Internal combustion engine powered system, charge air cooler assembly, and method of cooling charge air

Abstract

To provide an engine system including a charge air cooler assembly configured to reduce overall void volume within an intake system.SOLUTION: An engine system includes a charge air cooler assembly that is configured to direct air to different parts of the engine system and to reduce overall void volume within an air intake system. The charge air cooler assembly includes a first stage air-to-air cooler, and the first stage air-to-air cooler is arranged to direct first charge air along a first direction from an inlet to an outlet of the first stage air-to-air cooler. The charge air cooler assembly also includes a second stage air-to-air cooler, and the second stage air-to-air cooler is arranged to direct second charge air along a second direction from an inlet to an outlet of the second stage air-to-air cooler, which is different from the first direction. In some embodiments, the first stage air-to-air cooler and the second stage air-to-air cooler are each disposed in a parallel flow arrangement relative to an air driver of the engine system.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] FIELD OF THE DISCLOSURE The present disclosure relates generally to an intake system for a turbocharged liquid or gas fueled engine system. [Background technology]

[0002] Many liquid or gas fueled engine systems use turbochargers to improve the efficiency (e.g., fuel consumption) and power output of the engine system. The turbocharger compressor compresses the incoming air, increasing the density of the air and thereby allowing for more power per engine cycle. Turbocharged engine systems for generator systems typically include a liquid-cooled charge air cooler, commonly called an intercooler, which increases the density of the charge air entering the engine, improving system performance. Summary of the Invention [Means for solving the problem]

[0003] One embodiment of the present disclosure relates to a generator system. The generator system includes a generator, an engine coupled to the generator, a first stage turbocharger coupled to the engine, a first stage air-to-air cooler, a second stage turbocharger, and a second stage air-to-air cooler. The first stage air-to-air cooler is fluidly coupled to the first stage turbocharger to receive first charge air from the first stage turbocharger. The first stage air-to-air cooler is positioned to channel the first charge air along a first direction from an inlet of the first stage air-to-air cooler to an outlet of the first stage air-to-air cooler. The second stage turbocharger is fluidly coupled to the first stage air-to-air cooler. The second stage air-to-air cooler is fluidly coupled to the second stage turbocharger to receive second charge air from the second stage turbocharger. The second stage air-to-air cooler is separate from the first stage air-to-air cooler and is positioned to channel second charge air along a second direction from an inlet of the second stage air-to-air cooler to an outlet of the second stage air-to-air cooler, the second direction being different from the first direction.

[0004] Another embodiment of the present disclosure is a charge air cooler assembly. The charge air cooler assembly includes a first stage air-to-air cooler and a second stage air-to-air cooler. The first stage air-to-air cooler is configured to receive first charge air. The first stage air-to-air cooler is positioned to channel the first charge air along a first direction from an inlet of the first stage air-to-air cooler to an outlet of the first stage air-to-air cooler. The second stage air-to-air cooler is configured to receive second charge air. The second stage air-to-air cooler is separate from the first stage air-to-air cooler and is positioned to channel the second charge air away from the first stage air-to-air cooler along a second direction from an inlet of the second stage air-to-air cooler to an outlet of the second stage air-to-air cooler. The second direction is different from the first direction.

[0005] Another embodiment of the present disclosure relates to a method of cooling charge air for an engine generator system, the method including compressing air using a first stage turbocharger to produce first charge air, cooling the first charge air by passing the first charge air through a first stage air-to-air cooler along a first direction, compressing the first charge air using a second stage turbocharger to produce second charge air, and cooling the second charge air by passing the second charge air through a second stage air-to-air cooler separate from the first stage air-to-air cooler along a second direction different from the first direction and away from the first stage air-to-air cooler.

[0006] It should be understood that all combinations of the foregoing concepts and additional concepts discussed in more detail below (provided such concepts are not mutually inconsistent) are considered to be part of the subject matter disclosed herein. In particular, all combinations of claimed subject matter appended at the end of this disclosure are considered to be part of the subject matter disclosed herein.

[0007] The foregoing and other features of the present disclosure will become more fully apparent from the following description and appended claims, taken in conjunction with the accompanying drawings, in which: The present disclosure is described with additional specificity and detail through the use of the accompanying drawings, with the understanding that these drawings depict only some implementations in accordance with the present disclosure and therefore should not be considered limiting of its scope. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a perspective view of an engine-powered system including a charge air cooler assembly according to one embodiment. [Figure 2] FIG. 2 is a top view of the engine generator system and charge air cooler assembly of FIG. 1. [Figure 3] FIG. 2 is a front view of the charge air cooler assembly of FIG. 1 according to one embodiment. [Figure 4] FIG. 1 is a flow diagram of a method for cooling charge air for an engine generator system, according to one embodiment. [Figure 5] 1 is a method of making a charge air cooler assembly for an engine generator system, according to one embodiment. [Figure 6] FIG. 10 is a front view of an engine-powered system including a charge air cooler assembly according to another embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Reference is made to the accompanying drawings throughout the following detailed description. In the drawings, like numerals generally identify like parts unless the context dictates otherwise. The exemplary implementations described in the detailed description, drawings, and claims are not meant to be limiting. Other implementations may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented herein. It will be readily understood that the aspects of the present disclosure, as generally described herein and illustrated in the figures, can be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are expressly contemplated and made a part of this disclosure.

