. Further examples of the separator  254  are shown in  FIGS.  3 A- 3 D . 
     Turning now to  FIG.  3 A , it shows an embodiment  300  of a separator  302 . In one example, the separator  302  may be used identically to separator  254  of  FIG.  2   . The separator  302  may include a body  304  and a support  306 . The body  304  may include a chevron shape. Additionally or alternatively, the body  306  may include a V-shape, a C-shape, a U-shape, or other similar shape. The support  306  may extend from a middle portion of the body  304  toward an interior, lower wall of the lower block jacket portion  252 . The body  304  may be continuous and extend around an entire circumference of the combustion chamber. The support  306  may not be continuous and the lower block jacket portion  252  may remain a single continuous volume. The support  306  may allow the separator  302  to compensate for cylinder block movements while still allowing the body  304  to kink or move slightly to block leakage. 
     Turning now to  FIG.  3 B , it shows an embodiment  320  of a separator  322 . The separator  322  may be used identically to separator  254 . In one example, the separator  322  is only a portion of the separator  254 . The example of  FIG.  3 B  may show a cross-sectional view of a portion of the separator  254  near an outlet of the lower block jacket portion, wherein the portion of the separator  254  is shaped as separator  322 . As such, a shape of the separator may change along a circumference of the block jacket  250 . The separator  322  may include a chamfered shape. For example, the separator  322  may include an angle greater than 0 and less than 90 degrees configured to promote degassing of the lower block jacket portion  252 . In one example, the separator  322  is arranged proximally to an outlet of the lower block jacket portion. 
     Turning now to  FIG.  3 C , it shows an embodiment  340  of a separator  342 . The separator  342  may be used identically to separator  254 . In one example, the separator  342  is only a portion of the separator  254 . The separator  342  may include a linear shape with one or more orifices  344  arranged therein. The orifices  344  may be sized to block liquid flow while allowing gas to flow from the lower block jacket portion to the upper block jacket portion. Said another way, the orifices  344  may promote degassing. 
     In one example,  FIGS.  3 B and  3 C  illustrate a coolant block with a step in a cross-section of the coolant jacket. A cylinder wall thickness may be larger at a lower portion of the wall. The angles of the separator of the  FIGS.  3 B and  3 B  may be modified from those illustrated. 
     Turning now to  FIG.  3 D , it shows an embodiment  360  of a separator  362 . The separator  362  may be used identically to the separator  254 . In one example, the separator  362  may include multiple of the separator  254 . The separator  362  may include a first body  364  and a second body  366  configured to divide the block jacket into three portions. In such an example, a middle block jacket portion  368  may be arranged between the first body  364  and the second body  366 . The first body  364  may fluidly separate the upper block jacket portion from the middle block jacket portion  368 . The second body  366  may fluidly separate the lower block jacket portion  252  from the middle block jacket portion  368 . In one example, a temperature of coolant flowing to the middle block jacket portion  368  may be between a temperature of coolant flowing to the upper block jacket portion and a temperature of coolant flowing to the lower block jacket portion  252 . In one example, a mixing valve or other similar device may guide coolant to the middle block jacket portion  368 . The mixing valve may receive coolant from the first head portion and the coolant pump (e.g., first head portion  246 A and the coolant pump  242  of  FIG.  2   ). In one example, the first body  364  and/or the second body  366  may include one or more of the examples of  FIGS.  3 A,  3 B , and/or  3 C. 
     Turning now to  FIG.  4   , it shows an embodiment  400  of the cylinder  210 . In the embodiment  400 , a cooling arrangement  440  is shown comprising a pump  442  configured to flow coolant to a head jacket portion  446  via a pump outlet passage  444 . The head jacket portion  446  may be identical to the head jacket portion  246  wherein the head jacket portion  446  includes a first portion  446 A, a second portion  446 B, a third portion  446 C, and a fourth portion  446 D. 
