Device and method for the passive removal of charge air condensate with an exhaust manifold vent

Abstract

Device (200) comprising: a charge air cooling chamber (202), wherein the cooling chamber has a lower wall with an opening (206) in the lower wall; a condensate line (208) which is fluidically connected to drain condensate from the opening into a collection tank (210); a vent line (216) which is fluidically connected to vent gases from an upper opening of the collection tank into an exhaust port (218); and a siphon seal (212) which is fluidically connected to drain condensate from a lower opening of the collection tank.

Description

BACKGROUND TECHNICAL AREA

[0001] Exemplary embodiments of the invention relate generally to engine air systems. Specific exemplary embodiments relate to reducing condensate accumulation within exhaust gas recirculation engine air systems. EXPLANATION OF THE TECHNOLOGY

[0002] In response to evolving emissions regulations (e.g., Tier 4 and IMO 3), engine manufacturers globally are investing in technologies such as two-stage turbocharging, common-rail fuel systems, exhaust gas recirculation (EGR), selective catalytic reduction (SCR), and exhaust aftertreatment. For example, two-stage turbocharging and EGR can be combined to improve fuel efficiency and exhaust emissions. However, under certain environmental conditions, particularly in marine environments, intake air humidity can condense during turbocharging. This condensate must be removed before it reaches the intake manifold to prevent corrosion and other engine damage. When sulfur-containing fuel (e.g., marine diesel) is burned within the engine's combustion chamber, the combustion products may also contain sulfur oxides.Exhaust gas containing sulfur oxides, when mixed with moist starting air via the EGR system, forms acidic vapors that can condense in the engine. The amount of acidic condensate depends on the sulfur content of the fuel and the engine operating conditions. This condensed acidic medium will corrode at least the exhaust gas recirculation cooler (EGR cooler) and the air intake manifold unless it is removed from the system.

[0003] FR 2 925 351 A1 relates to a section of the heat exchangers of a 5-cylinder vehicle engine. Recovery means, a condensate collection tank, and a recovery line are provided. The recovery means comprise a condensate collection tank, a recovery line connecting an upstream portion of the module body to the condensate collection tank, and a suction line connecting a downstream portion of the module body to the condensate collection tank. The suction line is arranged to create a vacuum in the recovery line to draw off the condensate collected by the screens. A valve for controlling the opening of the recovery line is provided in the recovery line to regulate the intake of condensate.When the valve, which in this case is a solenoid valve, is open or partially open, the condensate falls into the condensate collection container due to gravity and suction.

[0004] DE 28 14 593 A1 relates to a method and a device for operating an internal combustion engine turbocharged by means of an exhaust gas turbine and a compressor, with an intercooler and devices for collecting and discharging the condensate that forms in the intercooler. The internal combustion engine has a cylinder chamber to which an inlet port and an outlet port are connected. The outlet port opens into an exhaust pipe leading to the exhaust gas turbine. The inlet port branches off from a charge air line, upstream of which the intercooler and an intercooler are located. The intercooler has a condensate separator connected to a collection tank via a water supply line. A condensate line branches off from the collection tank and opens into the exhaust pipe in the direction of flow from the exhaust gas turbine. A baffle plate is arranged at the point where the condensate line opens into the exhaust pipe.The charge air line is connected to the reservoir via a vent line.

[0005] DE 10 2008 045 479 A1 relates to a system for recirculating exhaust gas from an internal combustion engine, a heat exchanger, and a method for recirculating exhaust gas from an internal combustion engine. The internal combustion engine includes an intake air inlet through which intake air is supplied to a turbocharger. The turbocharger compresses the intake air and thus represents a separating element between a low-pressure section and a high-pressure section of the intake air system of the internal combustion engine.