[0010] FIELD OF THE INVENTION The embodiments described herein generally relate to methods and systems for cooling charge air for engine generator systems. In particular, the embodiments described herein generally relate to a charge air cooling system for a two-stage turbocharged engine system.

[0011] Referring generally to the figures, a charge air cooling assembly for a two-stage turbocharged engine system is shown configured to cool and transfer air to different portions of the engine system. The charge air cooler includes a first charge air cooler (e.g., a low-pressure charge air cooler) positioned to route charge air along a first direction, such as from the bottom to the top of the engine (e.g., vertically). The charge air cooler also includes a second charge air cooler (e.g., a high-pressure charge air cooler) positioned to route charge air along a second direction different from the first direction, such as from the intake side to the exhaust side of the engine (e.g., horizontally). Both the first charge air cooler and the second charge air cooler are positioned to route the flow of charge air along the engine system and / or to approach an intended destination, such as from the first stage turbocharger (e.g., a low-pressure turbocharger) to the second stage turbocharger (e.g., a high-pressure turbocharger), between the intake and exhaust sides of the engine system. In this manner, both the first stage air cooler and the second stage air cooler function as air transfer conduits that redirect air to different portions of the engine system, thereby eliminating the need for additional piping hardware to transfer charge air to required locations along the engine.

[0012] In some embodiments, the charge air cooler can be mounted in a parallel flow arrangement relative to the engine, further reducing the length of air transfer hardware and the overall void volume associated with the intake system. Such an arrangement can be particularly beneficial in generator set applications where high power density is required and available space within the generator set housing may be limited. Reducing the length of piping along the charge air flow can also improve engine performance by reducing transient effects associated with the large air volume between the turbocharger and the engine itself. Such transient effects on engine speed and torque can have a significant impact on fuel consumption and emissions in some applications.

[0013] In some embodiments, both the first charge air cooler and the second charge air cooler are air-to-air coolers, which can eliminate the need for additional hardware such as fluid transfer pumps, auxiliary heat exchangers, and coolant reservoirs for liquid-cooled charge air systems traditionally used in stationary engine generator applications.

[0014] As used herein, "charge air" refers to pressurized / compressed air produced by one or more turbocharger compressors that is delivered to an engine system.

[0015] 1 , a two-stage turbocharged engine system 100 (e.g., an engine-generator system, an internal combustion engine-powered system, etc.) is shown according to one embodiment. In some embodiments, the engine system 100 includes a generator housing 102 and a generator set 104 disposed within the generator housing 102. The generator set 104 (e.g., a generator set) is configured to generate electrical power for various applications. For example, the generator set 104 can be configured as a standby generator set 104 configured to provide backup power to various equipment in the event of a power outage.

[0016] 1 , system 100 includes a generator 106. System 100 also includes an engine 108 coupled to generator 106. System 100 further includes a first stage turbocharger 110a (e.g., a low-pressure turbocharger, etc.) coupled to engine 108, a first stage air-to-air cooler 112a, a second stage turbocharger 110b (e.g., a high-pressure turbocharger operating at a higher pressure than first stage turbocharger 110a, etc.), and second stage air-to-air cooler 112b. First stage air-to-air cooler 112a is fluidly coupled to first stage turbocharger 110a to receive first charge air 116 (e.g., low-pressure charge air, etc.) from first stage turbocharger 110a. The first stage air-to-air cooler 112a is positioned to channel first charge air 116 along a first direction 118 from an inlet 120 of the first stage air-to-air cooler 112a to an outlet 122 of the first stage air-to-air cooler 112a. The second stage turbocharger 110b is fluidly coupled to the first stage air-to-air cooler 112a. The second stage air-to-air cooler 112b is fluidly coupled to the second stage turbocharger 110b to receive second charge air 124 (e.g., high-pressure charge air having a higher pressure than the first charge air 116) from the second stage turbocharger 110b. The second stage air-to-air cooler 112b is separate from the first stage air-to-air cooler 112a and is positioned to channel the second charge air 124 along a second direction 126 from an inlet 128 of the second stage air-to-air cooler 112b to an outlet 130 of the second stage air-to-air cooler 112b. The second direction 126 is different from the first direction 118 .

[0017] The engine 108 may be a diesel engine, a gasoline engine, a natural gas engine, a dual-fuel engine, a biodiesel engine, an E85 engine, a flex-fuel engine, or another type of internal combustion engine or driver. In various embodiments, the engine 108 may be a high-horsepower (HHP) engine, such as, for example, an engine capable of providing power ranging from 500 horsepower to 4,500 horsepower or more.

