Abstract:
A system for separating and dispersing condensate formed in a charge air cooler of a turbocharged engine system. The system includes a drain tube on the charge air cooler lower surface that is plumbed to a reservoir, with a charge air recirculation tube plumbed from the reservoir to the turbocharger compressor inlet duct. The pressure difference between the charge air cooler and the compressor inlet draws any condensate formed in the charge air cooler back into the reservoir. A valve at the bottom of the condensate reservoir will open under predetermined vehicle operating conditions to drain the stored condensate out from the reservoir. The condensate could be simply drained to the ground, or a spray bar could be connected to the reservoir outlet to spay the condensate on to the outside surface of the charge air cooler, providing additional performance for brief periods of high engine load operation.

Description:
FIELD 
     The present disclosure relates to removing condensate from charge air coolers. 
     BACKGROUND 
     This section provides background information, which is not necessarily prior art, related to the present disclosure. Charge air coolers are used with engines on vehicles to cool air that has been compressed and thus heated, relative to ambient temperature, by a turbocharger. In the process of cooling the air stream, moisture in the air condenses and then collects in the charge air cooler when humidity levels are relatively high and the engine is operating with the throttle partially open. The vapor, having condensed to liquid, may be drawn into the intake of the engine when the throttle opening increases from partial to fully open, for example. Liquid in the intake and in the intake air may cause misfiring or unstable combustion in the combustion chamber of the engine. 
     Referring now to  FIG. 1 , a turbocharged engine system  10  is depicted according to the prior art. The turbocharged engine system  10  includes an air intake filter housing  12 , a turbocharger  14 , a charge air cooler  16 , and an engine  18 . The turbocharger  14  includes a compressor  24  for supplying combustion air to an air intake of the engine  18  and a turbine  22  connected to the compressor  24  with a shaft. The turbine  22  receives exhaust gases from the engine  18  and drives the compressor  24 , which compresses the intake air. The charge air cooler  16  receives the compressed air from the compressor  22  of the turbocharger  14  and cools the air as it passes therethrough. Condensate  26  then collects in the charge air cooler  16  and can be drawn into the engine  18 , which is undesirable, because condensate from the charge air cooler  16  fouls combustion. 
     SUMMARY 
     This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features. The disclosure describes a system for separating and dispersing condensate formed in a charge air cooler of a turbocharged engine system. The charge air cooler includes a condensate drain that is in communication with a condensate reservoir having a condensate inlet, a condensate outlet, and a charge air recirculation outlet. A condensate supply tube connects the charge air cooler to the condensate reservoir. The condensate supply tube has a first end that is connected to the condensate drain of the charge air cooler and a second end that is connected to the condensate inlet of the condensate reservoir. A condensate dispersion tube is connected to the condensate outlet of the condensate reservoir. The condensate dispersion tube has an inner surface and an outer surface that defines a circumferential wall that defines a plurality of apertures in communication with the inner and the outer surface. Each of the plurality of apertures includes one of each of a plurality of nozzles. A charge air recirculation tube is connected to the charge air recirculation outlet on the reservoir, and provides a flow path to the turbocharger compressor inlet duct, which provides the pressure differential needed to draw condensate from the charge air cooler into the reservoir. 
     A system for removing condensate from and enhancing the performance of a charge air cooler that includes a turbocharger, a charge air cooler having a condensate drain, a condensate reservoir having a condensate inlet, a condensate outlet, and a charge air recirculation outlet. The system also includes a condensate supply tube having a first end that is connected to the condensate drain and a second end that is connected to the inlet of the condensate reservoir. The system also includes a condensate dispersion tube connected to the outlet of the condensate reservoir. The system also includes a charge air recirculation tube, which recirculates charge air to the turbocharger compressor inlet, and provides the pressure differential needed to draw condensate out of the charge air cooler and into the reservoir. 
     Further areas of applicability will become apparent from the description provided herein. The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
    
    
     
       DRAWINGS 
       The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure. 
