Method and system for starting an engine

Abstract

The invention relates to a method and a system for starting an engine. A device (1) for supercharging a combustion engine (31) is described, comprising a compressor (2), a charge air cooler (3), an inlet (4) and a supercharger (5), the compressor, the charge air cooler, the inlet and the supercharger being connected to one another in terms of flow via flow channels (8, 9, 10). In the device, the charge air cooler (3) is arranged downstream of the compressor (2), and the inlet (4) is arranged downstream of the compressor (2) and the charge air cooler (3) in the flow direction (16).

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of German Patent Application No. 102017211684.6 filed on Jul. 7, 2017 and German Patent Application No. 102017211675.7 filed on Jul. 7, 2017. The entire contents of the above applications are hereby incorporated by reference in their entirety for all purposes. Technical Field

[0003] The invention relates to a device for pressure-charging a combustion engine and to a method for removing condensate in such a device. The invention also relates to a combustion engine component and a motor vehicle. Background Art

[0004] In many cases, combustion engines are supercharged by means of a turbocharger, for example in conjunction with motor vehicles. This leads to an increase in the efficiency of the engine. In this case, the charge air used for supercharging is usually cooled by means of a charge air cooler. During the cooling process, the charge air cooler produces condensate.

[0005] If a charger, such as a turbocharger, in particular an electronic turbocharger, is arranged behind the charge air cooler in the flow direction, there is a risk that condensate will accumulate in front of the electronic turbocharger. For reasons of packaging or reasons of efficient arrangement in terms of volume, for example in conjunction with a motor vehicle, it has proven to be advantageous to position the electronic turbocharger geographically below the inlet manifold, in other words below the inlet manifold, and to connect them via a bypass flow channel. The rationale for this is that, in particular, the electronic turbocharger is not operated continuously but only in a specific range of use. However, there is a risk that when the electronic turbocharger is started, the amount of condensate will exceed the permissible limit for operating the electronic turbocharger or the electronic compressor or will reach a value that impairs the service life and function of the electronic turbocharger.

[0006] The use of an electronically operated compressor to increase the boost pressure in the bypass line is disclosed, for example, in document EP 1 355 052 B1. In document DE 10 2013 106 820 A1, the increase in relative air humidity in a multi-stage turbocharger due to the temperature drop of the intercooler can be offset by removing moisture. The moisture removal device has a vortex-generating element, which has the effect of removing moisture via openings in the outer wall. In documents US 2011 / 0094219 A1 and US 2004 / 0079079 A1, condensate is discharged in each case via the outer wall into a condensate reservoir.

[0007] In document DE 199 11 251 A1, a method and a device for detecting the water content in a compressed air flow are disclosed. In document DE 10 2011 089 480 A1, a sensor device, in particular a humidity sensor, for detecting at least one property of a flowing medium, and a charge air cooler are disclosed. In document DE 10 2015 012 830 A1, a cooling device for cooling at least one component of a motor vehicle is disclosed, wherein condensate is removed via a valve arranged at the lowest point.

[0008] Furthermore, if a charger, such as a turbocharger, in particular an electronic turbocharger, is arranged downstream of the charge air cooler in the flow direction, there is a risk that condensate will accumulate in front of the electronic turbocharger. For packaging reasons or to ensure an efficient volume arrangement, for example in the case of a motor vehicle, it has proven to be advantageous to place the electronic turbocharger geographically below the inlet manifold, in other words below the inlet manifold, and to connect it via a bypass flow channel. This is because, in particular, the electronic turbocharger is not operated permanently but only works in a specific application area. However, there is a risk that when starting the electronic turbocharger, the amount of condensate will exceed the permissible limit for operating the electronic turbocharger or the electronic compressor or will reach a value that adversely affects the life and function of the electronic turbocharger.

[0009] The use of an electric compressor to increase the charge pressure in the bypass line is described, for example, in the document EP 1 355 052 B1. The document DE 10 2009 011 634 A1 describes a condensate extractor for a charge air cooler system, wherein the condensate is discharged from the charge air cooler system into a hose element via a specially designed orifice. A similar solution is disclosed in DE 10 2009 042 981 A1. The document DE 10 2011 056 617 A1 describes a charge air cooler for a compressor of at least one exhaust gas turbocharger, wherein the charge air is supplied to an internal combustion machine, wherein at least one bypass line is provided between the inlet side and the outlet side of the charge air cooler, and the size of the bypass line is designed so that due to the pressure drop between the inlet side of the charge air cooler and its outlet side, the condensate accumulation can be discharged in the direction of the outlet side. Document DE 10 2010 007 092 A1 describes an exhaust gas recirculation system for an internal combustion engine with an exhaust gas turbocharger, wherein a discharge is provided for condensate formed in the charge air cooler. DE 102 38 839 A1 describes a charge air cooler with a condensate discharge opening. DE 10 2012 219 796 A1 discloses a charge air supply system with a condensate collecting area. Summary of the invention

[0010] In view of the described background, it is an object of the invention to provide an advantageous device and an advantageous method for supercharging a combustion engine. This object is achieved by an inventive device for supercharging a combustion engine, an inventive combustion engine assembly, an inventive motor vehicle and an inventive method for removing condensate. The invention encompasses further advantageous embodiments.

[0011] The device for supercharging a combustion engine according to the invention relates to a combustion engine comprising: at least one compressor, such as a turbocharger; at least one charge air cooler; at least one inlet to the combustion engine; and a supercharger. The compressor, the charge air cooler, the inlet and the supercharger are connected to each other by flow channels according to the flow. In the present case, the charge air cooler is arranged downstream of the compressor, and along the flow direction of the pressurized fluid, usually the flow direction of the charge air, the inlet is arranged downstream of the compressor and the charge air cooler. The supercharger is connected to the inlet via a bypass flow channel arranged between the compressor and the inlet. The supercharger is arranged geographically below the inlet or vertically below the inlet, advantageously below the inlet. The humidity sensor is arranged in the bypass flow channel upstream of the supercharger. The supercharger can be designed as a turbocharger, for example as an electronic turbocharger.

[0012] In the described context, the object of the invention is also to provide an advantageous device and an advantageous method for supercharging an internal combustion engine.This object is achieved by a device for supercharging an internal combustion engine, an internal combustion engine arrangement, a motor vehicle and a method for removing condensate.

