Title of Invention	AN INTERNAL COMBUSTION ENGINE ASSEMBLY EQUIPPED WITH ONE EACH SUPCHARGING DEVICE AND CHARGE AIR COOLER
Abstract	A condensate extractor system for an internal combustion engine assembly with a charge air cooler system is provided. The condensate extractor system includes a hose member with a first end in direct fluid communication with the charge air cooler system, and a second end in direct fluid communication with the intake manifold of the engine air intake system. The hose member removes condensate from the charge air cooler system in a continuous manner in response to a pressure gradient created by the throttle body when the engine is in an on-state. The hose member defines an orifice configured to restrict the flow of air and condensate through the hose member. A filter is placed in direct fluid communication with the hose member, upstream from the orifice. The hose member is preferably characterized by a lack of fluid communication with a reservoir configured to collect condensate.

Title of Invention

AN INTERNAL COMBUSTION ENGINE ASSEMBLY EQUIPPED WITH ONE EACH SUPCHARGING DEVICE AND CHARGE AIR COOLER

Abstract

A condensate extractor system for an internal combustion engine assembly with a charge air cooler system is provided. The condensate extractor system includes a hose member with a first end in direct fluid communication with the charge air cooler system, and a second end in direct fluid communication with the intake manifold of the engine air intake system. The hose member removes condensate from the charge air cooler system in a continuous manner in response to a pressure gradient created by the throttle body when the engine is in an on-state. The hose member defines an orifice configured to restrict the flow of air and condensate through the hose member. A filter is placed in direct fluid communication with the hose member, upstream from the orifice. The hose member is preferably characterized by a lack of fluid communication with a reservoir configured to collect condensate.