[0006] JP 2005 - 226 476 A relates to a structure for draining oil accumulated in an intake manifold, and in particular to a structure for draining oil accumulated in an intake manifold, present in small quantities in an intake manifold between the exhaust and intake ports of an internal combustion engine, into the internal combustion engine. The drain structure for the oil accumulated in the air intake manifold is equipped with an intake manifold, an exhaust manifold, a turbocharger, the air intake duct consisting of pipes and an intercooler, an intake throttle valve, and a pipe. The intake throttle valve is mounted in the pipe next to the intake manifold in such a way that it can open and close. The pipe is mounted parallel to the pipe between a lower part of the intercooler and the area surrounding the intake throttle valve on the side of the engine.The end section runs through a base section and is connected to the intercooler, and the end section is connected to the pipe near the intake throttle valve on the side of the engine. The end section includes an intake port for drawing in air and an oil intake port for drawing in oil.

[0007] In view of the foregoing, it may be desirable to provide devices and methods that passively remove condensate from the charge air system of a diesel engine, provided that the charge air products contain diesel combustion exhaust gas and cannot be directly vented into the local environment. SHORT DESCRIPTION

[0008] In one embodiment, a device comprises a charge air cooling chamber, a condensate line, a vent line, a collection tank, and a siphon seal. The cooling chamber has a lower wall with an opening in (i.e., open through) the lower wall. The condensate line is fluidically connected to drain condensate (e.g., exhaust gas condensate) from the opening into the collection tank. The vent line is fluidically connected to vent gases from an upper opening of the collection tank to an exhaust port. The siphon seal is fluidically connected to drain the condensate from a lower opening of the collection tank. In another embodiment, the condensate line is fluidically connected to drain the condensate directly and continuously from the opening into the collection tank.

[0009] In any embodiment of the device, it may be advantageous for the cooling chamber to be an intermediate cooling chamber, a post-cooling chamber or an EGR cooling chamber in a diesel exhaust gas recirculation system, arranged between an exhaust pipe and an air intake manifold of a diesel engine.

[0010] In any embodiment of the device, it may be advantageous for the cooling chamber to have a condensate collection volume that is recessed downwards into the lower wall and for the opening of the condensate collection volume to be open.

[0011] In any embodiment of the device, it may be advantageous for the cooling chamber to be operationally connected as part of an exhaust gas recirculation system, which is interposed between an exhaust pipe and an air intake manifold of an engine, and for the cooling chamber to be pressurized during operation of the engine to a pressure greater than the pressure of the exhaust port, with the collection tank being pressurized to an intermediate pressure between the cooling chamber and the exhaust port and the siphon seal discharging to atmospheric pressure.

[0012] In any embodiment of the device, it may be advantageous for the cooling chamber to be pressurized to at least approximately 6 bar.

[0013] In any embodiment of the device, it may be advantageous for the opening to be dimensioned to allow a gaseous flow of no more than about 0.01% of the flow through the cooling chamber.

[0014] In any embodiment of the device, it may be advantageous to arrange for a drain from the siphon seal in order to retain a residual amount of condensate in the collection tank.

[0015] In any embodiment of the device, it may be advantageous for the drainage of the siphon seal to be arranged within an enclosed space.

[0016] In any embodiment of the device, it may be advantageous for the enclosed space to be a ship's engine room.

[0017] In any embodiment of the device, it may be advantageous for the condensate line to be operationally connected in order to drain the condensate directly and continuously from the opening into the collection tank.

[0018] In another embodiment, a device includes an engine air intake manifold and an EGR valve connected to allow exhaust gas from an engine exhaust line into the engine air intake manifold. The device further includes a cooling chamber fluidically connected to the engine air intake manifold, with an opening in (i.e., open through) a lower wall of the cooling chamber. The device also includes a condensate line operationally connected to carry condensate from the opening into a collection tank. For example, the condensate line, in conjunction with the opening, may be configured to carry the condensate directly and continuously from the opening into the collection tank.The device further includes a vent valve, operationally connected to vent gases from an upper opening of the collection tank to an engine exhaust port, and a siphon seal, operationally connected to drain condensate from a lower opening of the collection tank. The cooling chamber can be an intermediate cooling chamber, a post-cooling chamber, or an EGR cooling chamber.