     The cooling arrangement  440  may further comprise where the first portion  446 A expels coolant to the upper block jacket portion  448 , which may then expel coolant to the lower block jacket portion  452 . Coolant flow from the first portion  446 A may exit the cylinder head  214  and enter the upper block jacket portion  448  through an intake side of the cylinder block  216 . Coolant in the upper block jacket portion  448  may flow in a counterclockwise and/or clockwise direction to an exhaust side of the upper block jacket portion  448  before flowing coolant to the lower block jacket portion  452 . The upper block jacket portion  448  may expel coolant to the lower block jacket portion  452  via a coolant passage arranged completely outside of an exhaust side of the block coolant jacket  450 . In this way, the head jacket portion  446  may include a first temperature, which is lower than a second temperature of the upper block jacket portion  448 . The lower block jacket portion  452  may include a third temperature, which may be greater than the second temperature of the upper block jacket portion  448 . 
     Turning now to  FIG.  5   , it shows an embodiment  500  including the cooling arrangement  440 . In the example of  FIG.  5   , the cooling arrangement  440  further includes an exhaust gas heat exchanger  540 . In one example, the exhaust gas heat exchanger  540  may receive coolant from the upper block coolant jacket  448 . Exhaust gases may flow to a chamber  542  of the exhaust gas heat exchanger via an exhaust passage  548 , fluidly separated from a heat exchanger coolant chamber  544  thereof, wherein exhaust gases may thermally communicate with the coolant without mixing therewith. The coolant may be directed to the heat exchanger coolant chamber  544  via a heat exchanger inlet  543  from the upper block coolant jacket  448 . Coolant may be directed to the lower block coolant jacket  452  from the exhaust gas heat exchanger  540  via a heat exchanger outlet  545 . In one example, the exhaust gas heat exchanger  540  may heat the coolant, wherein the heated coolant may be used to heat various portions of the lower block coolant jacket  452  to reduce cold-start times, friction, and/or bore distortions. 
     Turning now to  FIGS.  6 A,  6 B,  6 C, and  6 D , they show examples of cylinder bore bridge cooling. Cylinder bore bridge cooling may be arranged between adjacent cylinders of a plurality of cylinders. A cylinder block bore bridge may include a first block curved passage  602  and a second block curved passage  604 . The first block curved passage  602  and the second block curved passage  604  may be spaced away and separate from one another. The cylinder head may include a bridging curved passage  606  above and coupled to the first and second block curved passages. Dashed line  690  illustrates a separation between the cylinder head  214  and the cylinder block  216 . The bridging curved passage  606  may be fluidly coupled to each of the first block curved passage  602  and the second block curved passage  604 . In one example, each of the first block curved passage  602 , the second block curved passage  604 , and the bridging curved passage  606  are sealed from the head jacket portion  246  and the block jacket portion  250  of  FIG.  2   . In this way, independent coolant flow in the head and the block may be achieved while providing a temperature control to the bore bridge area. 
     Coolant in the first and second block curved passages and the bridging curved passage may reduce surface temperatures, cylinder bore distortion, and increase durability. The shape of the first block curved passage  602 , the second block curved passage  604 , and the bridging curved passage  606  may enhance coolant flow, reduce coolant erosion, and reduce coolant flow pressure drop. In one example, each of the first block curved passage  602 , the second block curved passage  604 , and the bridging curved passage  606  may comprise a half-oval shape. Additionally or alternatively, the first block curved passage  602 , the second block curved passage  604 , and the bridging curved passage  606  may comprise a half circle shape, a D-shape, a half-moon shape, or other similar shape. 
     The bore bridging area may further include a pair coolant passages below the first block curved passage  602  and the second block curved passage  604 , as shown in  FIG.  6 B . In one example, the bore bridging area may include a first lower block pas sage  612  and a second lower block passage  614 . The first lower block passage  612  may be arranged below the first block curved passage  602  and extend from a first side of the bore bridging area to a second side of the bore bridging area, opposite the first. In one example, the first side is an exhaust side and the second side is an intake side. The second lower block passage  614  may be arranged below the second block curved passage  604  and extend from the first side to the second side of the bore bridging area. The first lower block passage  612  and the second lower block passage  614  may interconnect at a region below respective inlets. In this way, the first lower block passage  612  and the second lower block passage  614  may be angled in a direction away from the first block curved passage and the second block curved passage  604 . By doing this, a cylinder block temperature may be more uniform via inclusion of the first block curved passage  602 , the second block curved passage  604 , and the bridging curved passage  606  in the bore bridging area. 