Full Text	CONDENSATE EXTRACTOR FOR CHARGE AIR COOLER SYSTEMS TECHNICAL FIELD [0001] The present invention relates generally to internal combustion engines, and more specifically to internal combustion engine assemblies equipped with a supercharging device and a charge air cooler system. BACKGROUND OF THE INVENTION [0002] Internal combustion engines (ICE) are often called upon to generate considerable levels of power for prolonged periods of time on a dependable basis. Many such ICE assemblies employ a mechanical supercharging device, such as a turbocharger (or turbine driven, forced induction supercharger), to compress the airflow before it enters the intake manifold of the engine in order to increase power and efficiency. Specifically, a turbocharger is a gas compressor that forces more air and, thus, more oxygen into the combustion chambers of the ICE than is otherwise achievable with ambient atmospheric pressure. The additional mass of oxygen-containing air that is forced into the ICE improves the engine's volumetric efficiency, allowing it to burn more fuel in a given cycle, and thereby produce more power. [0003] Under extreme operating conditions, the "supercharging" process may elevate the temperatures of the intake air to an extent that causes the formation of undesired exhaust by-products, such as various nitrogen oxides (NOx), and reduces the density of the air charge. To combat this problem, ICE manufacturers have historically employed a device most commonly known as an intercooler, but more appropriately identified as a charge-air-cooler (CAC) or aftercooler, to extract heat from the air exiting the supercharging device. A CAC is a heat exchange device used to cool the air charge and, thus, further improve volumetric efficiency of the ICE by increasing intake air charge density through isochoric cooling. A decrease in air intake temperature provides a denser intake charge to the engine and allows more air and fuel to be combusted per engine cycle, increasing the output of the engine. [0004] The heat exchange process can cause moisture (water) to condense and, thus, form inside of the CAC system, especially when conducted in conditions where the ambient air flowing through the supercharging device and CAC is substantially humid (e.g., greater than 50% relative humidity). The condensation tends to accumulate downstream from the CAC, within the conduit through which the intake manifold receives the supercharged airflow. The liquefied condensation can be drawn into the intake manifold, entering the various cylinder combustion chambers. Depending upon the configuration of the CAC and supercharging devices, as well as their individual and relative packaging, the condensation may begin to puddle and enter the combustion chambers in large amounts, potentially causing the ICE to misfire, leading to premature engine wear, and creating a false-positive error signal triggering a service engine indicator light. In addition, accumulated water condensate that is not properly evacuated from the CAC can freeze and crack the CAC when ambient temperatures reach below freezing. SUMMARY OF THE INVENTION [0005] According to one embodiment of the present invention, an internal combustion engine assembly is provided. The internal combustion assembly has an air intake system including an intake manifold in downstream fluid communication with a throttle body. A charge air cooler system is in upstream fluid communication with the intake manifold and the throttle body. A hose member has a first end in direct fluid communication with the charge air cooler system, and a second end in direct fluid communication with the intake manifold. The hose member is configured to remove condensate from the charge air cooler system, preventing premature engine wear as well as prolonging the operational life expectancy of the charge air cooler system. [0006] The hose member defines at least one orifice configured to restrict the flow of air and condensate through the hose member. This restriction prevents undesirable amounts of condensate and air from bypassing the throttle body and entering the intake manifold, thus maintaining good engine speed control. In addition, a filter may be placed in direct fluid communication with the hose member, in upstream fluid communication with the orifice. The filter helps prevent plugging of the orifice by minimizing or eliminating contaminate buildup. [0007] The charge air cooler system is operatively attached to the internal combustion engine. Once the charge air cooler system is properly attached, the first end of the hose member is placed in direct fluid communication with the vertically lowest most portion of the charge air cooler system. In doing so, pooling or puddling of water condensation within the charge air cooler system is minimized or eliminated. In a similar regard, the hose member is oriented such that the first end is the vertically lowest most portion thereof. In this instance, pooling or puddling of water condensation within the condensate extractor system is minimized or eliminated. In addition, the charge air cooler system includes a first end tank in upstream fluid communication with a second end tank. To this regard, the first end of the hose member is in direct fluid communication with the second end tank. [0008] The throttle body creates a pressure gradient when the internal combustion engine is in an on-state. The hose member removes condensate from the charge air cooler system in a continuous manner in response to the pressure gradient, spreading out water ingestion by the intake manifold, thereby preventing engine misfire. Ideally, the hose member is configured to maintain, for example, but not limited to, 2.5 ounces or less of condensate in the charge air cooler system. When in operation, the hose member introduces a first volume of air to the air intake system, whereas the charge air cooler system introduces a second volume of air to the air intake system. Notably, the first volume of air is substantially smaller than the second volume such that engine mass-air- flow control is not affected. [0009] The hose member is characterized by a lack of fluid communication with a reservoir or tank configured to collect condensate. As such, slosh and road camber phenomena associated with the use of reservoirs is eliminated. In a similar regard, the hose member is characterized by a lack of a direct fluid communication with the throttle body. [0010] According to another embodiment of the present invention, an internal combustion engine assembly having an engine block is provided. The internal combustion engine assembly includes an exhaust manifold in fluid communication with the engine block to receive and expel exhaust gases therefrom. The internal combustion engine assembly also includes an air intake system with an intake manifold in downstream fluid communication with a throttle body. The throttle body creates a pressure gradient when the internal combustion engine is in an on-state. [0011] The present embodiment also includes a turbocharger device, including a compressor blade rotatably disposed in a compressor housing, and configured for compressing airflow. The compressor housing is in upstream fluid communication with the charge air cooler system for providing compressed air thereto. The turbocharger device also includes a turbine blade rotatably disposed in a turbine housing. The turbine blade is rigidly attached to the compressor blade for unitary rotation therewith. The turbine housing is in downstream fluid communication with the exhaust manifold to receive and redirect exhaust flow therefrom to spin the turbine blade. [0012] Also included in the internal combustion engine assembly is a charge air cooler system in downstream fluid communication with the turbocharger device, and in upstream fluid communication with the air intake system. The charge air cooler system is configured to extract heat from compressed airflow exiting the turbocharger device. [0013] A hose member has a first end in direct fluid communication with the charge air cooler system, and a second end in direct fluid communication with the intake manifold. The hose member removes condensate from the charge air cooler system in a continuous manner in response to the pressure gradient created by the intake manifold. The hose member also defines at least one orifice that is configured to restrict the flow of air and condensate through the hose member. A filter is in direct fluid communication with the hose member, and in upstream fluid communication with the orifice. [0014] The above features and advantages, and other features and advantages of the present invention, will be readily apparent from the following detailed description of the preferred embodiments and best modes for carrying out the present invention when taken in connection with the accompanying drawings and appended claims. BRIEF DESCRIPTION OF THE DRAWINGS [0015] FIGURE 1 is a schematic illustration of an internal combustion engine assembly equipped with a charge air cooler system having a condensate extractor system in accordance with the present invention in fluid communication therewith; and [0016] FIGURE 1A is an enlarged schematic view of a portion of the charge air cooler system and condensate extractor system of FIG. 1. DESCRIPTION OF THE PREFERRED EMBODIMENTS [0017] Referring to the drawings, wherein like reference numbers refer to like components throughout the several views, FIG. 1 is a schematic illustration of a representative internal combustion engine assembly, identified generally as 10, with which the present invention may be utilized. It should be readily understood that FIG. 1 is merely an exemplary application by which the present invention may be practiced. As such, the present invention is by no means limited to the particular engine configuration of FIG. 1. In addition, the drawings presented herein, i.e., FIGS. 1 and 1A, are not to scale and are provided purely for instructional purposes. Thus, the specific and relative dimensions shown in the drawings are not to be considered limiting. [0018] The internal combustion engine (ICE) assembly 10 for a