[0019] In any embodiment of the device, it may be advantageous for the cooling chamber to have a condensate collection volume that is recessed into the lower wall and for the opening of the condensate collection volume to be open.

[0020] In any embodiment of the device, it may be advantageous that during operation of the engine the cooling chamber is pressurized to a pressure greater than the pressure of the engine exhaust port, the collection tank is pressurized to an intermediate pressure between the cooling chamber and the engine exhaust port, and the siphon seal discharges to atmospheric pressure.

[0021] In any embodiment of the device, it may be advantageous for the cooling chamber to be pressurized to at least approximately 6 bar.

[0022] In any embodiment of the device, it may be advantageous for the opening to be dimensioned to allow a gaseous flow of no more than about 0.01% of the flow through the cooling chamber.

[0023] In any embodiment of the device, it may be advantageous to arrange for a drain from the siphon seal in order to retain a residual amount of condensate within the collection tank.

[0024] In any embodiment of the device, it may be advantageous for the drainage of the siphon seal to be arranged within an enclosed space.

[0025] In any embodiment of the device, it may be advantageous for the enclosed space to be a ship's engine room.

[0026] In any embodiment of the device, it may be advantageous for the condensate line to be operationally connected in order to drain the condensate directly and continuously from the opening into the collection tank.

[0027] In another embodiment, a method involves the removal of condensate (e.g., exhaust gas moisture condensate) from a cooling chamber of an engine exhaust recirculation system into a collection tank via a continuously open opening. The method further includes the venting of condensate gases from the collection tank to an exhaust port of the engine.

[0028] In any embodiment of the method, it may be advantageous for the method to further include: retaining a residual amount of condensate in the collection tank; and discharging the condensate from the collection tank by means of a siphon seal in the event that the residual amount exceeds a level determined by the siphon seal position.

[0029] In any embodiment of the method, it may be advantageous for the siphon seal to vent to the atmosphere within an enclosed space. DRAWINGS

[0030] The present invention will be better understood by reading the following description of non-limiting embodiments with reference to the accompanying drawings, wherein: Fig. 1 schematically shows an internal combustion engine according to embodiments of the invention; and Fig. Figure 2 schematically shows a passive condensate drainage system according to exemplary embodiments of the invention, which is connected to the internal combustion engine. Fig. 1 is usable. DETAILED DESCRIPTION

[0031] Detailed reference is made to exemplary embodiments of the invention, examples of which are illustrated in the accompanying drawings. Wherever possible, the same reference numerals used throughout the drawings refer to the same or identical parts without repetitive description. Although exemplary embodiments are described in the present invention with reference to marine diesel engines, embodiments of the invention are also generally applicable to use with turbocharged engines equipped for exhaust gas recirculation.

[0032] Fig. Figure 1 schematically shows an internal combustion engine 100, e.g., a marine diesel engine, which can be arranged within an enclosed space 300, e.g., a ship's engine room. The engine 100 contains combustion cylinders 110, which are operationally connected to drive a power train 112 to deliver mechanical power to loads. The combustion cylinders 110 draw in air from an intake manifold 114, mix and combust fuel in the intake air, and expel exhaust gas to an exhaust manifold 116. The air within the intake manifold 114 is drawn in by an intake filter 118, which can be arranged either inside or outside the enclosed space 300. To improve fuel efficiency, power output, etc., the air from the intake filter 118 is pressurized by corresponding compressor sections of a first turbo compressor 120 and a second turbo compressor 122.The turbo compressors 120, 122 are driven by exhaust gas, which flows from the exhaust distributor 116 through an engine exhaust line to turbine sections of the turbo compressors and then from the turbo compressors to an exhaust port 218, which vents outside the enclosed space 300. For improved fuel efficiency, the pressurized intake air is cooled by water, air, or another coolant within an intercooler 124 (between the first and second turbo compressors 120, 124) and within an aftercooler 126 (between the second turbo compressor 124 and the intake distributor 114). To reduce NOx emissions, in relation to the engine operating conditions, a portion of the exhaust gas, which would otherwise flow directly to the exhaust gas port 218, is instead diverted through an exhaust gas recirculation system 127 (EGR system) which has an EGR valve 128.The diverted exhaust gas is then returned to the combustion cylinders 110 via an EGR cooler 130 and (in some embodiments) a Venturi pump 132. Together, the intercooler 124, the aftercooler 126 and the EGR cooler 130 can be described as "charge air cooling chambers".