[0018] In the embodiment of FIG. 1 , engine 108 includes an intake side 132 and an opposing exhaust side 134. Engine 108 includes an intake manifold 138 located on intake side 132 that is configured to receive and deliver air to a cylinder head of engine 108. Engine 108 includes an exhaust manifold 140 located on exhaust side 134 that is spaced apart from intake manifold 138. In the embodiment of FIG. 1 , engine 108 is an in-line engine, with intake manifold 138 located at an end of the engine block of engine 108 opposite intake side 132. In other embodiments, the engine may be a V-engine (shown in FIG. 6 ) in which cylinder banks are disposed at an angle to one another so that, when viewed from the front of the engine, the banks form a “V” shape. In still other embodiments, the engine may be arranged in other configurations having different spatial relationships between intake manifold 138 and exhaust manifold 140. Exhaust manifold 140 is configured to receive combustion gases from the cylinder head during operation.

[0019] The engine 108 can be used to power a power generator 106 (e.g., a generator set, etc.), an alternator, or another auxiliary device or system used to generate electricity (e.g., power). For example, the engine 108 can be used as part of an auxiliary power unit to generate power during a storm, in an emergency, or to supplement an existing power source. In one embodiment, the engine 108 is coupled to the generator 106, for example, by a drive shaft (e.g., a crankshaft, etc.) (not shown). In other embodiments, the engine 108 can be used to power another type of vehicle (e.g., an on-road or off-road vehicle), such as a truck, a boat, a locomotive, or a vehicle that includes a generator in the form of an alternator. In still other embodiments, the engine 108 can be used in industrial applications to drive pumps, hydraulic systems, or power another type of internal combustion engine-powered device or system.

[0020] 1, engine 108 is a two-stage turbocharged engine including a first stage turbocharger 110a and a second stage turbocharger 110b (collectively, turbochargers 110). Turbocharger 110 draws in filtered ambient air, compresses the air, and then delivers the charge air (e.g., compressed air) to engine 108 (e.g., via at least one intake manifold between turbocharger 110 and engine 108). Turbocharger 110 increases the mass of air entering engine 108 during each engine cycle, thereby increasing the volumetric efficiency and power production of engine 108.

[0021] Each turbocharger 110 includes an impeller (e.g., a rotor) that rotates at high speed to draw in and compress filtered air. The impeller is mechanically connected to a turbine, which powers the impeller by recovering some of the enthalpy and kinetic energy of the exhaust gases leaving the engine 108. In other embodiments, the impeller is driven by an electric motor, the engine crankshaft, and / or another shaft power source. The size and shape of each compressor impeller may vary depending on the required engine airflow, the desired compression ratio of the air across the turbocharger 110, and other factors. The performance of each of the turbochargers 110 may also vary depending on various factors, including the design of the intake system upstream of the turbocharger 110 (e.g., the velocity distribution of the flow entering the turbocharger 110, the compressor inlet pressure, the charge air volume within the intake system, etc.).

[0022] Various embodiments of the present disclosure relate to a charge air cooler assembly 114 that is configured to be mounted within the generator housing 102 separately from the engine 108 .

[0023] 1, charge air cooler assembly 114 includes a first stage air-to-air cooler 112a and a second stage air-to-air cooler 112b (collectively, air-to-air coolers 112). First stage air-to-air cooler 112a is configured to receive first charge air 116. First stage air-to-air cooler 112a is positioned to channel first charge air 116 along a first direction 118 from an inlet 120 of first stage air-to-air cooler 112a to an outlet 122 of first stage air-to-air cooler 112a. Second stage air-to-air cooler 112b is configured to receive second charge air 124. Second stage air-to-air cooler 112b is separate from first stage air-to-air cooler 112a and is positioned to direct second charge air 124 away from first stage air-to-air cooler 112a along a second direction 126 from an inlet 128 of second stage air-to-air cooler 112b to an outlet 130 of second stage air-to-air cooler 112b. Second direction 126 is different from first direction 118.

[0024] The air-to-air coolers 112 are formed separately from one another. In particular, the air-to-air coolers 112 are formed as separate heat exchangers that operate independently of one another. In some embodiments, at least one of the air-to-air coolers 112 is a fin-tube heat exchanger that includes a plurality of tubes 142 extending between an inlet and an outlet with fins between the inlet and outlet. In other embodiments, at least one of the air-to-air coolers 112 is a stacked plate heat exchanger that includes a plurality of stacked plates and finned chambers that transfer energy between the two fluids. In still other embodiments, the air-to-air coolers 112 can be made from other types of air-to-air heat exchanger shapes.

[0025] 1, first stage air-to-air cooler 112a includes a plurality of first tubes 142a (e.g., lines, conduits, etc.) extending along a first direction 118. The plurality of first tubes 142a define a plurality of first fluid passages (e.g., channels, etc.) for receiving first charge air 116 from first stage turbocharger 110a. First charge air 116 may be low-pressure charge air that is at a lower pressure relative to second charge air 124 leaving second stage turbocharger 110b.