         FIG. 1  is a schematic view of a turbocharged engine system including a charge air cooler according to the prior art; 
         FIG. 2  is a schematic view of a turbocharged engine system including a charge air condensation separation and dispersion system in accordance with the present teachings; 
         FIG. 3  is a view of the core portion of the charge air cooler; and 
         FIG. 4  is a side view of a vehicle depicting a location of the turbocharged engine system and the charge air cooler. 
     
    
    
     DETAILED DESCRIPTION 
     Example embodiments will now be described more fully with reference to  FIGS. 1-4 . Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings.  FIG. 2  depicts a turbocharged engine system  110  within a vehicle  8 , according to the present teachings. The turbocharged engine system  110  is similar to the turbocharged engine system  10  shown in  FIG. 1  but includes additional structure to provide additional benefits.  FIG. 2  depicts a charge air condensation separation and dispersion system to provide such additional benefits. The turbocharged engine system  110  includes an air intake filter housing  112 , a turbocharger  114 , a charge air cooler  116 , and an engine  118 . It is appreciated that a mechanically driven supercharger can be used in conjunction with the present teachings rather than a turbocharger  114 . 
     The air intake filter housing  112  includes an air inlet  120  and an air outlet  122 . When the air exits the air outlet  122 , it passes through the turbocharger compressor inlet duct  125 , and then enters the turbocharger  114  and passes through a compressor  124  portion of the turbocharger  114  that compresses the intake air to increase the density of the intake air. The air exits the turbocharger  114  and enters a charge air cooler inlet  126 . The compressor  124  forces the intake air (also known as charge air  127 ), through the charge air cooler  116  and into the engine when the engine intake valve is opened. Referring to  FIG. 3 , when a vehicle, within which the turbocharged engine system  110  is installed, is traveling upon a road and/or when a cooling fan in the vehicle is engaged, cooling air  129  flows over the fins  133  and exterior tube surfaces  131  of the core portion  128  of the charge air cooler  116 . As the charge air  127  flows through the core portion  128 , the temperature of the charge air  127  is reduced, which improves engine performance. The charge air  127  flowing through the charge air cooler  116  ultimately exits through a charge air cooler outlet  130  and flows into an intake portion  132  of the engine  118 . After combustion occurs, the exhaust gas exits an exhaust portion  134  of the engine  118  and enters the turbocharger  114 . Within the turbocharger, the hot exhaust gas drives a turbine  136 , which turns a shaft to which the compressor  124  is attached, thereby driving the compressor  124 . 
     The charge air condensation separation and dispersion system may include a condensate reservoir  150 , which may be a hollow vessel having a top surface  152 , a bottom surface  154 , and a circumferential wall  156  formed therebetween. The condensate reservoir  150  may be connected to the charge air cooler  116  using a condensate supply tube  158 . A first end  160  of the condensate supply tube  158  is connected to a condensate outlet  162  formed on or near the bottom of the charge air cooler  116 . The condensate outlet  162  defined in the charge air cooler  116  is a drain that allows the condensate  26  to drain from the charge air cooler  116 . 
     A second end  164  of the condensate supply tube  158  is connected to an inlet  166  of the condensate reservoir  150 . The inlet  166  is formed near the top surface  152  of the condensate reservoir  150  to allow a maximum amount of condensate  26  to be stored in the condensate reservoir  150 . A pressure differential between the compressor inlet duct  125  and the outlet  130  of the charge air cooler  116  is created when the engine  118  is running and forces the condensate out of the core portion  128  of the charge air cooler  116  and through the condensate supply tube  158  and into the condensate reservoir  150 . 