[0013] The device for supercharging an internal combustion machine according to the invention relates to an internal combustion machine, comprising: at least one compressor, such as a turbocharger; at least one charge air cooler; an inlet; and a supercharger. The compressor, the charge air cooler, the inlet and the supercharger are connected together in a flow channel. The charge air cooler is arranged downstream of the turbocharger in the flow direction of the pressurized fluid, such as in the flow direction of the charge air. The inlet is arranged downstream of the charge air cooler. The supercharger is connected to the inlet via a bypass flow channel arranged between the charge air cooler and the inlet. The device according to the invention has the following advantages: the amount of condensate present before the supercharger can be measured by means of a moisture sensor and the supercharger can be operated according to the measurement result.

[0014] The present invention may provide several advantages. Specifically, the method may allow a turbocharger to be activated to remove condensate when condensate is present, and the turbocharger to be inactivated to reduce energy consumption when condensate is not present. Further, the method may allow condensate to be removed from an engine intake system before a significant amount of condensate may form in the engine intake system. Still further, condensate may be removed in a manner that reduces the likelihood of turbocharger degradation.

[0015] The above advantages and other advantages and features of the present invention will be apparent from the following detailed description alone or in conjunction with the accompanying drawings.

[0016] It should be understood that the above summary is provided to introduce some concepts in a simplified form, which 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 solely defined by the appended claims. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages mentioned above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The advantages described herein will be more fully understood by reading examples of embodiments herein referred to as detailed description when taken alone or with reference to the accompanying drawings, in which:

[0018] Figure 1 A device for supercharging a combustion engine according to the invention is schematically shown;

[0019] Figure 2 The method according to the present invention is schematically illustrated in the form of a flow chart;

[0020] Figure 3 A motor vehicle according to the invention is schematically shown;

[0021] Figure 4 A variant of the device for supercharging a combustion engine according to the invention is schematically shown;

[0022] Figure 5 A further variant of the device for supercharging a combustion engine according to the invention is schematically shown;

[0023] Figure 6 Another device for supercharging an internal combustion engine according to the present invention is schematically shown;

[0024] Figure 7 Another device for supercharging an internal combustion engine according to the present invention is schematically shown;

[0025] Figure 8 The second method according to the present invention is schematically illustrated in the form of a flow chart;

[0026] Fig. 9 Show according to Figure 2 and Figure 8 The engine running order of the method.

[0027] Figure 1 and Figure 4-7 It is drawn roughly to scale. DETAILED DESCRIPTION

[0028] The present invention relates to operating an engine including a compressor and removing condensate from the engine intake. The engine may be operated on diesel, gasoline, alcohol, compressed natural gas, propane or other known fuels. The engine may include a compressor such as Figure 1 and Figure 4-7 A system for removing condensate from an engine air intake is shown in FIG. The engine and system may be based on Figure 2 and Figure 8 The engine and system can be operated according to Fig. 9 The order of operation is .

[0029] In an advantageous example, the device according to the invention comprises a controller via which the humidity sensor is functionally connected to the supercharger. In this case, the controller is preferably designed to operate the supercharger when the amount of condensate in the bypass flow channel measured by means of the humidity sensor exceeds a first threshold value. This has the advantage that condensate accumulated before the supercharger can be discharged through the latter towards the inlet at an early stage. Since the supercharger is operated to remove condensate only after a certain amount of condensate has accumulated, the described device allows an efficient operation of the supercharger.

[0030] The controller can further be designed to operate the supercharger for a fixed time period. Alternatively, the controller can be designed to operate the supercharger until the amount of condensate drops below a second threshold. In principle, the first threshold and the second threshold can be the same. However, preferably, the first threshold is higher than the second threshold.

[0031] In another variant, at least one valve is arranged in a flow channel arranged between the charge air cooler and the inlet. Alternatively or in addition, at least one valve is arranged in a flow channel arranged between the charge air cooler and the supercharger, for example in a bypass flow channel. With the aid of the valves described, an open-loop or closed-loop control of the boost pressure at the inlet and, in this case, of the proportion of boost air passing via the supercharger can be performed.

[0032] A combustion engine assembly according to the invention comprises a combustion engine, such as an internal combustion engine, and a device according to the invention for supercharging a combustion engine as described above.

[0033] The device according to the invention and the combustion engine assembly according to the invention can be used in motor vehicles in conjunction with stationary engines or the like, or on board ships, railway vehicles or the like.

[0034] The motor vehicle according to the invention comprises a combustion engine assembly according to the invention as described above. In principle, the combustion engine assembly and the motor vehicle according to the invention have the properties and advantages already described in conjunction with the device according to the invention. Overall, the described device, the described combustion engine assembly and the described motor vehicle have the advantage that the condensate formed is carried or diverted into the combustion engine before the amount of condensate becomes too high and the risk of damage to the supercharger or the engine increases.

[0035] The method according to the invention for removing condensate in a device according to the invention as described above is characterized by the fact that, when the amount of condensate in the bypass flow channel measured by means of a humidity sensor exceeds a first threshold value, condensate is diverted or conveyed from the bypass flow channel to the inlet by operating the pressure booster.

[0036] In an advantageous variant, the supercharger is operated for a fixed time period. Alternatively, the supercharger is operated until the amount of condensate falls below a second threshold. The first threshold and the second threshold can be identical. In a preferred variant, the first threshold is higher than the second threshold. This ensures that the amount of condensate initially removed results in a significant reduction of the condensate accumulated before the electronic turbocharger. At the same time, the intervals between the independent operating sequences of the electronic turbocharger are increased to remove the condensate at the lower second threshold.

[0037] In a preferred variant, the supercharger is operated at a speed defined for the removal of condensate. For this purpose, for example, a suitable speed can be defined which avoids damage to the supercharger due to the removal of condensate. Operating the supercharger at a correspondingly defined speed thus has the advantage that the condensate is removed in a manner that is gentler on the supercharger. This can be achieved primarily by appropriately low speeds.

[0038] Figure 1 The device or system 1 for supercharging a combustion engine 31 according to the present invention shown in the figure (e.g., an engine air intake system) comprises a compressor designed as an exhaust-driven turbocharger 2 (e.g., rotated by exhaust gas from the engine 31), a charge air cooler 3, a supercharger designed as an electronic turbocharger 5, and an inlet 4 to the combustion engine (e.g., an intake manifold). For example, the combustion engine can be an internal combustion engine of a motor vehicle, or an internal combustion engine of a ship, a railway vehicle, or a stationary engine. These components are connected to each other by flow channels according to the flow. The flow direction of the pressurized fluid, such as the pressurized air, is indicated by the arrow 16.