motorized vehicle, such as, but not limited to, standard passenger cars, sport utility vehicles, light trucks, heavy duty vehicles, minivans, buses, tractors, etc., includes an engine block and cylinder head, indicated collectively at 12, equipped with a supercharging device, represented herein by a turbocharger device 14, and a charge air cooler (CAC) system 16. Notably, the engine block and cylinder head 12, turbocharger device 14, and CAC system 16 shown in FIG. 1 hereof have been greatly simplified, it being understood that further information regarding such systems may be found in the prior art. In addition, those skilled in the art will recognize that the engine block (or cylinder case) and cylinder head 12 may be integrally formed (as depicted in FIG. 1), or be pre-fabricated as individual components that are subsequently connected, e.g., by bolting or other fastening method. Finally, the ICE assembly 10 may operate in a compression ignited or spark ignited combustion mode within the scope of the invention claimed herein. [0019] With continued reference to FIG. 1, the ICE assembly 10 includes an exhaust manifold 30 (or header) configured to receive and expel exhaust gases therefrom. For example, the cylinder block portion of the engine block and cylinder head 12 defines a plurality of exhaust ports (not shown) through which exhaust gases or products of combustion are selectively evacuated from a plurality of variable volume combustion chambers (not shown). The exhaust ports communicate the exhaust gases to the exhaust manifold 30, which is defined within the cylinder head portion of the engine block and cylinder head 12. The ICE assembly 10 also includes an air intake system, which is represented herein by an intake manifold 40 (or inlet manifold) in downstream fluid communication with a throttle body 42. The throttle body 42 is operable to control the amount of air flowing into the engine, normally in response to driver input. The intake manifold 40, on the other hand, is responsible for supplying the fuel/air mixture to the variable volume combustion chambers. The throttle body 42 creates a pressure gradient when the ICE assembly 10 is in an on-state. [0020] The turbocharger device 14 is in fluid communication with the ICE assembly 10. More specifically, the turbocharger device 14 includes a turbine portion 18 and a compressor portion 20. The turbine portion 18 has a turbine housing 22, which is in fluid communication with the exhaust manifold 30 via exhaust line 23. The turbine housing 22 redirects the flowing exhaust stream to spin a turbine blade or impeller, shown hidden in FIG. 1 at 28, rotatably mounted therein. The compressor portion 20 has a compressor housing 24 with a compressor blade, shown hidden in FIG. 1 at 26, rotatably mounted therein. Inlet air is received by the compressor housing 24 from a clean air filter 32 via clean air duct 25. The turbine blade 28 is rigidly mounted to the compressor blade 26 for unitary rotation therewith. As the compressor blade 26 spins, air received from air filter 32 is compressed within the compressor housing 24. Air compressed by the compressor portion 20 is communicated by compressor output duct (or CAC inlet duct) 27 to the CAC system 16, the compressor housing 24 being in upstream fluid communication with the CAC system 16. Those skilled in the art will recognize that the present invention may incorporate a single turbocharger, twin turbochargers, staged turbochargers, or various other engine supercharging devices without departing from the intended scope of the present invention. [0021] Still referring to FIG. 1 of the drawings, a mass airflow (MAF) sensor 34 is positioned between the clean air filter 32 and clean air duct 25. The MAF sensor 34 is used to determine the mass of air entering the ICE assembly 10 - i.e., through the compressor portion 20 of turbocharger device 14, and communicate this information to an engine control unit (ECU) 36. The air mass information is necessary for the ECU 36 to calculate and deliver the correct fuel mass to the intake manifold 40. [0022] The charge air output is routed from the compressor portion 20 of the turbocharger device 14 through the CAC (or aftercooler) system 16 before entering the intake manifold 40. To this regard, the CAC system 16 is positioned in downstream fluid communication with the turbocharger device 14, and in upstream fluid communication with the air intake system (i.e., air intake manifold 40 and throttle body 42). The CAC system 16 is configured to extract heat from compressed airflow (i.e., cool the air charge) exiting the turbocharger device 14. Although condensate buildup is a phenomena normally associated with air-to-air charge air cooler devices, the CAC system 16 may also be of the air-to-liquid type heat exchanger. [0023] The CAC system 16 includes a heat exchange core assembly 50 with a first end tank 52 (also referred to herein as the "hot-end tank" or "upstream-end tank") operatively attached thereto. The upstream end tank 52 provides a transition to allow the intake air from the turbocharger device 14 to flow from the compressor output duct 27 into the inner cooling tubes (not shown) of the CAC system 16. The upstream end tank 52 is in upstream fluid communication with a second end tank 54 (also referred to herein as the "cold-end tank" or "downstream-end tank") operatively attached to an opposite end of the heat exchange core assembly 50. The downstream end tank 54 provides a transition to allow the intake air to flow from the tubes of the CAC system 16 to an induction duct 29, for transfer to the throttle body 42. [0024] As seen in FIG. 1, the ICE assembly 10 employs a condensate extractor system 70 to remove water condensation from the CAC system 16, thereby preventing premature engine wear as well as prolonging the operational life expectancy of the CAC system 16. The condensate extractor system 70 includes a hose member 72 having first and second ends 74 and 76, respectively. The first end 74 of hose member 72 is in direct fluid communication with the CAC system 16. whereas the second end 76 is in direct fluid communication with the intake manifold 40. By attaching the hose member 72 in this manner, air mass is not added to or subtracted from the intake manifold 40 that has not been measured by the MAF sensor 34, which is important for the ECU 36 to calculate the correct amount of fuel to inject. This is necessary in order to regulate emissions and have the ICE assembly 10 run smoothly. [0025] The hose member 72 defines at least one orifice 78 configured to restrict the flow of air and condensate through the hose member 72. Inclusion of the orifice 78 helps prevent undesirable amounts of water condensation and air from bypassing the throttle body 42 through the hose member 72, and entering the intake manifold 40, thus maintaining good engine speed control. For example, when the ICE assembly 10 is in operation, the hose member 72 introduces a first volume of air to the air intake system, whereas the CAC system introduces a second volume of air to the air intake system. The first volume of air introduced by the condensate extractor system 70 is substantially smaller than the second volume (i.e., negligible in comparison) such that control of the engine mass-air-flow is left unaffected. In addition, a filter 80 may placed in direct fluid communication with the hose member 72, in upstream fluid communication with the orifice 78. The filter 80 helps prevent plugging of the hose member 72 and orifice 78 by minimizing or eliminating contaminate buildup. [0026] As noted above, the throttle body 42 creates a pressure gradient when the ICE assembly 10 is in an on-state. "Engine misfire" is a phenomena that may occur when a threshold volume of water condensation builds up inside of the CAC system 16, which is then ingested in undesirable volumes into the intake manifold 40 due to the higher "suction" pressure created by the intake manifold 40. The present invention systematically mitigates the condensate buildup, feeding it in negligible quantities to the intake manifold 40, so that it never reaches the threshold point. More specifically, the hose member 72 removes condensate from the CAC system 16 in a continuous and controlled manner in response to the pressure gradient, spreading out water ingestion by the intake manifold 40, thereby preventing engine misfire. Ideally, the hose member 72 is configured to maintain, for example, but not limited to, 2.5 ounces (oz) or less of condensate in the CAC system. For example the length and internal diameter of the hose member 72, as well as the size of the orifice 78, can be selectively modified to provide varying levels of condensate extraction - i.e., varying suction rates. [0027] Many prior art condensate extractors employ a reservoir or tank configured to collect water condensation. However, accumulated condensate that is not properly evacuated from a charge air cooler can freeze when ambient temperatures reach below freezing, causing the charge air cooler to break down. In addition, reservoirs have a tendency to buildup excessive water which noticeably "slosh" during vehicle turns and acceleration. In addition, most reservoirs are functionally dependent upon gravity, and are thus operatively sensitive to variations in lateral road orientation - known as "road camber effect." The condensate extractor system 70 in accordance with the present invention, namely hose member 72, is characterized by a lack of fluid communication with a reservoir or tank configured to collect water condensation. By eliminating use of a reservoir or tank, slosh and road camber phenomena associated with the use of reservoirs is eliminated. In a similar regard, the hose member is characterized by a lack of a direct fluid communication with the throttle body to further militate against unwanted interruption of engine control by ECU 36. [0028] FIG. 1A provides an enlarged schematic view of a portion of the CAC system 16 and condensate extractor system 70 of FIG. 1. A tubular portion 73 of the hose member 72 is passed through a braise or channel 82 formed in the downstream-end (or cold-end) tank 