     The condensate reservoir  150  includes a condensate outlet  168  formed near the bottom surface  154  of the condensate reservoir  150 . A condensate dispersion tube  170  may be connected to the condensate outlet  168  of the condensate reservoir  150 . The condensate dispersion tube  170  has an inner surface  172  and an outer surface  174  that defines a circumferential wall  180 . Condensate  26  enters the condensate dispersion tube  170  at a first end  182  that is connected to the outlet  168  of the condensate reservoir  150 . The circumferential wall  180  may include a plurality of apertures  184  formed through the circumferential wall  180  and receive one of a plurality of nozzles  186 . Each one of the plurality of nozzles  186  enables the condensate  26  to spray onto large areas of the core portion  128  of the charge air cooler  116 . The condensate dispersion tube  170  may be positioned parallel to the core portion  128  of the charge air cooler  116  to evenly distribute or spray the condensate  26  from the reservoir  150  onto the core portion  128 . The condensate dispersion tube  170  may include a solenoid valve  188  that blocks air or condensate flowing through the condensate dispersion tube  170  when the valve  188  is in a closed position, but in an open position, the solenoid valve  188  allows the condensate to flow through the condensate dispersion tube  170  and out of each of the plurality of nozzles  186 . The end of the condensate dispersion tube  170  farthest from the condensate reservoir  150  may be closed or sealed so that only the nozzles  186  may disperse condensate. By spraying the condensate water onto the core portion  128  of the charge air cooler  116  at high engine load conditions, the temperature of the charge air  127  can be reduced further than would have been possible without spraying water on to the core portion  128 , thereby further enhancing engine performance. For applications where condensate dispersion alone is desired, without the charge air cooler  116  performance enhancement effect gained by spraying water on to the core portion  128 , the condensate dispersion tube  170  may be a simple tube that drains directly to the ground. 
     The condensate reservoir  150  includes a single position level sensor  190  that is in communication with an engine control unit (ECU). When the condensate level in the condensation reservoir  150  is greater than a predetermined amount, the level sensor  190  may selectively generate a signal. The ECU may receive the signal and subsequently command the valve  188  to open, such as when the engine  118  is operating at high load conditions or high speed conditions. When the level sensor detects the condensate level is below the predetermined amount, the ECU will not allow the solenoid valve  188  to open, to prevent charge air from escaping from the system. It is appreciated that any of the vehicle control modules may be employed to control the valve  188 , such as a body control module (BCM) or a Climate Control Panel (CCP) module. Control logic can also be shared between multiple modules. For example, the ECU could calculate load conditions and generate a load condition signal while a second module may receive the signal from the level sensor  190  and the load condition signal in order to determine whether or not to open or close the valve  188 . 
     The ECU (or other modules) can provide a signal to the driver indicating when the condensate  26  is being dispersed onto the core portion  128  of the charge air cooler  116 . The signal can be received by a first light (not shown) located near a driver information center or gauge cluster in a vehicle dash. The first light can power up and illuminate when the signal is generated, indicating that the condensate is being dispersed. A second light may be included and can be powered up and illuminate when the condensate level is less than a predetermined amount, indicating that the condensate reservoir  150  is low. Such indicator lighting can provide feedback to the vehicle operator as to when the performance enhancement function of spraying condensate water on to the core portion  128  of the charge air cooler  116  is engaged. 
     Additionally, the condensate reservoir  150  may employ a dual position level sensor (not shown) rather than a single position level sensor  190 . The dual position level sensor may prevent overfilling of the condensate reservoir  150 . For example, when the condensate level is greater than the predetermined minimum, the dual position level sensor may selectively generate a first signal. The ECU may receive the first signal and command the solenoid valve  188  to open when the engine  118  is operating at high load conditions where the air pressure in the turbocharger  114  and the charge air cooler  116  are elevated. When the condensate level is greater than a second predetermined amount, the dual position level sensor may selectively generate a second signal. The ECU may receive the second signal and command the solenoid valve  188  to open at a greater range of engine load and speed conditions, to prevent over-filling of the condensate reservoir  150 . Alternatively, a pressure valve can be used in place of the solenoid valve  188 . The pressure valve may open independently of the ECU when the engine  118  is operating at high load conditions, based solely on the pressure differential between the inside of the reservoir and the ambient atmospheric pressure. Means of preventing loss of charge air when the condensate reservoir  150  is empty, such as combining use of a float valve with the pressure valve, may be desirable in such an embodiment of the system. 