[0039] More specifically, the exhaust-driven turbocharger 2 is connected to the charge air cooler 3 via a flow channel 8 in the flow direction. The charge air cooler 3 is connected to the inlet 4 via a flow channel 9. A bypass flow channel 10 branches from the flow channel 9. The bypass flow channel connects the charge air cooler 3 to the electric turbocharger 5. The electric turbocharger 5 is connected to the inlet 4 via the bypass flow channel 10. The compressor 121 of the electrically driven turbocharger 5 can be rotated via an electric motor 120. The inlet 4 carries a compressed pressurized fluid, such as compressed air, to the combustion engine 31. This is indicated by the flow channel with reference numeral 11.

[0040] In the design according to the present invention, the electronic turbocharger 5 is arranged below the inlet or at least lower than the inlet 4 in the vertical direction 17. This has advantages related to the arrangement of components in the smallest possible space. However, because of this arrangement, there is a risk that condensed water will flow to the electronic turbocharger 5 via the bypass flow channel 10 and impair its ability to function.

[0041] Therefore, the humidity sensor 6 is arranged in the bypass flow channel 10 between the charge air cooler 3 and the electronic turbocharger 5. The humidity sensor 6 is preferably arranged directly before the electronic turbocharger 5 in the direction of air flow. The humidity sensor 6 is connected to the controller or switch 7, for example, for signal transmission 14. For this part, the controller or switch 7 is connected to the electronic turbocharger 5 for signal transmission. This is indicated by reference numeral 15. By way of example, the controller 7 is designed to receive a signal related to the amount of condensate in the bypass flow channel 10 located before the electronic turbocharger 5 from the humidity sensor 6. The controller 7 is further preferably designed to perform open-loop or closed-loop control of the operation of the electronic turbocharger 5 according to the measured amount of condensate. Therefore, for example, when the amount of condensate measured by the humidity sensor 6 before the electronic turbocharger 5 exceeds a first threshold, the electronic turbocharger 5 can be operated to convey or transfer the accumulated condensate to the inlet 4.

[0042] In this case, for example, the electronic turbocharger 5 can be operated for a fixed time period. As an alternative, the turbocharger can be operated until the amount of condensate measured by the humidity sensor 6 falls below a second threshold value. In principle, the mentioned threshold values ​​can be identical. However, the first threshold value is preferably higher than the second threshold value. In this way, regular and effective removal of condensate can be ensured.

[0043] exist Figure 1 In the embodiment, the electrically controlled valve or throttle 12 is arranged between the charge air cooler and the inlet 4. More precisely, the valve 12 is arranged between the inlet to the bypass flow channel 10 and the inlet 4. Figure 1In the bypass flow channel 10, another electrically controlled valve or throttle 13 is additionally arranged between the charge air cooler and the humidity sensor 6. Both valves 12 and 13 allow for open-loop or closed-loop control of the air mass flow from the charge air cooler 3 to the inlet 4, and in particular for open-loop or closed-loop control of the proportion passing via the electronic turbocharger 5. The controller 7 can adjust the position of the valves 12 and 13 in response to vehicle operating conditions. In this way, the charge air pressure at the inlet 4 can be set.

[0044] The internal combustion engine 31 comprises a plurality of cylinders (not shown) and is controlled by an electronic engine controller 7. The controller 7 receives signals from Figure 1 and Figure 4-7 The various sensors shown in FIG. 1 and FIG. 2 use the received signals and the instructions stored in the memory of the controller 7 to generate the signals. Figure 1 and Figure 4-7 The actuator shown in is used to adjust engine operation.

[0045] Figure 1 An example configuration of the relative position of each component is shown. If it is shown as directly contacting each other or directly connected, then at least in one example, these elements can be referred to as directly contacting or directly connected. Similarly, at least in one example, the elements shown as adjacent or adjacent to each other can be adjacent or adjacent to each other. As an example, the components placed in coplanar contact with each other can be referred to as being in coplanar contact. As another example, in at least one example, the elements that are positioned separately from each other and have only space between them without other components can be referred to as such. As another example, the elements shown as above / below each other, on the opposite sides of each other or on the left / right sides of each other can be referred to as such relative to each other. In addition, as shown in the accompanying drawings, in at least one example, the highest point of the topmost element or element can be referred to as the "top" of the component, and the lowest point of the bottommost element or element can be referred to as the "bottom" of the component. As used herein, top / bottom, above / below, above / below can be relative to the vertical axis of the accompanying drawings, and are used to describe the positioning of the elements of the accompanying drawings relative to each other. Therefore, in one example, the element shown as above other elements is located vertically above the other elements.

[0046] Controller 7 Figure 11 is shown as a conventional microcomputer, which includes a central processing unit 102, input / output ports 104, read-only memory 106 (e.g., non-volatile memory), random access memory 108, keep-alive memory 110, and a conventional data bus. Controller 7 is shown as receiving various signals from sensors coupled to engine 31, including, in addition to those previously discussed, engine coolant temperature, accelerator pedal position; brake pedal position; measurement of engine manifold pressure; engine position sensor; measurement of air mass entering the engine; and measurement of throttle position. Controller 7 may include executable instructions stored in non-volatile memory to perform the methods described herein. Therefore, controller 7 may adjust actuators in the physical world in response to instructions and sensor outputs to change the operating state of engine 31 and system 1 according to the methods described herein.

[0047] During operation, each cylinder in the engine 31 typically goes through a four-stroke cycle: this cycle includes an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. Typically during the intake stroke, the exhaust valve of the engine is closed and the intake valve of the engine is opened. Air is introduced into the combustion chamber via the intake manifold 4, and the piston moves to the bottom of the cylinder to increase the volume within the combustion chamber. The position of the piston near the bottom of the cylinder and at the end of its stroke (e.g., when the combustion chamber is at its maximum volume) is typically referred to by those skilled in the art as bottom dead center (BDC).