       FIG.  6 D  shows a plurality of coolant passages fluidly coupled to the coolant passages of the bore bridging area. A coolant inlet  632  may be arranged at a first side  692  of the engine. An upper block coolant outlet  636  may be arranged at a second side  694  of the engine, opposite the first side  692 . As mentioned above, the first side  692  may be an exhaust side of the engine and the second side  694  may be an intake side of the engine. In this way, the coolant inlet  632  may flow a lowest temperature coolant to a hotter region (e.g., exhaust region) of the engine. 
     An upper head coolant outlet  634  may be arranged proximally to the first side  692  of the engine. In one example, the upper head coolant outlet  634  is arranged at an end of the engine opposite to an end at which the coolant inlet  632  is arranged. In the example of  FIG.  6 D , the engine is a six-cylinder, inline engine. The coolant inlet  632  is arranged adjacent to cylinder  1  of the engine and the upper head coolant outlet  634  is arranged adjacent to cylinder  6  of the engine. It will be appreciated that alternate arrangements may be used. 
     A lower block coolant outlet  638  may also be arranged on the second side  694 , adjacent to the upper block coolant outlet  636 . In one example, the lower block coolant outlet  638  may expel coolant from only the lower block jacket portion  252  of  FIG.  2    and the upper block coolant outlet  636  may expel coolant from only the upper block jacket portion  248  of  FIG.  2   . In the examples where the block coolant jacket is divided into three or more portions, as shown in  FIG.  3 D , the number of block coolant outlets may be increased to match the number of block coolant jacket portions. 
     A block outlet bypass  642  is shown in  FIG.  6 C . The block outlet bypass  642  may expel coolant from the lower block jacket portion and flow the coolant directly to the pump, as will be described in greater detail below with respect to  FIG.  7   . 
     Turning now to  FIG.  7   , it shows a detailed view of a cooling arrangement  700 . The cooling arrangement  700  may be used in any of the examples of  FIGS.  2 ,  4 , and  5   . The cooling arrangement  700  may include a pump  710  configured to flow coolant to a distribution chamber  712 . The distribution chamber  712  may be integrally arranged into an engine block. In one example, the distribution chamber  712  is integrally arranged in an upper block portion  714  of the engine block as a single piece. 
     The distribution chamber  712  may direct coolant to the upper block portion  714  and/or to a lower, exhaust side, head portion  722 . In one example, the distribution chamber  712  may include a valve or other control device configured to adjust a flow rate of coolant to each of the upper block portion  714  and the lower, exhaust side, head portion  722 . The lower, exhaust side, head portion  722  may be fluidly coupled to each of an upper, exhaust side, head portion  724 , and an intake side head portion  726 . In one example, coolant from the intake side head portion  726  may flow to the upper, exhaust side, head portion  724  such that all coolant leaving the head flows through the upper, exhaust side, head portion  724  prior to flowing through one or more outlets. 
     One or more outlets may be fluidly coupled to the upper, exhaust side, head portion  724 . A first outlet  725  may direct gases and/or coolant from the upper, exhaust side, head portion  724  to a degas bottle  701 . A second outlet  727  may direct coolant from the upper, exhaust side, head portion  724  to one or more of a turbocharger  729 , an EGR cooler  730 , an engine oil cooler  731 , and a transmission oil cooler  732 . Coolant flow to the turbocharger  729 , the EGR cooler  730 , the engine oil cooler  731 , and the transmission oil cooler  732  may be based on respective temperature thresholds. For example, coolant flow to the turbocharger  729  may be requested in response to a temperature of the turbocharger  729  being outside a desired turbocharger temperature range. For example, if the temperature of the turbocharger  729  is above the desired turbocharger temperature range, then coolant may flow from the upper, exhaust side, head portion  724 , through the second outlet  727 , to the turbocharger  729 . Additionally or alternatively, if the temperature of the turbocharger  729  is below the desired turbocharger temperature range and less than a coolant temperature, then coolant may flow from the upper, exhaust side, head portion  724 , through the second outlet  727 , to the turbocharger  729  to heat the turbocharger. 