[0033] As explained above, one problem with cooling pressurized exhaust gas is that moisture from the cooled gas condenses along with particles such as sulfur oxides. The resulting exhaust gas moisture condensate can be acidic, corrosive, and generally detrimental to engine operation and lifespan. For example, if the condensate collects on a surface of the charge air cooling chamber, the resulting corrosion can cause a leak from the chamber. If the leak contains exhaust gases, it can render an enclosed space (such as a ship's engine room) uninhabitable. Therefore, it is desirable to prevent the accumulation of condensate within charge air cooling chambers.

[0034] Previous methods for draining condensate from charge air cooling chambers typically employed condensate trap technologies, such as float valves or other level-sensing valves, which discharge directly into a bilge, retaining a small residual amount of condensate at the valve for vapor sealing (thus preventing exhaust gas leakage into the enclosed space). However, such technologies are problematic in the context of corrosive exhaust moisture condensate because the residual amount of condensate tends to damage the valve designed to retain it.

[0035] Accordingly, an exemplary embodiment of the invention provides a valveless or passive condensate drainage system or a valveless or passive condensate drainage device 200, as schematically shown in Fig. Figure 2 illustrates this. The device 200 is connected to a charge air cooling chamber 202 to drain condensate through a siphon seal gravity drain 212 and to vent gases to the exhaust port 218. (The charge air cooling chamber 202 can be any one or more of the intercooler 124, the aftercooler 126 and / or the EGR cooler 130, as shown in Figure 2.) Fig. (1 shown.) More precisely, the device 200 can have a condensate collection volume 204, which is inserted into a lower surface of the charge air cooling chamber 202. The device 200 also includes an opening 206, which is directly open at the lower surface of the charge air cooling chamber 202 (e.g., from the condensate collection volume 204) into a condensate line 208. The condensate line 208 runs to a condensate collection unit 210. (For example, the condensate line can run directly to the tank 210, meaning that no other engine components are present between the opening and the tank besides the line.) The condensate collection unit 210 has two outlets: the siphon seal gravity drain 212 and a vent line 216. The siphon seal 212 is fluidically connected to discharge condensate from a lower opening of the collection tank into the enclosed space 300, e.g., into a bilge pump well.The vent line 216 is fluidically connected to vent gases from an upper opening of the collection tank into the exhaust nozzle 218.

[0036] During operation of the engine 100, the charge air cooling chamber 202 is typically pressurized to a pressure greater than the pressure at the engine exhaust port 218, e.g., approximately 6 bar or higher. The collection tank 210 is pressurized to an intermediate pressure between the cooling chamber and the engine exhaust port, for example, above 1 bar, and the engine exhaust port 218 may be at or slightly above atmospheric pressure. In particular, it is possible to arrange the vent line 216 either upstream or downstream of a silencer or a particulate filter, since any exhaust particles reaching the collection tank 210 are separated into the exhaust moisture condensate.

[0037] Therefore, the condensate drain device 200 allows a small amount of charge air, already mixed with exhaust gas (e.g., no more than 0.01% of the charge air flow through the cooling chamber 202), to flow from the charge air cooling chamber 202 via the opening 206, the condensate line 208, the collection tank 210, and the vent line 216 to the exhaust gas outlet 218. Exhaust gas moisture condensate mixture, which is normally present in the charge air system, will accumulate in the condensate collection volume 204 and then drip through the opening 206 and down through the condensate line 208 to the collection tank 210. As the condensate fills the tank 210, any excess will exit the tank via the siphon seal 212. The discharge of the siphon seal 212 is arranged to obtain a residual quantity of condensate mixture 214 within the tank 210, thereby sealing off exhaust gases from the discharge of the siphon seal.By providing a valveless system for draining condensate from the charge air cooling chamber 202, maintenance effort is reduced and reliability is increased.