[0048] During the compression stroke, the intake and exhaust valves of the engine are closed. The piston moves toward the cylinder head in order to compress the air in the combustion chamber. The point at which the piston is at the end of its stroke and closest to the cylinder head (e.g., when the combustion chamber is at its smallest volume) is generally referred to by those skilled in the art as top dead center (TDC). In a process hereinafter referred to as injection, fuel is introduced into the combustion chamber. In some examples, fuel may be injected into the cylinder multiple times during a single cylinder cycle. In a process hereinafter referred to as ignition, the injected fuel ignites by compression ignition, resulting in combustion.

[0049] During the expansion stroke, the expanding gases push the piston back to BDC. The crankshaft converts the piston motion into a rotational torque of the rotating shaft. Finally, during the exhaust stroke, the engine's exhaust valve opens to release the combusted air-fuel mixture to the exhaust manifold, and the piston returns to TDC. Note that the above is described only as an example, and the intake and exhaust valve opening and / or closing timings may vary, such as to provide positive or negative valve overlap, delayed intake valve closing, or various other examples.

[0050] Figure 2 The method for operating the system according to the present invention is schematically shown in the form of a flow chart. Figure 1 , Figure 4 and Figure 5 A variant of the method of a system of. In step 201, the supercharger, such as the electronic turbocharger 5, is not in operation, and the engine is supplied with compressed air via the exhaust-driven turbocharger. Moreover, in response to the driver's demand for torque, the method 200 can completely close the throttle 13 and open and close the throttle 12. Even if the throttle 13 is completely closed, condensate can pass through the throttle 13 via a small gap (not shown). The method 200 proceeds to step 202. In step 202, a check is then made to determine whether the amount of condensate measured by the humidity sensor 6 before the supercharger exceeds a first threshold. If this is not the case, the method returns to step 201. If this is the case, the method 200 proceeds to step 203. In step 203, the electronically driven supercharger is put into operation. In an advantageous variant, the electronically driven supercharger is operated so as to transfer condensate at a speed defined for this purpose. Further, in response to the driver's demand for torque, the method 200 can completely close the throttle 12 and open and close the full-throttle 13. Method 200 proceeds to 204 after activating the electronically actuated supercharger.

[0051] In step 204, a further check is made to determine whether the amount of condensate measured by the humidity sensor 6 upstream of the supercharger has fallen below a second threshold value. If this is not the case, the method returns to step 203, i.e. the electronically driven supercharger is operated. If this is the case, i.e. the measured amount of condensate is below the second threshold value, the method returns to step 201 and the electronically driven supercharger is therefore switched off.

[0052] In principle, the electronically driven supercharger can be operated for a certain time period between each measurement of the amount of condensate before a new comparison with the corresponding threshold value is performed. Alternatively, the moisture measurement and the corresponding comparison with the threshold value can be performed continuously.

[0053] Figure 3 A motor vehicle 30 according to the invention is schematically shown. The motor vehicle 30 according to the invention comprises an internal combustion engine 31 and a device 1 according to the invention for supercharging an internal combustion engine 31. The motor vehicle according to the invention can be, for example, a passenger car, a heavy goods vehicle, a motorcycle or any other motor vehicle.

[0054] A further variant of the device 1 according to the invention is Figure 4 and Figure 5 In both variants, the intercooler 40 is arranged directly before the inlet 4. The intercooler 40 and the inlet 4 are connected to each other via a flow channel 41.

[0055] exist Figure 4, the flow channel 9 connected to the charge air cooler 3 and the bypass flow channel 10 connected to the electronically driven supercharger 5 are connected to the intercooler 40 according to the flow. Therefore, along the flow direction 16, the fluid directly from the charge air cooler 3 through the flow channel 9 and the fluid from the bypass flow channel 10 enter the intercooler 40.

[0056] exist Figure 5 The variant shown in Figure 4 In the variant shown in ), the charge air cooler 3 is arranged in the bypass flow channel 10. Here, the charge air cooler 3 is arranged downstream of the valve 13 and upstream of the humidity sensor 6. In this variant, the fluid directly from the compressor 2 through the flow channel 9 and the fluid from the bypass flow channel 10 enter the intercooler 40.

[0057] Thus, compressed air via an exhaust-driven turbocharger may enter or bypass the charge air cooler. The output of the charge air cooler containing condensed water vapor may be directed to an electronically driven compressor, which may be activated if the condensate exceeds a threshold amount so that the electronically driven compressor may increase the temperature and pressure of the fluid flowing to the engine so that the condensate may be removed from the engine air intake.

[0058] In an additional example, the device according to the invention is characterized in that between the charge air cooler and the supercharger, the bypass flow channel comprises a first channel region and a second channel region. The first channel region extends upward relative to a horizontal line in the flow direction. The second channel region is arranged downstream of the first channel region and extends downward relative to a horizontal line in the flow direction. The supercharger can be configured as a turbocharger, such as an electronic turbocharger.

[0059] The device according to the invention has the advantage that it avoids the accumulation of condensate at the supercharger, in particular when the supercharger is not in operation, i.e. not in motion. The fall of the bypass flow channel produced between the first channel area and the second channel area means that the condensate produced by the charge air cooler is conveyed away. That is, the bypass flow channel to the supercharger is configured as an inverted siphon. Because the first channel area extends upwards, this prevents condensate from flowing towards the electronic turbocharger, and the condensate flowing back through the first channel area can therefore be directed directly to the inlet via the flow channel connecting the charge air cooler to the inlet and thus to the internal combustion machine or combustion engine.

[0060] In an advantageous variant, the supercharger is arranged vertically below the inlet, or geographically below the inlet. Thus, the supercharger can be arranged below the inlet, for example. This allows a more compact and space-saving construction.

[0061] In a further variant, the device according to the invention comprises a first flow channel which connects the charge air cooler directly or linearly to the inlet. Here, the first flow channel preferably has a drop in the flow direction. That is, the pressurized fluid, for example charge air, is guided to the inlet in a downward direction relative to the horizontal. This arrangement has the advantage that accumulated condensate can be effectively discharged to the inlet.

[0062] Advantageously, the device according to the invention can have a first flow channel which connects the charge air cooler directly to the inlet or in a straight line to the inlet. In this case, the air inlet device which opens into the bypass flow channel is preferably arranged on the top side of the first flow channel. Arranging the air inlet device in the bypass flow channel on the top side of the first flow channel has the advantage that the accumulation of condensate on the inflow of the charge fluid into the bypass flow channel is already reduced or completely avoided.