     Coolant flow to the EGR cooler  730  may be demanded in response to one or more of an engine temperature, an engine total NO x  output, and an EGR cooler temperature. For example, if the engine total NO x  output is above a desired threshold, then cooler EGR gases may be desired to further decrease NO x  output. 
     Each of the turbocharger  729 , the EGR cooler  730 , the engine oil cooler  731 , and the transmission oil cooler  732  may flow coolant to a coolant control module  750 , which will be described in greater detail below. A third outlet  728  may flow coolant from the upper, exhaust side, head portion  724  to a lower block portion  716  of the engine block. The upper block portion  714  is fluidly separated from the lower block portion  716  via a separator  718 , which may be identical to separator  254  of  FIG.  2   . As such, a single block coolant jacket may include each of the upper and lower block portions, wherein coolant mixing between the upper and lower block portions is blocked via the separator  718 . A lower block bypass  732  may branch from the third outlet  728 . A lower block bypass valve  733  may be configured to control a coolant flow rate through the lower block bypass  732 . The lower block bypass valve  733  may be mechanically controlled or electrically controlled. The lower block bypass valve  733  may be adjusted to a fully closed position (e.g., 0% flow), a fully open position (e.g., 100% flow), or to a position therebetween. 
     A fourth outlet  734  may flow coolant from the upper block portion  714  to the control module  750 . In one example, the fourth outlet  734  may include an upper block outlet valve  735  configured to adjust a coolant flow rate through the fourth outlet. The upper block outlet valve  735  may be mechanically controlled or electrically controlled. The upper block outlet valve  735  may be adjusted to a fully closed position (e.g., 0% flow), a fully open position (e.g., 100% flow), or to a position therebetween. 
     A fifth outlet  736  may flow coolant from the lower block portion  716  to the control module  750 . In one example, the fifth outlet  736  is free of a valve such that coolant flow through the fifth outlet  736  is uninterrupted. A block degas passage  737  may branch from each of the fourth outlet  734  and the fifth outlet  736 . The block degas passage  737  may allow gases and/or coolant to flow to the degas bottle  726  from the fourth outlet  734  and/or the fifth outlet  736 . 
     The control module  750  may include a plurality of inlets and a plurality of outlets. One or more of the plurality of inlets may be variably controlled, open/closed, or uncontrolled (e.g. constantly open). One or more of the plurality of outlets may be variably controlled, open/closed, or uncontrolled (e.g. constantly open). 
     The control module  750  may include a first volume  752 , which may include a first inlet  754  and a first outlet  756 . The first inlet  754  may receive coolant from the degas bottle  726  via a degas outlet passage  753 . The coolant may enter the first volume  752 , wherein the coolant is contained within the first volume  752  and does not mix with coolant in a second volume  760  of the control module  750  via a partition  758 . Coolant from the first volume  752  may be expelled via the first outlet  756 . In one example, the first inlet  754  may be adjusted to either an open position or a closed position. To simplify operation and cost, the first inlet  754  may not be variably adjustable, such that the first inlet  754  may be adjusted to only the open position or the closed position. The first outlet  756  may be open during all conditions, which may further decrease an operating complexity and manufacturing cost of the control module  750 . 
     The control module  750  may further include a second inlet  762 , a third inlet  763 , a fourth inlet  764 , a fifth inlet  765 , and a sixth inlet  766  fluidly coupled to only the second volume  760 . Coolant in the second volume  760  may not mix with and is sealed from coolant in the first volume  752 . 
     The second inlet  762  may be open during all conditions. The second inlet  762  may be configured to receive coolant from the fourth outlet  734 . In some examples, the upper block outlet valve  735  may be omitted and the second inlet  762  may be variably controlled without departing from the scope of the present disclosure. 