54 of the CAC system 16. According to preferred practice, the first end 74 of the hose member 72 is placed in direct fluid communication with the vertically lowest most portion of the CAC system 16. For example, as illustrated in FIG. 1A, the tubular portion 73 of the hose member 72 is passed through the channel 82 until it abuts or sits against a locator 84, which is placed immediately adjacent a bottom surface of the CAC system heat exchange core assembly 50. The vertically lowest actual point of the CAC system 16, downstream from the heat exchange core 50 (e.g., the cold-end tank 54) is where water condensation tends to naturally build up through gravity and airflow. By placing the first end 74 of the hose member 72 in direct fluid communication (e.g., with cross-drilled hole 75) with the vertically lowest point of the CAC downstream-end tank 54, pooling or puddling of water condensation within the charge air cooler system 16 is minimized or eliminated. In a similar regard, the hose member 72 is oriented such that the first end 74 is the vertically lowest most portion thereof. By packaging the hose member 72 in this manner, pooling or puddling of water condensation within the condensate extractor system 70 is minimized or eliminated. [0029] While the best modes for carrying out the present invention have been described in detail, those familiar with the art to which this invention relates will recognize various alternative designs and embodiments for practicing the invention within the scope of the appended claims. CLAIMS 1. An internal combustion engine assembly, comprising: an air intake system including an intake manifold in downstream fluid communication with a throttle body; a charge air cooler system in upstream fluid communication with the intake manifold and the throttle body; and a hose member having a first end in direct fluid communication with the charge air cooler system and a second end in direct fluid communication with the intake manifold; wherein the hose member is configured to remove condensate from the charge air cooler system. 2. The internal combustion engine assembly of claim 1, wherein the hose member defines at least one orifice configured to restrict the flow of air and condensate through the hose member. 3. The internal combustion engine assembly of claim 2, further comprising: a filter in direct fluid communication with the hose member and in upstream fluid communication with the orifice. 4. The internal combustion engine assembly of claim 1, wherein the charge air cooler system is operatively attached to the internal combustion engine, and wherein the first end of the hose member is in direct fluid communication with a vertically lowest most portion of the charge air cooler system. 5. The internal combustion engine assembly of claim 4, wherein the charge air cooler system includes a first end tank in upstream fluid communication with a second end tank, wherein the first end of the hose member is in direct fluid communication with the second end tank. 6. The internal combustion engine assembly of claim 1, wherein the throttle body creates a pressure gradient when the internal combustion engine is in an on- state, wherein the hose member removes condensate from the charge air cooler system in a continuous manner in response to the pressure gradient. 7. The internal combustion engine assembly of claim 1, wherein the hose member is characterized by a lack of fluid communication with a reservoir or tank configured to collect condensate. 8. The internal combustion engine assembly of claim 1, wherein the hose member is characterized by a lack of a direct fluid communication with the throttle body. 9. The internal combustion engine assembly of claim 1, wherein the hose member is configured to maintain approximately 2.5 ounces or less of condensate in the charge air cooler system. 10. The internal combustion engine assembly of claim 1, wherein the hose member introduces a first volume of air to the air intake system and the charge air cooler system introduces a second volume of air to the air intake system, wherein the first volume of air is substantially smaller than the second volume of air. 11. The internal combustion engine assembly of claim 1, wherein the hose member is oriented such that the first end is the vertically lowest most portion thereof. 12. An internal combustion engine assembly, comprising: an air intake system including an intake manifold in downstream fluid communication with a throttle body, the throttle body creating a pressure gradient when the internal combustion engine is in an on-state; a supercharging device in fluid communication with the air intake system and configured to provide compressed airflow thereto; a charge air cooler system in downstream fluid communication with the supercharging device and in upstream fluid communication with the air intake system, the charge air cooler system being configured to extract heat from compressed airflow exiting the supercharging device; a hose member having a first end in direct fluid communication with the charge air cooler system and a second end in direct fluid communication with the intake manifold, the hose member removing condensate from the charge air cooler system in a continuous manner in response to the pressure gradient of the intake manifold, the hose member defining at least one orifice configured to restrict the flow of air and condensate through the hose member; and a filter in direct fluid communication with the hose member and in upstream fluid communication with the orifice. 13. The internal combustion engine assembly of claim 12, wherein the charge air cooler system is operatively attached to the internal combustion engine, and wherein the first end of the hose member is in direct fluid communication with a vertically lowest most portion of the charge air cooler system. 14. The internal combustion engine assembly of claim 13, wherein the charge air cooler system includes a first end tank in upstream fluid communication with a second end tank, wherein the first end of the hose member is in direct fluid communication with the second end tank. 15. The internal combustion engine assembly of claim 12, wherein the hose member is characterized by a lack of a direct fluid communication with a reservoir or tank configured to collect condensate. 16. The internal combustion engine assembly of claim 12, wherein the hose member is configured to maintain approximately 2.5 ounces or less of condensate in the charge air cooler system. 17. The internal combustion engine assembly of claim 12, wherein the hose member introduces a first volume of air to the air intake system and the charge air cooler system introduces a second volume of air to the air intake system, wherein the first volume of air is substantially smaller than the second volume of air. 18. The internal combustion engine assembly of claim 12, wherein the supercharging device includes a compressor blade rotatably disposed in a compressor housing and configured for compressing airflow, the compressor housing being in upstream fluid communication with the charge air cooler system. 19. The internal combustion engine assembly of claim 18, wherein the supercharging device further includes a turbine blade rotatably disposed in a turbine housing, the turbine blade being rigidly attached to the compressor blade for unitary rotation therewith, the turbine housing being configured to redirect exhaust flow from the internal combustion engine to spin the turbine blade. 20. An internal combustion engine assembly having an engine block, comprising: an exhaust manifold in fluid communication with the engine block to receive and expel exhaust gases therefrom; an air intake system including an intake manifold in downstream fluid communication with a throttle body, the throttle body creating a pressure gradient when the internal combustion engine is in an on-state; a turbocharger device, including: a compressor blade rotatably disposed in a compressor housing and configured for compressing airflow, the compressor housing being in upstream fluid communication with the charge air cooler system; and a turbine blade rotatably disposed in a turbine housing, the turbine blade being rigidly attached to the compressor blade for unitary rotation therewith, the turbine housing being in downstream fluid communication with the exhaust manifold to redirect exhaust flow therefrom to spin the turbine blade; a charge air cooler system in downstream fluid communication with the turbocharger device and in upstream fluid communication with the air intake system, the charge air cooler system being configured to extract heat from compressed airflow exiting the turbocharger device; a hose member having a first end in direct fluid communication with the charge air cooler system and a second end in direct fluid communication with the intake manifold, the hose member removing condensate from the charge air cooler system in a continuous manner in response to the pressure gradient of the intake manifold, the hose member defining at least one orifice configured to restrict the flow of air and condensate through the hose member; and a filter in direct fluid communication with the hose member and in upstream fluid communication with the orifice. A condensate extractor system for an internal combustion engine assembly with a charge air cooler system is provided. The condensate extractor system includes a hose member with a first end in direct fluid communication with the charge air cooler system, and a second end in direct fluid communication with the intake manifold of the engine air intake system. The hose member removes condensate from the charge air cooler system in a continuous manner in response to a pressure gradient created by the throttle body when the engine is in an on-state. The hose member defines an orifice configured to restrict the flow of air and condensate through the hose member. A filter is placed in direct fluid communication with the hose member, upstream from the orifice. The hose member is preferably characterized by a lack of fluid communication with a reservoir configured to collect condensate.