[0026] The plurality of first tubes 142a are configured to route the first charge air 116 along a first direction 118 (e.g., substantially parallel to the first direction 118) from the inlet 120 to the outlet 122 of the first stage air-to-air cooler 112a. In some embodiments, the first direction 118 may be a vertical direction that is substantially perpendicular to the ground surface (e.g., floor) of the generator housing 102. For example, the outlet 122 of the first stage air-to-air cooler 112a may be positioned vertically above the inlet 120 of the first stage air-to-air cooler 112a. In other embodiments, the arrangement may be reversed such that the outlet 122 of the first stage air-to-air cooler 112a is positioned vertically below the inlet 120. In the embodiment of FIG. 1 , the first direction 118 extends vertically between the lower end 144 of the engine 108 and the upper end 146 of the engine 108, relative to the ground surface or platform on which the engine 108 is positioned. In some embodiments (as shown in FIG. 1 ), the first direction 118 extends from a lower end 144 of the engine 108 to an upper end 146 of the engine 108. The lower end 144 may be, for example, a lower end of the engine block adjacent the floor of the generator housing 102. The upper end 146 may be, for example, a higher end of the engine block adjacent the cylinder head of the engine block. Such an arrangement may also facilitate the removal and drainage of condensate along the tubes of the first stage air-to-air cooler 112 a during operation, which may reduce the risk of heat exchanger fouling and improve flow and heat transfer performance.

[0027] It should be understood that in other embodiments having alternative engine configurations (e.g., a V-engine, etc.), first direction 118 and / or second direction 126 may differ to allow for flow routing between the turbochargers and between the hot side of the engine where the turbochargers are located and the cooler side of the engine (e.g., the intake side, etc.). For example, first direction 118 may extend along an angle relative to a vertical reference line, depending on the placement of the turbochargers, etc., to reduce the length of conduit used to route flow between the turbochargers.

[0028] The plurality of first tubes 142a form a first air conduit configured to move first charge air 116 at least partially from first stage turbocharger 110a toward second stage turbocharger 110b. Such an arrangement may reduce the length of air transfer conduits and / or other hardware required to transfer first charge air 116 to second stage turbocharger 110b and the overall volume of first charge air 116 in the engine system.

[0029] 1, second stage air-to-air cooler 112b can have a substantially similar design to first stage air-to-air cooler 112a. In some embodiments, second stage air-to-air cooler 112b includes a plurality of second tubes 142b extending along second direction 126. The plurality of second tubes 142b define a plurality of second fluid passages (e.g., channels, etc.) for receiving second charge air 124 from second stage turbocharger 110b. Second charge air 124 can be high-pressure charge air having a greater pressure relative to first charge air 116 leaving first stage turbocharger 110a.

[0030] The plurality of second tubes 142b are configured to route the second charge air 124 along a second direction 126 from an inlet 128 to an outlet 130 of the second stage air-to-air cooler 112b. In the embodiment of FIG. 1, the second direction 126 is substantially perpendicular to the first direction 118. The second direction 126 may be a horizontal direction that is substantially parallel to the ground surface (e.g., the floor) of the generator housing 102.

[0031] In some embodiments, second direction 126 extends substantially parallel to (e.g., extends along) a reference line 148 that represents the shortest linear distance between intake manifold 138 and exhaust manifold 140 (see FIG. 2). In some embodiments, second direction 126 extends from the right side of engine 108 to the opposite left side of engine 108 when viewed from above engine 108 (see FIG. 2).

[0032] The plurality of second tubes 142b form a second air conduit configured to move the second charge air 124 from the outlet 130 of the second stage air-to-air cooler 112b toward the intake of the engine 108 (e.g., the intake for the cylinder head, intake manifold 138, etc.).

[0033] 1, the second stage air-to-air cooler 112b forms a second air conduit for the second charge air 124 that routes the second charge air 124 from a hot side of the engine 108 (e.g., the side of the engine 108 to which the turbocharger 110 is attached) to a cooler side of the engine 108 that is cooler than the hot side during engine operation. Such an arrangement may reduce the length of air transfer tubing and / or other hardware required to transfer the second charge air 124 from the second stage air-to-air cooler to the engine 108 and the overall volume of the second charge air 124 in the engine system.

[0034] System 100 also includes a plurality of fluid conduits (e.g., air conduits, tubes, hoses, etc.) for routing charge air between different components along the intake system. In the embodiment of Figure 1, system 100 includes a first conduit 150a, a second conduit 150b, a third conduit 150c, and a fourth conduit 150d (collectively, conduits 150). It should be understood that system 100 can include different numbers and / or arrangements of fluid conduits in different embodiments.