     The third inlet  763  may be adjusted to an open position or a closed position. The third inlet  763  may not be variably controlled such that a position of the third inlet  763  is adjusted to only the open position or the closed position. The third inlet  763  may receive coolant from one or more of the turbocharger  729 , the EGR cooler  730 , and the transmission oil cooler  732  via a first coolant return passage  767 . 
     The fourth inlet  764  may be variably adjusted to an open position, a closed position, or any position therebetween. The fourth inlet  764  may be fluidly coupled to the fifth outlet  735 . Thus, the position of the fourth inlet  764  may control a coolant flow rate out of the lower block portion  716 . 
     The fifth inlet  765  may be adjusted to an open position or a closed position. The fifth inlet  765  may not be variably controlled such that a position of the fifth inlet  765  is adjusted to only the open position or the closed position. The fifth inlet  765  may receive coolant from the engine oil cooler  731  via a second coolant return passage  768 . In some examples, additionally or alternatively, the third inlet  763  and the fifth inlet  765  may be combined into a single inlet. In doing so, the first coolant return passage  767  and the second coolant return passage  768  may merge into a single passage upstream of the combined third and fifth inlet. 
     The sixth inlet  766  may be adjusted to an open position or a closed position. The sixth inlet  766  may not be variably controlled such that a position of the sixth inlet  766  is adjusted to only the open position or the closed position. The sixth inlet  766  may be fluidly coupled to the lower block bypass  732 . In some examples, the position of the sixth inlet  766  may be fixed to only the open position. In other examples, the lower block bypass valve  733  may be omitted and the position of the sixth inlet  766  may be variably adjusted (e.g., adjusted to the open position, the closed position, or any position therebetween. 
     Coolant in the second volume  760  may be expelled via the plurality of outlets including a second outlet  772 , a third outlet  774 , and a fourth outlet  776 . Each of the second outlet  772 , the third outlet  774 , and the fourth outlet  776  may include where positions thereof are adjustable. In one example, the position of the second outlet  772  may be adjusted to either an open position or a closed position. The position of the third outlet  774  may be adjusted to an open position, a closed position, or any position therebetween. The position of the fourth outlet  776  may be adjusted to an open position, a closed position, or any position therebetween. 
     The second outlet  772  may flow coolant directly to a pump feed line  780 . The pump feed line  780  may flow coolant from the control module  750  to the pump  710 . The first outlet  756  may flow coolant from the first volume  752  directly to the pump feed line  780 . In this way, a temperature of coolant flowing from the second outlet  772  or the first outlet  756  may not be modified after exiting respective volumes of the coolant control module  750  and flowing to the pump  710 . 
     The third outlet  774  may flow coolant directly to a radiator  782 . The radiator  782  may include a serpentine-shaped passage. The radiator  782  may further include vanes configured to allow air or another gas to pass over the serpentine-shaped passage, which may decrease a temperature of coolant in the radiator  782 . A radiator outlet  784  may direct coolant from the radiator to the pump feed line  780 . 
     The fourth outlet  776  may flow coolant directly to a heater  786 . The heater  786  may include a serpentine-shaped passage. In one example, the heater  786  is identical to the exhaust gas heat exchanger  540  of  FIG.  5   . Additionally or alternatively, the heater  786  may include an electric heater or other heating device powered by consumption of an energy source. The heater  786  may increase a temperature of coolant flowing thereto. A heater outlet  788  may flow coolant from the heater  786  to the pump feed line  780 . 
     Turning now to  FIG.  8   , it shows a method for operating the coolant control module and valves of a cooling arrangement, such as the cooling arrangements of  FIGS.  2 ,  4 ,  5 , and  7   . Instructions for carrying out method  800  may be executed by a controller based on instructions stored on a memory of the controller and in conjunction with signals received from sensors of the engine system, such as the sensors described above with reference to  FIG.  1   . The controller may employ engine actuators of the engine system to adjust engine operation, according to the methods described below. 