Full Text

CONDENSATE EXTRACTOR FOR CHARGE AIR COOLER SYSTEMS
TECHNICAL FIELD
[0001] The present invention relates generally to internal combustion engines,
and more specifically to internal combustion engine assemblies equipped with a
supercharging device and a charge air cooler system.
BACKGROUND OF THE INVENTION
[0002] Internal combustion engines (ICE) are often called upon to generate
considerable levels of power for prolonged periods of time on a dependable basis. Many
such ICE assemblies employ a mechanical supercharging device, such as a turbocharger (or
turbine driven, forced induction supercharger), to compress the airflow before it enters the
intake manifold of the engine in order to increase power and efficiency. Specifically, a
turbocharger is a gas compressor that forces more air and, thus, more oxygen into the
combustion chambers of the ICE than is otherwise achievable with ambient atmospheric
pressure. The additional mass of oxygen-containing air that is forced into the ICE
improves the engine's volumetric efficiency, allowing it to burn more fuel in a given cycle,
and thereby produce more power.
[0003] Under extreme operating conditions, the "supercharging" process may
elevate the temperatures of the intake air to an extent that causes the formation of
undesired exhaust by-products, such as various nitrogen oxides (NOx), and reduces the
density of the air charge. To combat this problem, ICE manufacturers have historically
employed a device most commonly known as an intercooler, but more appropriately
identified as a charge-air-cooler (CAC) or aftercooler, to extract heat from the air exiting
the supercharging device. A CAC is a heat exchange device used to cool the air charge
and, thus, further improve volumetric efficiency of the ICE by increasing intake air
charge density through isochoric cooling. A decrease in air intake temperature provides a
denser intake charge to the engine and allows more air and fuel to be combusted per
engine cycle, increasing the output of the engine.
[0004] The heat exchange process can cause moisture (water) to condense and,
thus, form inside of the CAC system, especially when conducted in conditions where the