     The condensate reservoir  150  includes an air recirculation outlet  196  formed near the top surface  152 . A recirculation tube  198  is connected to the air recirculation outlet  196  and an air recirculation inlet  200  positioned near the turbocharger  114 . The recirculation tube  198  provides the pressure differential necessary to draw condensate out of the charge air cooler  116  and into the condensate reservoir  150 . The recirculation tube  198  may include an orifice  202  that restricts the flow of air being recirculated. Additionally, the recirculation tube  198  can include a solenoid valve  204  (“S”) that can be controlled by the ECU. For instance, the ECU can command the solenoid valve  204  to close when the engine  118  is operating at high load conditions, which prevents air flow recirculation. 
     The condensate reservoir  150  may receive condensate from additional sources. For example, the condensate reservoir  150  may receive condensate from the heating ventilation and air conditioning (HVAC) module (not depicted) by using a positive displacement pump to force the condensate from the HVAC module to the condensate reservoir  150 . Additionally, the condensate reservoir may include a filler tube and cap (not shown) that would enable the driver to fill the condensate reservoir  150  during routine maintenance or while fueling the vehicle. Manually filling the condensate reservoir  150  would provide for uninterrupted charge air cooler performance enhancement available from spraying water on to the core portion  128  of the charge air cooler  116  because the condensate level would be maintained at a desired level by the manual fill procedure. 
     Stated slightly differently, what is disclosed is a system for separating and dispersing condensate formed in a charge air cooler  116 . The system may employ a turbocharger  114  with the charge air cooler  116  connected to the turbocharger  114 . Furthermore, a condensate drain  162  may be defined in a bottom of a vertical wall or on the bottom surface, relative to the ground, of the charge air cooler  116 . A condensate reservoir  150  may define a condensate inlet  166 , a condensate outlet  168 , and a charge air recirculation outlet  196 . A condensate supply tube  158  may have a first end that is directly connected to the condensate drain  162  of the charge air cooler  116  and a second end that is directly connected to the condensate inlet  166  of the condensate reservoir  150  to provide fluid communication therebetween. A condensate dispersion tube  170  may be directly connected to the condensate outlet  168  of the condensate reservoir  150  and have an inner surface and an outer surface that define a circumferential wall of the tube  170 . The circumferential wall may define a plurality of apertures  184  in communication with the inner and the outer surfaces. A plurality of nozzles  186  may be directly attached over each of the plurality of apertures  184 , that is, one nozzle  186  per aperture  184 . The plurality of nozzles  186  may each define an opening to the atmosphere from the inner surface of the condensate dispersion tube  170 . The condensate dispersion tube may be positioned adjacent a center portion of the charge air cooler  116 , as depicted in  FIG. 2 . 
     Continuing, the system may employ an air recirculation tube  198  connected to the turbocharger compressor inlet duct  125  and directly to the condensate reservoir  150 , the air recirculation tube  198  providing a path for air within the condensate reservoir  150  to flow to the turbocharger compressor inlet duct  125 . A shut-off valve  204  may be connected directly to the air recirculation tube  198 . The condensate drain  162  may be formed at a bottom of a vertical side wall or at the bottom surface of the charge air cooler  116  to enable condensation within the charge air cooler  116  to fully drain using the pressure differential between the charge air cooler  116  and the compressor inlet duct  125 . A valve  188 , such as a solenoid valve (“S”) may be connected directly to the condensate dispersion tube  170  between the condensate reservoir  150  and the plurality of nozzles  186 . 
     A condensate level sensor  190  may be directly connected to the condensate reservoir  150  and generate a signal when the level of condensate  26  is at a first predetermined level. The condensate level sensor  190  may generate a second signal when the condensate level is at a second predetermined level. The valve  188  may be controlled by either or both of the first signal or the second signal. 