[0035] 1, a first conduit 150a fluidly couples the first stage turbocharger 110a to the inlet 120 of the first stage air-to-air cooler 112a and is configured to move first charge air 116 at a high temperature between the first stage turbocharger 110a and the first stage air-to-air cooler 112a. A second conduit 150b fluidly couples the outlet 122 of the first stage air-to-air cooler 112a to the second stage turbocharger 110b and is configured to move first charge air 116 at a low temperature relative to the first charge air 116 in the first conduit 150a between the first stage air-to-air cooler 112a and the second stage turbocharger 110b.

[0036] A third conduit 150c fluidly couples the second stage turbocharger 110b to the inlet 128 of the second stage air-to-air cooler 112b and is configured to move second charge air 124 at a high pressure (hot relative to the first charge air 116 entering the second stage turbocharger 110b) between the second stage turbocharger 110b and the second stage air-to-air cooler 112b. A fourth conduit 150d extends away from the outlet 130 of the second stage air-to-air cooler 112b and is configured to deliver the second charge air 124 to the engine 108 (e.g., to the intake manifold 138) at a lower pressure relative to the second charge air 124 leaving the second stage turbocharger 110b.

[0037] 2, first conduit 150a (see also FIG. 1), second conduit 150b, third conduit 150c, and fourth conduit 150d extend parallel to one another adjacent first stage air-to-air cooler 112a and second stage air-to-air cooler 112b, respectively. For example, conduits 150 may extend parallel to one another in the region where conduits 150 extend from the junction to air-to-air cooler 112. Central axes 151a, 151b, 151c, 151d (collectively, central axes 151) of the flow paths defined by each of conduits 150 are oriented substantially parallel to one another along a first length of conduit 150 extending from one of first stage air-to-air cooler 112a or second stage air-to-air cooler 112b. The substantially linear portion of each conduit can reduce the pressure drop across the charge air system and reduce the number of bends in the charge air assembly that would otherwise collectively increase the overall charge air capacity. In other embodiments, the central axis of at least one flow path defined by conduit 150 can be angled relative to other conduits 150 extending from air-to-air cooler 112.

[0038] The air-to-air cooler 112 includes a heat exchanger configured to transfer heat between the charge air and the atmosphere within the generator housing 102 (see FIG. 1 ). Still referring to FIG. 2 , in some embodiments, the system 100 further includes an air drive 156 coupled to the engine 108 (e.g., a drive shaft of the engine 108, an alternator, etc.) and powered by the engine 108 to deliver the atmospheric air flow to the air-to-air cooler 112. The air drive 156 may be a fan (e.g., a blower) connected to the drive shaft or to an electric motor powered by the engine alternator.

[0039] 2, the first stage air-to-air cooler 112a and the second stage air-to-air cooler 112b are each arranged in a parallel flow arrangement with respect to the air drive 156 such that the air-to-air coolers 112 receive air flow from the air drive 156 at substantially the same time. Such an arrangement can improve space utilization within the generator housing 102. Additionally, such an arrangement can eliminate or reduce the need for multiple air drives.

[0040] In some embodiments, the charge air cooler assembly 114 further includes a frame support 158 ​​configured to support the first stage air-to-air cooler 112a and the second stage air-to-air cooler 112b within the generator housing 102. In the embodiment of FIG. 2, the frame support 158 ​​is spaced apart from the engine 108 so that the charge air cooler assembly 114 can be mounted to the generator housing 102 separately from the engine 108.

[0041] Frame supports 158 support the first stage air-to-air cooler 112a in position relative to the second stage air-to-air cooler 112b. In the embodiment of Figure 2, frame supports 158 support the air-to-air coolers 112a such that the first stage air-to-air cooler 112a extends along the same reference plane 152 as the second stage air-to-air cooler 112b, and such that the first stage air-to-air cooler 112a and the second stage air-to-air cooler 112b are spaced apart from the engine 108 by substantially equal distances 154a, 154b along the axis of rotation 157 of the drive shaft of the engine 108.

[0042] The frame supports 158 may also support the air-to-air coolers 112 in fixed positions relative to each other to facilitate the transfer of charge air across the engine 108. In the embodiment of Figure 3, the second stage air-to-air cooler 112b is disposed on top of the first stage air-to-air cooler 112a. The second stage air-to-air cooler 112b extends away from the top of the first stage air-to-air cooler 112a so that the air-to-air coolers 112 together define an L-shape.

[0043] 3, the system 100 may further include a radiator 160 that provides coolant to the engine 108. The radiator 160 may be coupled to the frame support 158. In some embodiments (as shown in FIG. 3), the first stage air-to-air cooler 112a and the second stage air-to-air cooler 112b together surround the radiator 160 on at least two sides such that the air-to-air cooler 112 and the radiator 160 are arranged in a parallel flow arrangement relative to the air drive 156.

[0044] In some embodiments, the inlet 128 of the second stage air-to-air cooler 112b is located adjacent to the outlet 122 of the first stage air-to-air cooler. The outlet 130 of the second stage air-to-air cooler 112b is horizontally spaced apart from both the inlet 120 of the first stage air-to-air cooler and the outlet 122 of the first stage air-to-air cooler 112a. In some embodiments, the inlet 128 of the second stage air-to-air cooler 112b, the outlet 130 of the second stage air-to-air cooler 112b, and the outlet 122 of the first stage air-to-air cooler 112a are each located vertically above the inlet 120 of the first stage air-to-air cooler 112a.