[0063] The first channel area and / or the second channel area of ​​the bypass flow channel preferably have a central axis with a slope or an angle of inclination between 10° and 80°. The slope or the angle of inclination may specifically be between 30° and 60°. The slope or the angle of inclination is relative to the horizontal. In other words, the first channel area may have a central axis with a slope between 10° and 80°, preferably between 30° and 60°, relative to the horizontal. In addition or alternatively, the second channel area may have a central axis with an angle of inclination between 10° and 80°, preferably between 30° and 60°, relative to the horizontal. The slope or the angle of inclination is selected so that condensate deposits in front of the supercharger are effectively avoided and at the same time do not hinder the passage of the pressurized fluid through the bypass channel.

[0064] In an advantageous variant, the device according to the invention comprises at least one valve which is arranged in the flow channel between the charge air cooler and the inlet, for example in the first flow channel defined above. Additionally or alternatively, at least one valve can be arranged in the flow channel between the charge air cooler and the supercharger, for example in the bypass flow channel. In the bypass flow channel, the valve is preferably arranged in the first channel region. Using the described valve, the charge pressure at the inlet can be controlled or regulated and in this case the proportion of charge air which is guided via the supercharger can be controlled or regulated.

[0065] An internal combustion machine arrangement according to the invention comprises an internal combustion machine (eg an internal combustion engine) and a device according to the invention for supercharging an internal combustion machine as described above.

[0066] The motor vehicle according to the invention comprises an internal combustion engine arrangement according to the invention as described above. The motor vehicle has the same performance, features and advantages as the internal combustion engine arrangement and device according to the invention as described above. The motor vehicle may be, for example, a car, a truck, a van, a motorcycle or other means of transport powered by an internal combustion engine.

[0067] The method for supercharging an internal combustion machine according to the present invention relates to an internal combustion machine, which comprises: at least one compressor (e.g., a turbocharger), at least one charge air cooler, at least one inlet and a supercharger. The compressor, the charge air cooler, the inlet and the supercharger are fluidically connected together via a flow channel. In the flow direction, i.e., the flow direction of the pressurized fluid (e.g., charge air), the charge air cooler is arranged downstream of the compressor. The inlet is arranged downstream of the charge air cooler. The supercharger is connected to the inlet via a bypass flow channel arranged between the charge air cooler and the inlet.

[0068] The method is characterized in that a portion of the pressurized fluid (e.g., charge air) leaving the charge air cooler is guided through a first channel region of a bypass flow channel, which is arranged between the charge air cooler and the supercharger and extends upward relative to a horizontal line in a flow direction. The pressurized fluid is then guided through a second channel region of the bypass flow channel, which is arranged between the charge air cooler and the supercharger and extends downward relative to a horizontal line in a flow direction. Preferably, the pressurized fluid is guided directly from the second channel region to the supercharger. The supercharger can be configured as a turbocharger, for example an electronic turbocharger.

[0069] The method according to the invention has the advantages already described in connection with the device according to the invention. By directing the pressurized fluid first in an upward direction and then downwardly as described, accumulation of condensate in front of the supercharger is avoided.

[0070] Thus, the invention ensures the functional state of a supercharger arranged below the inlet or vertically below the inlet or geographically below the inlet in relation to deterioration due to accumulation of condensate. At the same time, the service life of the supercharger is extended.

[0071] exist Figure 6 and Figure 7The device 1 for supercharging an internal combustion machine 31 according to the invention shown in FIG. 1 comprises: a compressor (e.g. an exhaust-driven turbocharger 2), a charge air cooler 3, a supercharger (e.g. an electronic turbocharger 5) and an inlet or intake manifold 4 for the internal combustion machine. The internal combustion machine may be, for example, an internal combustion engine of a motor vehicle, a ship, a railway vehicle, or a stationary power generation arrangement. These components are fluidically connected together by flow channels. The flow direction of the pressurized fluid, e.g. the charge air, is indicated by arrows 16.

[0072] In particular, in the flow direction 16, the exhaust-driven turbocharger 2 is connected to the charge air cooler 3 via the flow channel 8. The charge air cooler 3 is connected to the inlet 4 via the flow channel 9. The bypass flow channel 10 branches off the flow channel 9. This connects the charge air cooler 3 to the supercharger 5. The supercharger 5 is connected to the inlet 4 via the bypass flow channel 10. The inlet 4 guides the compressed charge fluid, such as compressed air, to the internal combustion engine. This is indicated by the flow channel with the reference numeral 11.

[0073] In the structure according to the invention, the supercharger is arranged below the inlet in the vertical direction 17, or at least below the inlet 4 or geographically below the inlet 4. This has advantages related to the arrangement of components in the smallest possible space. However, due to this arrangement, there is a risk that condensed water will flow to the electronic turbocharger 5 via the bypass flow channel 10 and adversely affect its function. Therefore, the bypass flow channel 10 includes a first channel area 66 and a second channel area 67 adjacent in the flow direction.

[0074] The first channel region 66 is oriented upwards relative to the horizontal 15. In particular, the first channel region comprises a central axis 69, the inclination angle α of which to the horizontal 15 is between 10° and 80°, preferably between 30° and 60°. The second channel region 67 is oriented downwards relative to the horizontal 15 in the flow direction 16. The second channel region comprises a central axis 68, the inclination angle β of which to the horizontal 15 is between 10° and 80°, preferably between 30° and 60°. Advantageously, the inlet device of the flow channel 9 in the bypass flow channel 10 is arranged on the top side of the flow channel 9. By means of the configuration shown, condensate is prevented from flowing to the supercharger and adversely affecting its function.

[0075] In a preferred variant, the flow channel 9 connecting the charge air cooler 3 directly to the inlet 4 has a drop in the flow direction 16. Thus, the flow channel 9 has, for example, an angle of greater than 0° between the center axis 61 and the horizontal 15. This ensures that condensate in the flow channel 9 flows away toward the inlet 4.

[0076] exist Figure 6 and Figure 7In the embodiment, the valve or throttle 12 is arranged between the charge air cooler 3 and the inlet 4. More precisely, the valve 12 is arranged between the intake device leading to the bypass flow channel 10 and the inlet 4. Furthermore, Figure 6 and Figure 7 A further valve or throttle 13 is shown which is arranged in the bypass flow channel 10 between the charge air cooler 3 and the supercharger 5. Preferably, the valve 13 is arranged in the first channel region 66. Both valves 12 and 13 allow the air mass flow from the charge air cooler 3 to the inlet 4 to be controlled or regulated, and in particular the portion which is directed via the supercharger 5. In this way, the charge air pressure at the inlet 4 can be set.