     In another configuration, a system for separating and dispersing condensate formed in a charge air cooler  116  may employ a turbocharger  114  such that the charge air cooler  116  is connected to the turbocharger  114 , a condensate drain  162  connected to the charge air cooler  116 , a condensate reservoir  150  defining a condensate inlet  166 , a condensate outlet  168 , and a charge air recirculation outlet  196 . A condensate supply tube  158  may have a first end that is directly connected to the condensate drain  162  and a second end that is directly connected to the condensate inlet  166  of the condensate reservoir  150  to provide fluid communication therebetween. Additionally, a condensate dispersion tube  170  may be connected to the condensate outlet  168  of the condensate reservoir  150 . The condensate dispersion tube  170  may further employ an inner surface and an outer surface that define a circumferential wall. A plurality of apertures  184  may be defined through the circumferential wall with each of the apertures  184  employing a nozzle  186  to disperse the condensate from the reservoir  150 . Alternately, the condensate dispersion tube  170  may drain directly to the ground without employing a plurality of apertures  184  with nozzles  186  if so desired. 
     The system may further employ an air recirculation tube  198  connected to the condensate reservoir  150  and the turbocharger compressor inlet duct  125 , wherein the air recirculation tube provides the pressure differential between the charge air cooler  116  and the compressor inlet duct  125  necessary to draw condensate from the charge air cooler  116  into the condensate reservoir  150 . A shut-off valve  204 , which may be controlled by a solenoid, may be in or connected to the air recirculation tube  198  to control the flow of air in the tube. A condensate level sensor  190  may be connected to the condensate reservoir  150  may generate a first signal when the condensate level is at a first predetermined level within the reservoir  150  and a second signal when the condensate level is at a second predetermined level within the reservoir  150 . A valve  188  may be connected to the condensate dispersion tube  170  to regulate condensate dispersion via the tube  170 . The valve  188  may be controlled by a solenoid using signals, as mentioned above. 
     In yet another example, a system for separating and dispersing condensate  26  formed in a charge air cooler  116  of a turbocharged engine  118  may employ a turbocharger  114 , a charge air cooler  116  connected to the turbocharger  114 , a condensate drain  162  in a bottom of the charge air cooler  116 , a condensate reservoir  150  having a condensate inlet  166 , a condensate outlet  168 , and a charge air recirculation outlet  196 , a condensate supply tube  158  having a first end that is connected to the condensate drain  162  of the charge air cooler  116  and a second end that is connected to the condensate inlet  166  of the condensate reservoir  150 . An air recirculation tube  198  may be connected to the condensate reservoir  150  and the turbocharger compressor inlet duct  125 , the air recirculation tube  198  providing the pressure differential necessary to draw condensate from the charge air cooler  116  into the reservoir  150 . Continuing, the system may also employ a solenoid-controlled shut-off valve  204  within the air recirculation tube to control airflow within the recirculation tube. The ECU or other control module(s) in the vehicle may control the solenoid of valve  204  to close during high engine load conditions to maximize charge air flow to the engine. The condensate level sensor  190  may be connected to the condensate reservoir  150  and generates a first signal when the condensate level is at a first predetermined level within the reservoir and a second signal when the condensate level is at a second predetermined level within the reservoir. A valve  188  may be connected to the condensate dispersion tube to regulate condensate dispersion based upon one of the first signal and the second signal. 
     Example embodiments are provided so that this disclosure will be thorough, and will fully convey the scope to those who are skilled in the art. Numerous specific details are set forth such as examples of specific components, devices, and methods, to provide a thorough understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed, that example embodiments may be embodied in many different forms and that neither should be construed to limit the scope of the disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known technologies are not described in detail. 
     When an element or layer is referred to as being “on”, “engaged to”, “connected to” or “coupled to” another element or layer, it may be directly on, engaged, connected or coupled to the other element or layer, or intervening elements or layers may be present. In contrast, when an element is referred to as being “directly on,” “directly engaged to”, “directly connected to” or “directly coupled to” another element or layer, there may be no intervening elements or layers present. Other words used to describe the relationship between elements should be interpreted in a like fashion (e.g., “between” versus “directly between,” “adjacent” versus “directly adjacent,” etc.). As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. 
     The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the invention, and all such modifications are intended to be included within the scope of the invention.