[0045] Although various embodiments are described herein with respect to air-to-air heat exchangers, it should be understood that other heat exchanger designs (including, for example, air-to-liquid heat exchangers) may be used in other embodiments without departing from the inventive principles disclosed herein.

[0046] Referring to Figure 4, a method 200 of cooling charge air for an engine system is shown, according to one embodiment. Method 200 may be implemented in any of the engine system configurations described with reference to Figures 1-3. In other embodiments, method 200 may include additional, fewer, and / or different operations.

[0047] Operation 202 includes compressing air using a first stage turbocharger to generate first charge air. In some embodiments, operation 202 includes passing filtered air from the atmosphere and / or an air filter assembly through the first stage turbocharger to generate first charge air at a high pressure relative to the atmosphere.

[0048] Operation 204 includes cooling the first charge air by passing the first charge air through a first stage air-to-air cooler along a first direction. In some embodiments, operation 204 includes passing the first charge air in a substantially vertical direction from a bottom end to a top end of the engine. In some embodiments, operation 204 includes routing the first charge air through a plurality of first tubes of the first stage air-to-air cooler extending vertically toward a second stage turbocharger. Operation 204 includes cooling the first charge air by routing ambient air across a second side of the first stage air-to-air cooler via an air drive.

[0049] Operation 206 includes compressing the first charge air using a second stage turbocharger to generate second charge air having a greater pressure than the first charge air. In some embodiments, operation 206 includes passing the first charge air through a conduit extending from the first stage air-to-air cooler to the second stage turbocharger.

[0050] Operation 208 includes cooling the second charge air by passing the second charge air through a second stage air-to-air cooler along a second direction different from the first direction. In some embodiments, operation 208 includes directing the second charge air away from the first stage air-to-air cooler in a direction that is substantially perpendicular to the first direction. In some embodiments, operation 208 includes passing the second charge air through a plurality of tubes of the second stage air-to-air cooler that are oriented substantially perpendicular to the plurality of first tubes in the first stage air-to-air cooler.

[0051] Referring to FIG. 5, a method 300 of making an air cooler assembly for an engine system, such as any of the air cooler assemblies described with reference to FIGS. 1-3, is shown.

[0052] Operation 302 includes positioning the first stage air-to-air cooler such that a first airflow direction therethrough is oriented along a first direction. In some embodiments, operation 302 includes positioning the first stage air-to-air cooler on a frame support such that a plurality of first tubes of the first stage air-to-air cooler are oriented along a vertical direction.

[0053] Operation 304 includes positioning the second stage air-to-air cooler such that a second airflow direction therethrough is oriented along a second direction that is substantially perpendicular to the first direction. In some embodiments, operation 304 includes positioning the second stage air-to-air cooler on the frame support such that a plurality of second tubes of the second stage air-to-air cooler are oriented along a horizontal direction.

[0054] Operation 306 includes attaching the first stage air-to-air cooler to the second stage air-to-air cooler in an end-to-end arrangement such that an inlet of the second stage air-to-air cooler is adjacent to an outlet of the first stage air-to-air cooler. In some embodiments, operation 306 includes positioning the second stage air-to-air cooler along a vertical reference plane extending through the first stage air-to-air cooler.

[0055] Operation 308 includes mounting the first stage air-to-air cooler and the second stage air-to-air cooler in a parallel flow arrangement relative to the engine air drive. In some embodiments, operation 308 includes mounting a frame support to a base or floor wall of the generator housing at a distance from the engine.

[0056] As indicated above, while described herein with reference to an inline engine, similar principles can be utilized with different charge air cooler designs to redirect flow to other portions of the engine system and reduce the overall length of conduit required for the intake system. Referring to FIG. 6, a charge air cooler assembly 414 is shown for an engine system 400 including a V-engine arrangement, according to one embodiment. The engine system 400 includes a pair of two-stage turbocharger assemblies (e.g., four turbochargers total), each configured to supply charge air to a respective one of a pair of cylinder banks of the engine system 400. The location of the turbochargers along the engine system 400 relative to each cylinder bank may vary in various embodiments.

[0057] Still referring to Figure 6, the charge air cooler assembly 414 includes a pair of air-to-air coolers for each cylinder bank. In some embodiments, the air-to-air coolers are symmetrically positioned about a reference plane 402 that extends between the cylinder banks of the engine system 400. In other embodiments, the design of the first pair of air-to-air coolers 412 for the first cylinder bank 403a of the engine system 400 is different from the design of the second pair of air-to-air coolers for the second cylinder bank 403b of the engine system 400. In the embodiment of Figure 6, the first pair of air-to-air coolers 412 and the second pair of air-to-air coolers are identical in design.