ambient air flowing through the supercharging device and CAC is substantially humid
(e.g., greater than 50% relative humidity). The condensation tends to accumulate
downstream from the CAC, within the conduit through which the intake manifold receives
the supercharged airflow. The liquefied condensation can be drawn into the intake
manifold, entering the various cylinder combustion chambers. Depending upon the
configuration of the CAC and supercharging devices, as well as their individual and
relative packaging, the condensation may begin to puddle and enter the combustion
chambers in large amounts, potentially causing the ICE to misfire, leading to premature
engine wear, and creating a false-positive error signal triggering a service engine indicator
light. In addition, accumulated water condensate that is not properly evacuated from the
CAC can freeze and crack the CAC when ambient temperatures reach below freezing.
SUMMARY OF THE INVENTION
[0005] According to one embodiment of the present invention, an internal
combustion engine assembly is provided. The internal combustion assembly has an air
intake system including an intake manifold in downstream fluid communication with a
throttle body. A charge air cooler system is in upstream fluid communication with the
intake manifold and the throttle body. A hose member has a first end in direct fluid
communication with the charge air cooler system, and a second end in direct fluid
communication with the intake manifold. The hose member is configured to remove
condensate from the charge air cooler system, preventing premature engine wear as well as
prolonging the operational life expectancy of the charge air cooler system.
[0006] The hose member defines at least one orifice configured to restrict the
flow of air and condensate through the hose member. This restriction prevents
undesirable amounts of condensate and air from bypassing the throttle body and entering
the intake manifold, thus maintaining good engine speed control. In addition, a filter may
be placed in direct fluid communication with the hose member, in upstream fluid
communication with the orifice. The filter helps prevent plugging of the orifice by
minimizing or eliminating contaminate buildup.
[0007] The charge air cooler system is operatively attached to the internal
combustion engine. Once the charge air cooler system is properly attached, the first end

of the hose member is placed in direct fluid communication with the vertically lowest
most portion of the charge air cooler system. In doing so, pooling or puddling of water
condensation within the charge air cooler system is minimized or eliminated. In a similar
regard, the hose member is oriented such that the first end is the vertically lowest most
portion thereof. In this instance, pooling or puddling of water condensation within the
condensate extractor system is minimized or eliminated. In addition, the charge air
cooler system includes a first end tank in upstream fluid communication with a second
end tank. To this regard, the first end of the hose member is in direct fluid
communication with the second end tank.
[0008] The throttle body creates a pressure gradient when the internal combustion
engine is in an on-state. The hose member removes condensate from the charge air
cooler system in a continuous manner in response to the pressure gradient, spreading out
water ingestion by the intake manifold, thereby preventing engine misfire. Ideally, the
hose member is configured to maintain, for example, but not limited to, 2.5 ounces or less
of condensate in the charge air cooler system. When in operation, the hose member
introduces a first volume of air to the air intake system, whereas the charge air cooler
system introduces a second volume of air to the air intake system. Notably, the first
volume of air is substantially smaller than the second volume such that engine mass-air-
flow control is not affected.
[0009] The hose member is characterized by a lack of fluid communication with a
reservoir or tank configured to collect condensate. As such, slosh and road camber
phenomena associated with the use of reservoirs is eliminated. In a similar regard, the hose
member is characterized by a lack of a direct fluid communication with the throttle body.
[0010] According to another embodiment of the present invention, an internal
combustion engine assembly having an engine block is provided. The internal
combustion engine assembly includes an exhaust manifold in fluid communication with
the engine block to receive and expel exhaust gases therefrom. The internal combustion
engine assembly also includes an air intake system with an intake manifold in
downstream fluid communication with a throttle body. The throttle body creates a
pressure gradient when the internal combustion engine is in an on-state.

[0011] The present embodiment also includes a turbocharger device, including a
compressor blade rotatably disposed in a compressor housing, and configured for
compressing airflow. The compressor housing is in upstream fluid communication with
the charge air cooler system for providing compressed air thereto. The turbocharger
device also includes a turbine blade rotatably disposed in a turbine housing. The turbine
blade is rigidly attached to the compressor blade for unitary rotation therewith. The
turbine housing is in downstream fluid communication with the exhaust manifold to
receive and redirect exhaust flow therefrom to spin the turbine blade.
[0012] Also included in the internal combustion engine assembly is a charge air
cooler system in downstream fluid communication with the turbocharger device, and in
upstream fluid communication with the air intake system. The charge air cooler system
is configured to extract heat from compressed airflow exiting the turbocharger device.
[0013] A hose member has a first end in direct fluid communication with the
charge air cooler system, and a second end in direct fluid communication with the intake
manifold. The hose member removes condensate from the charge air cooler system in a
continuous manner in response to the pressure gradient created by the intake manifold.
The hose member also defines at least one orifice that is configured to restrict the flow of
air and condensate through the hose member. A filter is in direct fluid communication
with the hose member, and in upstream fluid communication with the orifice.
[0014] The above features and advantages, and other features and advantages of
the present invention, will be readily apparent from the following detailed description of
the preferred embodiments and best modes for carrying out the present invention when
taken in connection with the accompanying drawings and appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] FIGURE 1 is a schematic illustration of an internal combustion engine
assembly equipped with a charge air cooler system having a condensate extractor system
in accordance with the present invention in fluid communication therewith; and
[0016] FIGURE 1A is an enlarged schematic view of a portion of the charge air
cooler system and condensate extractor system of FIG. 1.

DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0017] Referring to the drawings, wherein like reference numbers refer to like
components throughout the several views, FIG. 1 is a schematic illustration of a
representative internal combustion engine assembly, identified generally as 10, with
which the present invention may be utilized. It should be readily understood that FIG. 1
is merely an exemplary application by which the present invention may be practiced. As
such, the present invention is by no means limited to the particular engine configuration
of FIG. 1. In addition, the drawings presented herein, i.e., FIGS. 1 and 1A, are not to
scale and are provided purely for instructional purposes. Thus, the specific and relative
dimensions shown in the drawings are not to be considered limiting.
[0018] The internal combustion engine (ICE) assembly 10 for a motorized
vehicle, such as, but not limited to, standard passenger cars, sport utility vehicles, light
trucks, heavy duty vehicles, minivans, buses, tractors, etc., includes an engine block and
cylinder head, indicated collectively at 12, equipped with a supercharging device,
represented herein by a turbocharger device 14, and a charge air cooler (CAC) system 16.
Notably, the engine block and cylinder head 12, turbocharger device 14, and CAC system
16 shown in FIG. 1 hereof have been greatly simplified, it being understood that further
information regarding such systems may be found in the prior art. In addition, those
skilled in the art will recognize that the engine block (or cylinder case) and cylinder head
12 may be integrally formed (as depicted in FIG. 1), or be pre-fabricated as individual
components that are subsequently connected, e.g., by bolting or other fastening method.
Finally, the ICE assembly 10 may operate in a compression ignited or spark ignited
combustion mode within the scope of the invention claimed herein.
[0019] With continued reference to FIG. 1, the ICE assembly 10 includes an
exhaust manifold 30 (or header) configured to receive and expel exhaust gases therefrom.
For example, the cylinder block portion of the engine block and cylinder head 12 defines
a plurality of exhaust ports (not shown) through which exhaust gases or products of
combustion are selectively evacuated from a plurality of variable volume combustion
chambers (not shown). The exhaust ports communicate the exhaust gases to the exhaust
manifold 30, which is defined within the cylinder head portion of the engine block and
cylinder head 12. The ICE assembly 10 also includes an air intake system, which is

represented herein by an intake manifold 40 (or inlet manifold) in downstream fluid
communication with a throttle body 42. The throttle body 42 is operable to control the
amount of air flowing into the engine, normally in response to driver input. The intake
manifold 40, on the other hand, is responsible for supplying the fuel/air mixture to the
variable volume combustion chambers. The throttle body 42 creates a pressure gradient
when the ICE assembly 10 is in an on-state.
[0020] The turbocharger device 14 is in fluid communication with the ICE
assembly 10. More specifically, the turbocharger device 14 includes a turbine portion 18
and a compressor portion 20. The turbine portion 18 has a turbine housing 22, which is
in fluid communication with the exhaust manifold 30 via exhaust line 23. The turbine
housing 22 redirects the flowing exhaust stream to spin a turbine blade or impeller,
shown hidden in FIG. 1 at 28, rotatably mounted therein. The compressor portion 20 has
a compressor housing 24 with a compressor blade, shown hidden in FIG. 1 at 26,
rotatably mounted therein. Inlet air is received by the compressor housing 24 from a
clean air filter 32 via clean air duct 25. The turbine blade 28 is rigidly mounted to the
compressor blade 26 for unitary rotation therewith. As the compressor blade 26 spins, air
received from air filter 32 is compressed within the compressor housing 24. Air
compressed by the compressor portion 20 is communicated by compressor output duct
(or CAC inlet duct) 27 to the CAC system 16, the compressor housing 24 being in
upstream fluid communication with the CAC system 16. Those skilled in the art will
recognize that the present invention may incorporate a single turbocharger, twin
turbochargers, staged turbochargers, or various other engine supercharging devices
without departing from the intended scope of the present invention.
[0021] Still referring to FIG. 1 of the drawings, a mass airflow (MAF) sensor 34
is positioned between the clean air filter 32 and clean air duct 25. The MAF sensor 34 is
used to determine the mass of air entering the ICE assembly 10 - i.e., through the
compressor portion 20 of turbocharger device 14, and communicate this information to
an engine control unit (ECU) 36. The air mass information is necessary for the ECU 36
to calculate and deliver the correct fuel mass to the intake manifold 40.
[0022] The charge air output is routed from the compressor portion 20 of the
turbocharger device 14 through the CAC (or aftercooler) system 16 before entering the