[0038] Advantageously, the condensate drain device 200 allows for the safe removal of diesel engine charge air condensate from the charge air system without venting exhaust gas present in the charge air into the engine compartment. Venting exhaust gas anywhere other than to the exhaust system is prohibited by various safety standards and local laws.

[0039] Therefore, embodiments of the invention provide a device comprising a charge air cooling chamber, wherein the cooling chamber has a lower wall with an opening through the lower wall; a condensate line fluidically connected to drain condensate (e.g., exhaust gas condensate) from the opening into a collection tank (e.g., directly into the tank); a vent line fluidically connected to vent gases from an upper opening of the collection tank to an exhaust port; and a siphon seal fluidically connected to drain the condensate from a lower opening of the collection tank. The cooling chamber can be an intermediate cooling chamber, a post-cooling chamber, or an EGR cooling chamber in a diesel exhaust gas recirculation system connected between an exhaust pipe and an air intake manifold of a diesel engine.The cooling chamber may have a condensate collection volume recessed into its lower wall, and the opening to this condensate collection volume may be open. During engine operation, the cooling chamber is pressurized to a pressure greater than the exhaust port pressure. The collection tank is pressurized to an intermediate pressure between the cooling chamber and the exhaust port, and the siphon seal drains to atmospheric pressure. For example, the cooling chamber may be pressurized to at least approximately 6 bar. The opening may be dimensioned to allow a gaseous flow of no more than 0.01% of the flow through the cooling chamber. The siphon seal may be designed to retain a residual amount of condensate within the collection tank. The siphon seal drain may be located within an enclosed space, such as a ship's engine room.

[0040] Other embodiments provide a device comprising an engine air intake manifold; an EGR valve connected to allow exhaust gas from an engine exhaust line into the engine air intake manifold; a cooling chamber fluidically connected to the engine air intake manifold and having an opening through a lower wall of the cooling chamber; a condensate line operationally connected to drain condensate (e.g., directly and continuously) from the opening into a collection tank; a vent line operationally connected to vent gases from an upper opening of the collection tank to an exhaust port; and a siphon seal operationally connected to drain condensate from a lower opening of the collection tank. The cooling chamber may be an intermediate cooling chamber, a post-cooling chamber, or an EGR cooling chamber.The cooling chamber may have a condensate collection volume recessed into its lower wall, and the opening to this collection volume may be open. During engine operation, the cooling chamber is pressurized to a pressure greater than the engine exhaust pressure. The collection tank is pressurized to an intermediate pressure between the cooling chamber and the engine exhaust, and the siphon seal drains to atmospheric pressure. For example, the cooling chamber may be pressurized to at least approximately 6 bar. The opening may be dimensioned to allow a gaseous flow of no more than approximately 0.01% of the flow through the cooling chamber. The siphon seal drain may be located within an enclosed space, such as a ship's engine room.

[0041] Other embodiments implement a method comprising the removal of condensate (e.g., exhaust moisture condensate) from a cooling chamber of an engine exhaust recirculation system through a continuously open opening into a collection tank; the venting of condensate gases (e.g., exhaust moisture condensate gases) from the collection tank to an exhaust port of the engine. The method may also include retaining a residual quantity of condensate within the collection tank; and draining the condensate from the collection tank via a siphon seal if the residual quantity exceeds a level predetermined by the position of the siphon seal. The siphon seal may drain to the atmosphere into an enclosed space. For example, the enclosed space may be a ship's engine room.