[0058] The first pair of air-to-air coolers 412 includes a first stage air-to-air cooler 412a and a second stage air-to-air cooler 412b. The first stage air-to-air cooler 412a is configured to receive first charge air 416 from the first stage turbocharger and is positioned to direct the first charge air 416 away from the reference plane 402 along a lateral direction (e.g., horizontal when viewed from the front of the engine system 400 as shown in FIG. 6). The second stage air-to-air cooler 412b is configured to receive second charge air 424 from the second stage turbocharger and is positioned to direct the second charge air 424 in an axial direction perpendicular to the lateral direction (e.g., vertical when viewed from the front of the engine system 400 as shown in FIG. 6). Together, the first pair of air-to-air coolers 412 are configured to direct charge air around the first cylinder bank 403a. It should be understood that other aspects of the arrangement of the charge air cooler assembly 414 relative to a V-engine may be the same as or similar to that described with reference to the charge air cooler assembly 114 of Figures 1-3.

[0059] It should be noted that the term "example" as used herein to describe various embodiments is intended to indicate that such embodiments are possible examples, representations, and / or illustrations of possible embodiments (and that such terminology is not intended to imply that such embodiments are necessarily particular or best examples).

[0060] As used herein, the term "substantially" and similar terms are intended to have a broad meaning consistent with common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of ordinary skill in the art reviewing this disclosure that these terms are intended to enable description of certain features described and claimed without limiting the scope of those features to the precise numerical ranges provided. Accordingly, these terms should be interpreted to indicate that insubstantial or insignificant modifications or variations of the subject matter described and claimed (e.g., within plus or minus 5 percent of a given angle or other value) are considered to be within the scope of the invention as defined in the appended claims.

[0061] As used herein, the terms "coupled," "connected," and the like mean the joining of two members directly or indirectly to one another. Such joining can be fixed (e.g., permanent) or movable (e.g., removable or releasable). Such joining can be achieved by the two members, or the two members and any additional intermediate members, being integrally formed with one another as a single unit, or by the two members, or the two members and any additional intermediate members, being attached to one another.

[0062] It is important to note that the construction and arrangement of the various exemplary embodiments are illustrative only. While only a few embodiments have been described in detail in this disclosure, those skilled in the art reviewing this disclosure will readily appreciate that numerous modifications (e.g., changes in the size, dimensions, structure, shape and proportions of various elements, parameter values, attachment methods, use of materials, color, orientation, etc.) are possible without substantially departing from the novel teachings and advantages of the subject matter described herein. Other substitutions, modifications, changes, and omissions may also be made in the design, operating conditions, and arrangement of the various exemplary embodiments without departing from the scope of the embodiments described herein.

[0063] While this specification contains many specific implementation details, these should not be construed as limitations on any embodiment or on the scope of the claims, but rather as descriptions of features specific to particular implementations of particular embodiments. Some features described in this specification in the context of separate implementations can also be implemented in combination in a single implementation. Conversely, various features described in the context of a single implementation can also be implemented in multiple implementations separately or in any suitable subcombination. Also, while features may be described above as acting in several combinations and even initially claimed as such, one or more features from a claimed combination can in some cases be deleted from the combination, and the claimed combination can be directed to a subcombination or variation of the subcombination. [Explanation of symbols]

[0064] 100 Engine System 102 Generator housing 104 generator set 106 Generator 108 Engine 110a 1st stage turbocharger 110b Second stage turbocharger 112a 1st stage air-to-air cooler 112b Second stage air-to-air cooler 114 Charge air cooler assembly 116 First charge air 118 1st direction 120 Entrance 122 Exit 124 Second Charge Air 126 Second direction 128 Entrance 130 Exit 132 Intake side 134 Exhaust side 138 Intake manifold 140 exhaust manifold 142a 1st tube 142b 2nd tube 144 Bottom end 146 Upper end 148 Reference Line 150a 1st conduit 150b 2nd conduit 150c 3rd conduit 150d 4th conduit 151 Central axis 152 Reference plane 154a, 154b distance 156 Air drive unit 157 Rotational Axis 158 Frame support 160 Radiator 400 Engine System 402 Reference plane 412a 1st stage air-to-air cooler 412b Second stage air-to-air cooler 414 Charge air cooler assembly 416 First charge air 424 Second Charge Air

Claims

1. The engine and an auxiliary device coupled to the engine; a first stage turbocharger coupled to the engine; a first stage air-to-air cooler fluidly coupled to the first stage turbocharger to receive first charge air from the first stage turbocharger, the first stage air-to-air cooler positioned to channel the first charge air along a first direction from an inlet of the first stage air-to-air cooler to an outlet of the first stage air-to-air cooler; a second stage turbocharger fluidly coupled to the first stage air-to-air cooler; a second stage air-to-air cooler fluidly coupled to the second stage turbocharger to receive second charge air from the second stage turbocharger, the second stage air-to-air cooler being separate from the first stage air-to-air cooler and positioned to channel the second charge air along a second direction from an inlet of the second stage air-to-air cooler to an outlet of the second stage air-to-air cooler, the second direction being different from the first direction; an internal combustion engine powered system, including:

2. 2. The internal combustion engine powered system of claim 1, wherein said first direction extends vertically between a lower end of said engine and an upper end of said engine.