[0077] exist Figure 7 In the variant shown in Figure 6 Compared with the bypass flow passage 10 shown in FIG. 1 having the air intake device 14 arranged beside the inlet 4, the air intake device 14 is arranged at the bottom of the inlet 4. Furthermore, in Figure 6 In the embodiment, the supercharger 5 is arranged below the inlet 4, and Figure 7 In the embodiment of the invention, the supercharger 5 is close to the inlet 4. However, in both variants, the supercharger 5 is arranged below the inlet in the vertical direction 15. Figure 6 and Figure 7 Passages 66 and 67 shown in the drawings may reduce condensate flow to the electronic turbocharger 5 due to gravity, and if condensate flows to the electronic turbocharger 5, the electronic turbocharger 5 may pressurize the condensate and allow it to move to the engine in a gaseous state.

[0078] Figure 8 The method for operating the system according to the present invention is schematically shown in the form of a flow chart. Figure 6 and Figure 7A variant of a method for a system of. In step 801, the supercharger (e.g., electronic turbocharger 5) is not running, and the engine is supplied with compressed air via an exhaust-driven turbocharger. Further, in response to a driver demand torque, the method 800 can completely close the throttle 13 and open and close the throttle 12. The method 800 proceeds to step 802. In step 802, a check is then made to determine whether the amount of condensate measured by the humidity sensor 6 downstream of the charge air cooler exceeds a first threshold. If this is not the case, the method returns to step 801. If this is the case, the method 800 proceeds to step 803. In step 803, the electronically driven supercharger is put into operation (e.g., compressed air). In an advantageous variant, the electronically driven supercharger is operated so as to transfer condensate at a speed defined for this purpose. Further, in response to a driver demand torque, the method 800 can completely close the throttle 12 and open and close the full-throttle 13. This allows air that may include condensate to be heated and pressurized so that the condensate can be removed from the system 1. Method 800 proceeds to 804 after activating the electronically driven supercharger.

[0079] In step 804, a further check is made to determine whether the amount of condensate measured by the humidity sensor 6 downstream of the charge air cooler has fallen below a second threshold value. If this is not the case, the method returns to step 803, i.e. the electronically driven supercharger is operated. If this is the case, i.e. the measured amount of condensate is below the second threshold value, the method returns to step 801 and the electronically driven supercharger is therefore switched off. Further, in response to a driver demand torque (e.g. a torque requested by a human operator), the throttle valve 13 may be fully closed, and the throttle valve 12 may be opened and closed.

[0080] In principle, the electronically driven supercharger can be operated for a certain time period between each measurement of the amount of condensate before a new comparison with the corresponding threshold value is performed. Alternatively, the moisture measurement and the corresponding comparison with the threshold value can be performed continuously.

[0081] Reference now Fig. 9 , showing an example graph of the vehicle operating sequence. The operating sequence can be determined by Figure 1 , Figure 4-7 System integration Figure 2 and Figure 8 The vertical lines at times t0 to t3 represent the times of interest in the sequence. Fig. 9 The curve graphs in are aligned in time and occur simultaneously.

[0082] from Fig. 9The first graph from the top is a graph of the engine operating state over time. The vertical axis represents the engine operating state, and when the trace 902 is at a level close to the vertical axis arrow, the engine is running (e.g., rotating and burning fuel), which is indicated by the "on" mark near the vertical axis. When the trace 902 is at a lower level of the vertical axis, the engine is not running (e.g., not burning fuel and not rotating), which is indicated by the "off" mark. Line 902 represents the engine operating state. The horizontal axis represents time, and time increases from the left side of the figure to the right side of the figure.

[0083] from Fig. 9 The second curve graph from the top is a curve graph of the change of the electronic compressor running state over time. The vertical axis represents the running state of the electronic compressor, and when the trace 904 is at a level close to the vertical axis arrow, the electronic compressor is running (e.g., consuming electric power and rotating), which is indicated by the "open" mark near the vertical axis. When the trace 904 is at a lower level of the vertical axis, the electronic compressor is not running (e.g., not consuming electric power fuel and not rotating), which is indicated by the "close" mark. Line 904 represents the running state of the electronic compressor. The horizontal axis represents time, and time increases from the left side of the figure to the right side of the figure.

[0084] from Fig. 9 The third graph from the top is Figure 1 Graph showing the operating state of the throttle 12 over time. The vertical axis represents the throttle operating state, and when the trace 906 is at a level close to the vertical axis arrow, the throttle is fully open, which is indicated by the "fully open" mark close to the vertical axis. When the trace 906 is at a lower level of the vertical axis, the throttle 12 is fully closed, which is indicated by the "fully closed" mark. Line 906 represents the operating state of the throttle 12. The horizontal axis represents time, and time increases from the left side of the graph to the right side of the graph.

[0085] from Fig. 9 The fourth graph from the top is Figure 1 A graph showing the operating state of the throttle 13 over time. The vertical axis represents the throttle operating state, and when the trace 908 is at a level close to the vertical axis arrow, the throttle is fully open, which is indicated by the "fully open" mark close to the vertical axis. When the trace 908 is at a lower level of the vertical axis, the throttle 13 is fully closed, which is indicated by the "fully closed" mark. Line 908 represents the operating state of the throttle 13. The horizontal axis represents time, and time increases from the left side of the graph to the right side of the graph.

[0086] from Fig. 9The fifth graph from the top is a graph of detected condensate levels or amounts versus time. Trace 910 represents the detected amount of condensate in the engine air intake at a location downstream of the charge air cooler. The amount of condensate in the engine air intake increases in the direction of the vertical axis arrow. The horizontal axis represents time, and time increases from the left side of the graph to the right side of the graph. Dashed line 950 represents a first threshold level of condensate in the engine air intake. When the level of condensate in the engine intake is greater than the level of line 950, the direction of air flowing through the engine air intake may be changed so that the air flows through the electronically driven turbocharger. Dashed line 952 represents a second threshold level of condensate in the engine air intake. When the level of condensate in the engine intake is less than the level of line 952, the direction of air flowing through the engine air intake may be changed so that the air does not flow through the electronically driven turbocharger.