[0042] In another embodiment, a method comprises draining condensate from a charge air cooling chamber of an engine exhaust gas recirculation system into a collection tank via (i) a continuously open opening located in a condensate collection volume recessed into the bottom of a lower wall of the cooling chamber, and (ii) a condensate line connecting the opening and the collection tank. The method further comprises: venting condensate gases from the collection tank to an exhaust port of the engine (via a vent line that fluidically couples the collection tank to the exhaust port, e.g., via a vent pipe).(the vent line may be connected to an upper wall of the collection tank); and, by means of a siphon seal operationally connected to the bottom of the collection tank, the retention of a residual quantity of condensate in the collection tank and the drainage of the condensate from the collection tank in the event that the residual quantity exceeds a level predetermined by the position of the siphon seal.

[0043] In another embodiment, the engine system has two or more charge air cooling chambers 202 (e.g., two or more of the intercooler 124, the aftercooler 126 and / or the EGR cooler 130, as shown in Fig. 1 shown). At least two of the two or more charge air cooling chambers each have corresponding collecting volumes 204 and openings 206, as shown in Fig.Figure 2 shows a system for conveying condensate from the charge air cooling chambers to one or more condensate lines 208 and to one or more collection tanks 210. For example, each such charge air cooling chamber can have its own condensate line 208 leading to its own collection tank 210 or to a common collection tank 210. In the case of a common collection tank 210, the common collection tank 210, a single siphon seal 212, and a single vent line 216 support the removal of condensate from multiple charge air cooling chambers, thereby reducing system costs and system volume compared to a separate collection tank for each charge air cooling chamber thus equipped.

[0044] It should be understood that the foregoing description is intended to be illustrative and not limiting. For example, the embodiments described above (and / or aspects thereof) can be used in combination with one another. Furthermore, many modifications can be made to adapt a particular situation or material to the teachings of the invention without deviating from its scope of protection. While the dimensions and types of materials described herein are intended to define the parameters of the invention, they are in no way limiting and are merely exemplary embodiments. Many other embodiments will be apparent to those skilled in the art upon review of the foregoing description. The scope of protection of the invention should therefore be determined with reference to the appended claims together with the full range of equivalents to which the claims entitle.In the accompanying claims, the terms "having" and "in the" are used as simple English equivalents to the corresponding expressions "containing" and "whereby." Furthermore, in the following claims, terms such as "first," "second," "third," "upper," "lower," "bottom," "top," etc., are used merely as descriptors and are not intended to impose numerical or positional requirements on their objects. Additionally, the limitations of the following claims are not written in the means-plus-function format and are not intended to be interpreted based on 35 USC § 112, paragraph 6, as long as and until such limitation of claims expressly uses the phrase "means to" followed by a statement of a function without further structure.

[0045] The written description uses examples to disclose several embodiments of the invention, including the preferred embodiment, and also to enable a person skilled in the art to carry out exemplary embodiments of the invention, including manufacturing and using any devices or systems and carrying out any methods included. The patentable scope of the invention is defined by the claims and may include other exemplary embodiments that will be apparent to a person skilled in the art. Such other exemplary embodiments are intended to be within the scope of the claims if they have structural elements that do not deviate from the wording of the claims or if they have equivalent structural elements with non-substantial differences from the wording of the claims.

[0046] As used herein, an element or step specified in the singular and preceded by the word "a" or "an" should be understood as not excluding the plural of such elements or steps, unless such exclusion is explicitly stated. Furthermore, references to "an embodiment" of the present invention are not intended to be interpreted as excluding the existence of additional embodiments that also include the specified features. Moreover, unless explicitly stated otherwise, embodiments "having," "containing," or "with" an element or plurality of elements that have a certain property may include additional elements that do not have that property.

[0047] A charge air cooling chamber 202 has a lower wall with an opening 206 in the lower wall. A condensate line 208 is fluidically connected to carry exhaust gas condensate from the opening into a collection tank 210. A vent line 216 is fluidically connected to carry gases from an upper opening of the collection tank to an exhaust port 218. A siphon seal 212 is fluidically connected to carry condensate from a lower opening of the collection tank. Exhaust moisture condensate 214 is carried from the cooling chamber into the collection tank via the continuously open opening. Exhaust moisture condensate gases vent from the collection tank to the exhaust port.