3. 3. The internal combustion engine powered system of claim 2, wherein the engine further includes an intake manifold and an exhaust manifold spaced apart from the intake manifold, and wherein the second direction extends parallel to a reference line representing a shortest distance between the intake manifold and the exhaust manifold.

4. 2. The internal combustion engine powered system of claim 1, wherein said first stage air-to-air cooler and said second stage air-to-air cooler are spaced from said engine by substantially equal distances along the axis of rotation of a drive shaft of said engine.

5. 2. The internal combustion engine powered system of claim 1, further comprising an air drive coupled to and powered by said engine, said first stage air-to-air cooler and said second stage air-to-air cooler each disposed in a parallel flow arrangement with respect to said air drive.

6. a first conduit fluidly coupling the first stage turbocharger to the first stage air-to-air cooler; a second conduit fluidly coupling the first stage air-to-air cooler to the second stage turbocharger; a third conduit fluidly coupling the second stage turbocharger to the second stage air-to-air cooler; a fourth conduit extending away from the outlet of the second stage air-to-air cooler, wherein the first conduit, the second conduit, the third conduit, and the fourth conduit extend parallel to one another at locations adjacent the first stage air-to-air cooler and the second stage air-to-air cooler, respectively.

7. 2. The internal combustion engine powered system of claim 1, wherein the second stage air-to-air cooler forms an air conduit for the second charge air, routing the second charge air from a hot side of the engine to a cooler side of the engine that is cooler than the hot side.

8. 2. The internal combustion engine powered system of claim 1, wherein the outlet of the second stage air-to-air cooler is located on an opposite side of the engine from each of the inlet of the second stage air-to-air cooler and both the inlet and outlet of the first stage air-to-air cooler.

9. 2. The internal combustion engine powered system of claim 1, further comprising a radiator, said first stage air-to-air cooler and said second stage air-to-air cooler together surrounding said radiator on at least two sides.

10. a first stage air-to-air cooler configured to receive first charge air and positioned to channel the first charge air along a first direction from an inlet of the first stage air-to-air cooler to an outlet of the first stage air-to-air cooler; a second stage air-to-air cooler configured to receive second charge air, the second stage air-to-air cooler being separate from the first stage air-to-air cooler and positioned to direct the second charge air away from the first stage air-to-air cooler along a second direction from an inlet of the second stage air-to-air cooler to an outlet of the second stage air-to-air cooler, the second direction being different from the first direction; A charge air cooler assembly for air cooling, including:

11. The charge air cooler assembly of claim 10 , wherein the first direction is substantially perpendicular to the second direction.

12. 11. The charge air cooler assembly of claim 10, wherein said first direction is vertical such that said outlet of said first stage air-to-air cooler is positioned vertically above said inlet of said first stage air-to-air cooler.

13. The charge air cooler assembly of claim 10 , wherein the second direction is horizontal.

14. 11. The charge air cooler assembly of claim 10, wherein the inlet of the second stage air-to-air cooler is positioned adjacent the outlet of the first stage air-to-air cooler, and the outlet of the second stage air-to-air cooler is horizontally spaced from both the inlet of the first stage air-to-air cooler and the outlet of the first stage air-to-air cooler.

15. 11. The charge air cooler assembly of claim 10, wherein the inlet of the second stage air-to-air cooler, the outlet of the second stage air-to-air cooler, and the outlet of the first stage air-to-air cooler are each positioned vertically above the inlet of the first stage air-to-air cooler.

16. 11. The charge air cooler assembly of claim 10, wherein said first stage air-to-air cooler extends along the same reference plane as said second stage air-to-air cooler.

17. 11. The charge air cooler assembly of claim 10, wherein the first stage air-to-air cooler includes a plurality of first tubes extending along the first direction, and the second stage air-to-air cooler includes a plurality of second tubes extending along the second direction.

18. compressing air using a first stage turbocharger to produce a first charge air; cooling the first charge air by passing the first charge air along a first direction through a first stage air-to-air cooler; compressing the first charge air using a second stage turbocharger to produce a second charge air; cooling the second charge air by passing the second charge air through a second stage air-to-air cooler separate from the first stage air-to-air cooler along a second direction different from the first direction away from the first stage air-to-air cooler; 1. A method for cooling charge air for an internal combustion engine system, comprising:

19. 20. The method of claim 18, wherein passing the first charge air through the first stage air-to-air cooler comprises passing the first charge air through a plurality of vertically extending tubes of the first stage air-to-air cooler.

20. 20. The method of claim 18, wherein passing the second charge air through the second stage air-to-air cooler along the second direction comprises directing the second charge air away from the first stage air-to-air cooler in a direction that is substantially perpendicular to the first direction.

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