     The method  800  begins at  802 , which includes determining if an engine is on. The engine may be on if one or more of the engine is receiving fuel, if an ignition key is turned, if an ignition button is depressed, and the like. If the engine is not on, then at  804 , the method  800  may include not flowing coolant. In one example, the coolant control module may be deactivated and coolant flow to various portions of the engine may be blocked. 
     In some examples, the vehicle may be in an all-electric mode, start/stop, or coasting event where the engine is not fueled but the vehicle is on. In such an example, the coolant control module may block coolant flow to the engine and focus coolant flow to electrical portions of the powertrain, such as the electric motor and/or the battery. Additionally or alternatively, during the start/stop and the coasting event, it may be desired to maintain engine operating temperatures such that a restart of the engine does not result in a cold-start due to inactivity. As such, coolant may flow to the engine or its components if a temperature of the coolant is greater than a temperature of the engine or its components and a likelihood of cold-start upon the engine restart is increasing. 
     If the engine is on and being fueled, then at  806 , the method  800  may include determining if a cold-start is occurring. A cold-start may be occurring if an engine temperature is less a lower temperature of a desired engine operating range. Additionally or alternatively, a cold-start may be occurring if an engine temperature is less than an ambient temperature. 
     If a cold-start is occurring, then at  808 , the method  800  may include blocking coolant flow to a degas bottle. In one example, blocking coolant flow to the degas bottle may include adjusting a position of the first inlet of the coolant control module to a closed position. Additionally or alternatively, coolant lines leading from the head and the block may be sealed such that coolant may not flow therefrom to the degas bottle. 
     At  810 , the method  800  may further include blocking coolant flow to each of the turbocharger, the EGR cooler, the engine oil cooler, and the transmission oil cooler. In one example, a temperature of the turbocharger, the engine oil cooler, and the transmission oil cooler may be less than a desired operating temperature due to the cold-start. As such, coolant may not be requested during the cold-start. Coolant may not flow to the EGR cooler due to an EGR demand being relatively low (e.g., zero) during the cold-start. 
     At  812 , the method  800  may include flowing coolant to only the heater, head coolant jacket, and block coolant jacket. As such, the third outlet of the coolant control module may be opened and the first and second outlets may be sealed. The second and fourth inlets of the coolant control module may be opened and the first, third, fifth, and sixth inlets may be sealed. As described above, flowing coolant to the head and block coolant jackets may include flowing coolant to an exhaust side of the head coolant jacket and an upper portion of the block coolant jacket. Coolant may flow through a remainder of the head coolant jacket and rapidly warm up due to higher cylinder temperatures near the head. Coolant exiting the head coolant jacket may flow to a lower portion of the block coolant jacket, fluidly sealed from the upper portion, and heat up the lower portion of the cylinder. 
     In some examples, coolant flow through the head coolant jacket and the upper portion of the block coolant jacket may be stagnated to further accelerate warming of the coolant. By heating the coolant more rapidly, hot coolant may be delivered to other areas of the engine that are slower to warm-up, such as the lower portion of the block coolant jacket. 
     At  814 , the method  800  may include determining if the cold-start is still occurring. If the cold-start is still occurring, then at  816 , the method  800  may include maintaining current operating parameters. In this way, coolant flow to the degas bottle, turbocharger, EGR cooler, engine oil cooler, and turbocharger oil cooler is blocked. Coolant may flow to only the heater, the head coolant jacket, and the block coolant jacket. 
     If the cold-start is complete or if the engine start is not a cold-start at  806 , then at  818 , the method  800  may include allowing coolant to flow to the degas bottle. In one example, the first inlet of the coolant control module may be adjusted to an open position and coolant lines leading from the head and the block may be opened such that coolant may flow therefrom to the degas bottle. 
     At  820 , the method  800  may include adjusting a coolant flow rate to one or more of the head, block, turbocharger, EGR cooler, engine oil cooler, and transmission oil cooler. The coolant flow rate may be adjusted based on one or more of a knock likelihood at  822 , friction at  824 , a turbocharger temperature at  826 , an EGR temperature at  828 , an engine oil temperature at  830 , and a transmission oil temperature at  832 . The knock likelihood may be based on one or more of an in-cylinder pressure, pressure, an ignitability of the combustion mixture. If the knock likelihood is above a desired knock likelihood value, then the coolant flow rate may be adjusted to flow coolant directly from the pump to the upper portion of the block coolant jacket. Additionally or alternatively, coolant may be directed to the radiator, via adjusting a position of the second outlet to a more open or fully open position, to decrease an overall temperature of the engine. 