[0087] At time t0, the engine is stopped (e.g., not turning) and the electronic turbocharger is turned off. Additionally, throttle valves 12 and 13 are fully closed. The amount of condensate sensed in the engine air intake is low. At time t1, the engine is started, as indicated by changing the engine state to a high level to indicate that the engine is running. The electronic turbocharger remains off and throttle valves 12 and 13 remain fully closed. The amount of condensate remains low.

[0088] Between time t1 and time t2, the driver demand increases (not shown) and therefore the opening amount of throttle 12 increases in response to the driver demand torque. Throttle 13 remains fully closed so that air is not bypassed into the electronic turbocharger. The detected condensate level increases with increasing humidity and the amount of compressed air.

[0089] At time t2, in response to the detected condensate level exceeding threshold 950, the electronic turbocharger is activated and the throttle 13 is opened. In addition, the throttle 12 is fully closed so that water and condensate must travel through the electronic turbocharger. Between time t2 and time t3, the driver demand torque (not shown) levels off and then decreases. In response to the driver demand torque, the opening amount of the throttle 13 levels off and then decreases. The throttle 12 remains fully closed and the amount of condensate detected first increases, then levels off, and then decreases.

[0090] At time t3, the detected condensate level drops below threshold 952, so throttle valve 13 is fully closed, throttle valve 12 is opened, and the electronic turbocharger is activated. This allows electrical energy to be saved while having little to no condensate in the engine air intake.

[0091] In this way, when the amount of condensate in the engine air intake is low, air can be circulated to the engine via the first path. When the amount of condensate in the engine air intake is high, air can be circulated to the engine via the first path. By causing the air to flow through the second path, the likelihood of sending larger water droplets into the engine can be reduced.

[0092] The method and system described herein provide an apparatus 1 for supercharging a combustion engine 31, comprising: at least one compressor 2, at least one charge air cooler 3, at least one inlet 4 and a supercharger 5, wherein the at least one compressor, the at least one charge air cooler, the at least one inlet and the supercharger are connected to each other according to flow through flow passages 8, 9, 10, wherein the charge air cooler 3 is arranged downstream of the compressor 2, and the inlet 4 is arranged downstream of the compressor 2 and the charge air cooler 3 in the flow direction, and the supercharger 5 is connected to the inlet 4 via a bypass flow passage 10 arranged between the compressor 2 and the inlet 4, wherein the supercharger 5 is arranged lower than the inlet 4 in the vertical direction, and a humidity sensor 6 is arranged in the bypass flow passage 10 upstream of the supercharger 5.

[0093] In some examples, the device 1 includes, wherein the device comprises a controller 7, and the humidity sensor 6 is functionally connected to the supercharger 5 via the controller 7, wherein the controller 7 is designed to operate the supercharger 5 when the amount of condensate measured by the humidity sensor 6 in the bypass flow channel 10 exceeds a first threshold. The device 1 includes, wherein the controller 7 is designed to operate the supercharger 5 for a fixed time period, or to operate the supercharger 5 until the amount of condensate drops below a second threshold. The device includes, wherein at least one valve 12, 13 is arranged in the flow channel 9 arranged between the charge air cooler 3 and the inlet 4, and / or is arranged in the flow channel arranged between the charge air cooler 3 and the supercharger 5. The device 1 includes, wherein the compressor 2 and / or the supercharger 5 is designed as a turbocharger. The device 1 includes, wherein the supercharger 5 is designed as an electronic turbocharger. The device 1 includes a combustion engine assembly, the combustion engine assembly including a combustion engine 31 and a device 1 for supercharging the combustion engine 31. The apparatus may be included in a motor vehicle 30 including a combustion engine assembly.

[0094] The method described herein comprises a method for removing condensate in an apparatus 1, wherein when the amount of condensate in the bypass flow passage 10 measured by the humidity sensor 6 exceeds a first threshold, condensate from the bypass flow passage 10 is diverted to the inlet 4 by operating the supercharger 5. The method includes, wherein the supercharger 5 is operated for a fixed time period, or until the amount of condensate drops below a second threshold. The method includes, wherein the first threshold and the second threshold are the same. The method includes, wherein the first threshold is higher than the second threshold. The method includes, wherein the electronic turbocharger 5 is operated at a speed defined for diverting condensate.

[0095] The present invention also provides a device 1 for supercharging an internal combustion engine 31, the device comprising: at least one compressor 2, at least one charge air cooler 3, at least one inlet 4 and a supercharger 5, wherein the at least one compressor, the at least one charge air cooler, the at least one inlet and the supercharger are fluidly connected together via flow channels 8, 9, and 10, wherein, along a flow direction 16, the charge air cooler 3 is arranged downstream of the compressor 2, and the inlet 4 is arranged downstream of the charge air cooler 3, and the supercharger 5 is connected to the inlet 4 via a bypass flow channel 10 arranged between the charge air cooler 3 and the inlet 4, wherein between the charge air cooler 3 and the supercharger 5, the bypass flow channel 10 includes a first channel area 6 extending upward relative to a horizontal line 15 along the flow direction 16 and a second channel area 7 arranged downstream of the first channel area 6 and extending downward relative to the horizontal line 15 along the flow direction 16.

[0096] In some examples, the device 1 includes, wherein the supercharger 5 is arranged below the inlet 4 in the vertical direction 17. The device 1 includes, wherein the first flow channel 9 directly connects the charge air cooler 3 to the inlet 4, wherein the first flow channel 9 has a drop in the flow direction 16. The device 1 includes, wherein the first flow channel 9 directly connects the charge air cooler 3 to the inlet 4, and the air intake opening in the bypass flow channel 10 is arranged on the top side of the first flow channel 9. The device 1 includes, wherein the first channel area 6 and / or the second channel area 7 of the bypass flow channel 10 has a central axis 26, 27, which has an inclination angle α, β between 10° and 80° relative to the horizontal line 15. The device 1 includes, wherein the first channel area 6 and / or the second channel area 7 has a central axis 26, 27, which has an inclination angle α, β between 30° and 60° relative to the horizontal line 15. The device 1 comprises, wherein at least one valve 12, 13 is arranged in a flow channel 9 between the charge air cooler 3 and the inlet 4, and / or is arranged in a flow channel 9, 10 arranged between the charge air cooler 3 and the supercharger 5. The device 1 comprises, wherein the compressor 2 and / or the supercharger 5 are configured as a turbocharger. The device 1 comprises, wherein the supercharger 5 is configured as an electronically driven turbocharger. The present invention also provides an internal combustion machine arrangement, which comprises an internal combustion machine 31 and a device 1 for supercharging the internal combustion machine 31. A motor vehicle 30, which comprises an internal combustion machine arrangement.