Claims

[1] Device comprising (200): a charge air cooling chamber (202), wherein the cooling chamber has a lower wall with an opening (206) in the lower wall; a condensate line (208) which is fluidically connected to drain condensate from the opening into a collection tank (210); a vent line (216) which is fluidically connected to vent gases from an upper opening of the collection tank into an exhaust port (218); and a siphon seal (212) which is fluidically connected to drain condensate from a lower opening of the collection tank. [2] Device according to claim 1, wherein the cooling chamber is one of an intermediate cooling chamber (124), a post-cooling chamber (126) or an EGR cooling chamber (130) in a diesel exhaust gas recirculation system (127) arranged between an exhaust pipe and an air inlet distributor (114) of a diesel engine. [3] Device according to claim 1 or 2, wherein the cooling chamber has a condensate collection volume (204) which is recessed into the lower wall and the opening of the condensate collection volume is open. [4] Device according to one of the preceding claims, wherein the cooling chamber (202) is operationally connected as part of an exhaust gas recirculation system (127) which is connected between an exhaust gas line and an air intake distributor (114) of an engine and wherein, during operation of the engine, the cooling chamber (202) is pressurized with a pressure greater than the pressure of the exhaust gas port (218), the collection tank (210) is pressurized with an intermediate pressure between the cooling chamber and the exhaust gas port and the siphon seal (212) discharges to atmospheric pressure. [5] Device according to one of the preceding claims, wherein the cooling chamber (202) is pressurized to at least about 6 bar. [6] Device according to one of the preceding claims, wherein the opening (206) is dimensioned to allow a gaseous flow of no more than about 0.01% of the flow through the cooling chamber (202). [7] Device according to one of the preceding claims, wherein a drain of the siphon seal (212) is arranged to maintain a residual quantity of condensate within the collection tank (210). [8] Device according to claim 7, wherein the discharge of the siphon seal (212) is arranged into an enclosed space. [9] Device according to claim 8, wherein the enclosed space is a ship's engine room. [10] Device according to one of the preceding claims, wherein the condensate line is operationally connected to allow condensate to be discharged directly and continuously from the opening into the collection tank. [11] Device (200) comprising: an engine air intake distributor (114); an EGR valve (128) which is connected to allow exhaust gas from an engine exhaust line (116) into the engine air intake distributor (114); a cooling chamber (202) which is fluidically connected to the engine air intake distributor and has an opening (206) in a lower wall of the cooling chamber; a condensate line (208) which is operationally connected to drain condensate from the opening into a collection tank (210); a vent line (216) which is operationally connected to vent gases from an upper opening of the collection tank to an engine exhaust port (218); and a siphon seal that is operationally connected to drain the condensate from a lower opening of the collection tank, wherein the cooling chamber is an intermediate cooling chamber (124), a post-cooling chamber (126) or an EGR cooling chamber (130). [12] Device according to claim 11, wherein the cooling chamber has a condensate collection volume (204) which is recessed into the lower wall and the opening (206) of the condensate collection volume is open. [13] Device according to claim 11 or 12, wherein during operation of the engine, the cooling chamber (202) is pressurized with a pressure greater than the pressure of the engine exhaust port (218), the collection tank (210) is pressurized with an intermediate pressure between the cooling chamber (202) and the engine exhaust port (218) and the siphon seal (212) discharges to atmospheric pressure. [14] Having a method that: Draining condensate from a cooling chamber (202) of an engine exhaust gas recirculation system via a continuously open opening (206) into a collection tank (210); and Venting of condensate gases from the collection tank (210) to an exhaust port (218) of the engine. [15] Method according to claim 14, further comprising: Maintaining a residual amount of condensate in the collection tank (210); and Discharge of the condensate from the collection tank (210) via a siphon seal (212) in the event that the residual quantity exceeds a level predetermined by the position of the siphon seal.

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