     Friction may be estimated based on a sensed piston speed compared to a predicted piston speed, wherein friction is proportional to the difference between the sensed and predicted piston speeds. Additionally or alternatively, friction may be estimated based on a temperature of the lower portion of the block coolant jacket. In one example, it may be desired to maintain the lower portion of the block coolant jacket, and therefore a lower portion of the cylinder, at a threshold lower portion temperature. The threshold lower portion temperature may be equal to a non-zero, positive number, empirically determined to reduce friction while also meeting desired engine operating temperatures. 
     Coolant flow may further be adjusted to meet one or more desired operating temperature of the turbocharger, the EGR cooler, the engine oil cooler, and the transmission oil cooler. For example, if the turbocharger temperature is above a desired turbocharger temperature range, then the coolant flow rate thereto may be increased to decrease the turbocharger temperature. Additionally or alternatively, if the turbocharger temperature is less than the desired turbocharger temperature range and a coolant temperature, then the coolant flow rate thereto may be increased to increase the turbocharger temperature to at least substantially match the coolant temperature. 
     If EGR cooling is desired, which may be based on an engine temperature, engine NO), output, or other engine condition, then the coolant flow rate to the EGR cooler may be increased. As another example, if the engine oil temperature is above a desired engine oil temperature range, then the coolant flow rate to the engine oil cooler may be increased to decrease the engine oil temperature. Additionally or alternatively, if the engine oil temperature is less than the desired engine oil temperature range and the coolant temperature, then the coolant flow rate thereto may be increased to increase the engine oil temperature at least substantially match the coolant temperature. As another example, if the transmission oil temperature is above a desired transmission oil temperature range, then the coolant flow rate to the transmission oil cooler may be increased to decrease the transmission oil temperature. Additionally or alternatively, if the transmission oil temperature is less than the desired transmission oil temperature range and the coolant temperature, then the coolant flow rate thereto may be increased to increase the transmission oil temperature at least substantially match the coolant temperature. 
     In this way, a cylinder temperature may be fine-tuned to reduce engine knock while also decreasing friction and bore distortions. A separator may be used to seal two or more portions of a block coolant jacket. The technical effect of sealing different volumes of the block coolant jacket from one another is to maintain different desired temperatures based on engine operating conditions. Maintaining a lower temperature in the upper portion of the block coolant jacket may decrease a knock likelihood while maintaining a higher temperature in the lower portion may increase fuel economy and decrease bore distortions. 
     The disclosure provides support for a system including a separator arranged in a block coolant jacket, wherein the separator seals an upper portion of the block coolant jacket from a lower portion of the block coolant jacket. A first example of the system further includes where the separator is uniform along an entire circumference of the block coolant jacket. A second example of the system, optionally including the first example, further includes where the separator is non-uniform. A third example of the system, optionally including one or more of the previous examples, further includes where the separator comprises two or more of a V-shaped section, a linear section, and a chamfered section. A fourth example of the system, optionally including one or more of the previous examples, further includes where liquid transfer between the upper portion and the lower portion is blocked by the separator, and where the separator comprises a plurality of orifices configured to allow coolant in the lower portion to degas and flow gases to the upper portion. A fifth example of the system, optionally including one or more of the previous examples, further includes where the upper portion receives coolant directly from a coolant pump, and wherein the lower portion receives coolant from a head coolant jacket. A sixth example of the system, optionally including one or more of the previous examples, further includes where the separator is flexible. A seventh example of the system, optionally including one or more of the previous examples, further includes where the separator is biased toward a cylinder head, and wherein the upper portion is smaller than the lower portion. 