[0097] The present invention further provides a method for supercharging an internal combustion engine 31, the internal combustion engine comprising at least one compressor 2, at least one charge air cooler 3, at least one inlet 4 and a supercharger 5, wherein the at least one compressor, the at least one charge air cooler, the at least one inlet and the supercharger are fluidically connected together via flow channels 8, 9, 10, wherein, in a flow direction 16, the charge air cooler 3 is arranged downstream of the compressor 2, and the inlet 4 is arranged downstream of the charge air cooler 3, and the supercharger 5 is connected via a bypass arranged between the charge air cooler 3 and the inlet 4. A flow channel 10 is connected to the inlet 4, wherein a portion of the pressurized fluid leaving the charge air cooler 3 is guided through a first channel region 6 of the bypass flow channel 10, which is arranged between the charge air cooler 3 and the supercharger 5 and extends upwards relative to a horizontal line 15 in a flow direction 16, and then the pressurized fluid is guided through a second channel region 7 of the bypass flow channel 10, which is arranged between the charge air cooler 3 and the supercharger 5 and extends downwards relative to the horizontal line 15 in the flow direction 16. The method includes, wherein the compressor 2 and / or the supercharger 5 is configured as a turbocharger. The method includes, wherein the supercharger 5 is configured as an electronic turbocharger.

[0098] Note that the example control and estimation programs included herein can be used with various engine and / or vehicle system configurations. The control methods and programs disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller combined with various sensors, actuators and other engine hardware. The specific programs described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Therefore, the various actions, operations and / or functions described can be executed in the order shown, executed in parallel, or omitted in some cases. Similarly, the processing sequence is not required to implement the features and advantages of the example embodiments of the present invention described herein, but is provided for ease of illustration and description. Depending on the specific strategy used, one or more of the actions, operations and / or functions shown can be repeatedly executed. In addition, at least a portion of the described actions, operations and / or functions can be graphically represented by the code of the non-transitory memory of the computer-readable storage medium programmed into the control system. The control action can also transform the operating state of one or more sensors or actuators in the physical world when the described action is performed by executing instructions in a system including various engine hardware components combined with one or more controllers.

[0099] This specification ends here. A reading of this specification by one of skill in the art will suggest many changes and modifications without departing from the spirit and scope of this specification. For example, I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas, gasoline, diesel, or alternative fuel configurations may benefit from using this specification.

Claims

1. A device for supercharging a combustion engine, comprising: At least one compressor, at least one charge air cooler, at least one inlet, and a supercharger, the at least one compressor, the at least one charge air cooler, the at least one inlet, and the supercharger being connected to each other according to flow through a flow passage, wherein the charge air cooler is arranged downstream of the at least one compressor, and the inlet is arranged downstream of the at least one compressor and the charge air cooler in a flow direction, and the supercharger is connected to the inlet via a bypass flow passage arranged between the at least one compressor and the inlet, wherein the supercharger is arranged lower than the inlet in a vertical direction related to gravity, and a humidity sensor is arranged in the bypass flow passage upstream of the supercharger.

2. The device according to claim 1, wherein the device comprises a controller and the humidity sensor is functionally connected to the supercharger via the controller, wherein the controller is designed to operate the supercharger when the amount of condensate in the bypass flow path measured by the humidity sensor exceeds a first threshold value.

3. The apparatus of claim 2, wherein the controller is configured to operate the supercharger for a fixed period of time or to operate the supercharger until the amount of condensate drops below a second threshold.

4. The device according to claim 3, wherein at least one valve is arranged in a flow passage arranged between the charge air cooler and the inlet and / or in a flow passage arranged between the charge air cooler and the supercharger.

5. The apparatus of claim 4, wherein the compressor is a supercharger compressor, and wherein the supercharger is an electronically driven supercharger.

6. The device of claim 1, wherein the device is coupled to an engine.

7. The device of claim 2, wherein the device is contained within a vehicle.

8. The apparatus of claim 1, wherein a flywheel is coupled to the engine.

9. A method for operating an engine using the device for supercharging a combustion engine according to claim 1, comprising: In response to a condition in which an amount of condensate in the engine air intake exceeds a first threshold level, an electronically actuated supercharger is activated via a controller, the second throttle valve is at least partially opened, and the first throttle valve is fully closed. 10 . The method of claim 9 , wherein the electronically driven supercharger is operated for a fixed period of time or until the amount of condensate is below a second threshold level. The method of claim 10 , wherein the first threshold and the second threshold are equal. The method according to claim 10 , wherein the first threshold is greater than the second threshold.

13. The method according to claim 9, further comprising: In response to the condition, the fully closed second throttle valve is at least partially opened.

14. The method according to claim 9, further comprising: In response to the condition, the at least partially open first throttle valve is fully closed.

15. A system comprising: At least one compressor, at least one charge air cooler, at least one inlet, and a supercharger, wherein the at least one compressor, the at least one charge air cooler, the at least one inlet, and the supercharger are fluidly connected together via a flow channel, wherein, in a flow direction, the at least one charge air cooler is arranged downstream of the at least one compressor, and the inlet is arranged downstream of the at least one charge air cooler, and the supercharger is connected to the inlet via a bypass flow channel arranged between the charge air cooler and the inlet, wherein between the charge air cooler and the supercharger, the bypass flow channel includes a first channel area extending upward relative to a horizontal line in the flow direction and a second channel area arranged downstream of the first channel area and extending downward relative to the horizontal line in the flow direction.

16. The system of claim 15, wherein the pressure intensifier is disposed vertically below the inlet in relation to gravity. 17 . The system of claim 16 , wherein a first flow passage directly connects the charge air cooler to the inlet, wherein the first flow passage has a drop in the flow direction.

18. The system of claim 17, wherein the first channel region and the second channel region in the bypass flow channel have central axes having an inclination angle of between 10° and 80° relative to a horizontal line.

19. The system of claim 18, wherein the first channel region and the second channel region have central axes having an inclination angle relative to the horizontal line of between 30° and 60°.

20. The system of claim 19, wherein at least one valve is disposed in the flow passage between the charge air cooler and the inlet or in the flow passage between the charge air cooler and the supercharger.

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