     The disclosure further provides support for a system including an engine comprising a plurality of cylinders, each cylinder of the plurality of cylinders comprising a head coolant jacket and a block coolant jacket, a separator arranged in the block coolant jacket, wherein the separator separates an upper portion of the block coolant jacket from a lower portion of the block coolant jacket, and a coolant circuit comprising a coolant control module and a pump, wherein the coolant circuit further comprises a distribution chamber configured to flow coolant to the head coolant jacket and the upper portion of the block coolant jacket. A first example of the system further includes where the coolant control module comprises a plurality of inlets and a plurality of outlets, wherein a number of the plurality of inlets is greater than a number of the plurality of outlets. A second example of the system, optionally including the first example, further includes where the head coolant jacket is fluidly coupled to the lower portion of the block coolant jacket. A third example of the system, optionally including one or more of the previous examples, further includes a plurality of bridge coolant areas, wherein each of the plurality of bridge coolant areas is arranged between adjacent cylinders of the plurality of cylinders. A fourth example of the system, optionally including one or more of the previous examples, further includes where the coolant circuit is fluidly coupled to the plurality of bridge coolant areas, and wherein coolant flow to the plurality of bridge coolant areas is independent of coolant flow to the head coolant jacket and the block coolant jacket. A fifth example of the system, optionally including one or more of the previous examples, further includes where each the plurality of bridge coolant areas comprises three half-circle shaped sections, wherein two half-circle shaped sections are arranged in a block area of each of the plurality of bridge coolant areas and another half-circle shaped section is arranged in a head area of each of the plurality of bridge coolant areas. A sixth example of the system, optionally including one or more of the previous examples, further includes where the separator is further configured to separate the upper portion and the lower portion from one another and from a middle portion of the block coolant jacket, wherein the middle portion is arranged between the upper portion and the lower portion. 
     The disclosure further provides support for a cooling arrangement for an engine including a head coolant jacket arranged in a cylinder head, wherein the head coolant jacket is in thermal communication with an exhaust port, an exhaust valve, an intake port, and an intake valve, a block coolant jacket arranged in a cylinder block, wherein the block coolant jacket comprises a separator dividing the block coolant jacket into at least an upper volume and a lower volume, wherein coolant in the upper volume does not mix with coolant in the lower volume, and a coolant control module configured to receive coolant from one or more of the head coolant jacket, the block coolant jacket, and a degas bottle. A first example of the cooling arrangement further includes where the coolant control module comprises a first volume and a second volume, and wherein coolant from the degas bottle flows to only the first volume of the coolant control module, and wherein coolant from the head coolant jacket and the block coolant jacket flow to only the second volume when flowing to the coolant control module. A second example of the cooling arrangement, optionally including the first example, further includes where the coolant control module further comprises inlets fluidly coupled to the second volume configured to receive coolant from a turbocharger, an exhaust gas recirculate cooler, an engine oil cooler, and a transmission oil cooler. A third example of the cooling arrangement, optionally including one or more of the previous examples, further includes where the coolant control module further comprises a plurality of outlets configured to flow coolant from the second volume to one or more of a radiator, a heater, and a pump, and wherein coolant leaving the radiator and the heater flows to the pump. A fourth example of the cooling arrangement, optionally including one or more of the previous examples, further includes where coolant in the first volume does not mix with coolant in the second volume. 
     Note that the example control and estimation routines included herein can be used with various engine and/or vehicle system configurations. The control methods and routines disclosed herein may be stored as executable instructions in non-transitory memory and may be carried out by the control system including the controller in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various actions, operations, and/or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated actions, operations and/or functions may be repeatedly performed depending on the particular strategy being used. Further, the described actions, operations and/or functions may graphically represent code to be programmed into non-transitory memory of the computer readable storage medium in the engine control system, where the described actions are carried out by executing the instructions in a system including the various engine hardware components in combination with the electronic controller. 
     It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein. 
     As used herein, the term “approximately” is construed to mean plus or minus five percent of the range unless otherwise specified. 
     The following claims particularly point out certain combinations and sub-combinations regarded as novel and non-obvious. These claims may refer to “an” element or “a first” element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.