intake manifold 40. To this regard, the CAC system 16 is positioned in downstream fluid
communication with the turbocharger device 14, and in upstream fluid communication
with the air intake system (i.e., air intake manifold 40 and throttle body 42). The CAC
system 16 is configured to extract heat from compressed airflow (i.e., cool the air charge)
exiting the turbocharger device 14. Although condensate buildup is a phenomena
normally associated with air-to-air charge air cooler devices, the CAC system 16 may
also be of the air-to-liquid type heat exchanger.
[0023] The CAC system 16 includes a heat exchange core assembly 50 with a
first end tank 52 (also referred to herein as the "hot-end tank" or "upstream-end tank")
operatively attached thereto. The upstream end tank 52 provides a transition to allow the
intake air from the turbocharger device 14 to flow from the compressor output duct 27
into the inner cooling tubes (not shown) of the CAC system 16. The upstream end tank
52 is in upstream fluid communication with a second end tank 54 (also referred to herein
as the "cold-end tank" or "downstream-end tank") operatively attached to an opposite end
of the heat exchange core assembly 50. The downstream end tank 54 provides a
transition to allow the intake air to flow from the tubes of the CAC system 16 to an
induction duct 29, for transfer to the throttle body 42.
[0024] As seen in FIG. 1, the ICE assembly 10 employs a condensate extractor
system 70 to remove water condensation from the CAC system 16, thereby preventing
premature engine wear as well as prolonging the operational life expectancy of the CAC
system 16. The condensate extractor system 70 includes a hose member 72 having first
and second ends 74 and 76, respectively. The first end 74 of hose member 72 is in direct
fluid communication with the CAC system 16. whereas the second end 76 is in direct
fluid communication with the intake manifold 40. By attaching the hose member 72 in
this manner, air mass is not added to or subtracted from the intake manifold 40 that has
not been measured by the MAF sensor 34, which is important for the ECU 36 to calculate
the correct amount of fuel to inject. This is necessary in order to regulate emissions and
have the ICE assembly 10 run smoothly.
[0025] The hose member 72 defines at least one orifice 78 configured to restrict
the flow of air and condensate through the hose member 72. Inclusion of the orifice 78
helps prevent undesirable amounts of water condensation and air from bypassing the

throttle body 42 through the hose member 72, and entering the intake manifold 40, thus
maintaining good engine speed control. For example, when the ICE assembly 10 is in
operation, the hose member 72 introduces a first volume of air to the air intake system,
whereas the CAC system introduces a second volume of air to the air intake system. The
first volume of air introduced by the condensate extractor system 70 is substantially
smaller than the second volume (i.e., negligible in comparison) such that control of the
engine mass-air-flow is left unaffected. In addition, a filter 80 may placed in direct fluid
communication with the hose member 72, in upstream fluid communication with the
orifice 78. The filter 80 helps prevent plugging of the hose member 72 and orifice 78 by
minimizing or eliminating contaminate buildup.
[0026] As noted above, the throttle body 42 creates a pressure gradient when the
ICE assembly 10 is in an on-state. "Engine misfire" is a phenomena that may occur
when a threshold volume of water condensation builds up inside of the CAC system 16,
which is then ingested in undesirable volumes into the intake manifold 40 due to the
higher "suction" pressure created by the intake manifold 40. The present invention
systematically mitigates the condensate buildup, feeding it in negligible quantities to the
intake manifold 40, so that it never reaches the threshold point. More specifically, the
hose member 72 removes condensate from the CAC system 16 in a continuous and
controlled manner in response to the pressure gradient, spreading out water ingestion by
the intake manifold 40, thereby preventing engine misfire. Ideally, the hose member 72 is
configured to maintain, for example, but not limited to, 2.5 ounces (oz) or less of
condensate in the CAC system. For example the length and internal diameter of the hose
member 72, as well as the size of the orifice 78, can be selectively modified to provide
varying levels of condensate extraction - i.e., varying suction rates.
[0027] Many prior art condensate extractors employ a reservoir or tank
configured to collect water condensation. However, accumulated condensate that is not
properly evacuated from a charge air cooler can freeze when ambient temperatures reach
below freezing, causing the charge air cooler to break down. In addition, reservoirs have a
tendency to buildup excessive water which noticeably "slosh" during vehicle turns and
acceleration. In addition, most reservoirs are functionally dependent upon gravity, and
are thus operatively sensitive to variations in lateral road orientation - known as "road

camber effect." The condensate extractor system 70 in accordance with the present
invention, namely hose member 72, is characterized by a lack of fluid communication
with a reservoir or tank configured to collect water condensation. By eliminating use of a
reservoir or tank, slosh and road camber phenomena associated with the use of reservoirs
is eliminated. In a similar regard, the hose member is characterized by a lack of a direct
fluid communication with the throttle body to further militate against unwanted
interruption of engine control by ECU 36.
[0028] FIG. 1A provides an enlarged schematic view of a portion of the CAC
system 16 and condensate extractor system 70 of FIG. 1. A tubular portion 73 of the
hose member 72 is passed through a braise or channel 82 formed in the downstream-end
(or cold-end) tank 54 of the CAC system 16. According to preferred practice, the first
end 74 of the hose member 72 is placed in direct fluid communication with the vertically
lowest most portion of the CAC system 16. For example, as illustrated in FIG. 1A, the
tubular portion 73 of the hose member 72 is passed through the channel 82 until it abuts
or sits against a locator 84, which is placed immediately adjacent a bottom surface of the
CAC system heat exchange core assembly 50. The vertically lowest actual point of the
CAC system 16, downstream from the heat exchange core 50 (e.g., the cold-end tank 54)
is where water condensation tends to naturally build up through gravity and airflow. By
placing the first end 74 of the hose member 72 in direct fluid communication (e.g., with
cross-drilled hole 75) with the vertically lowest point of the CAC downstream-end tank
54, pooling or puddling of water condensation within the charge air cooler system 16 is
minimized or eliminated. In a similar regard, the hose member 72 is oriented such that
the first end 74 is the vertically lowest most portion thereof. By packaging the hose
member 72 in this manner, pooling or puddling of water condensation within the
condensate extractor system 70 is minimized or eliminated.
[0029] While the best modes for carrying out the present invention have been
described in detail, those familiar with the art to which this invention relates will
recognize various alternative designs and embodiments for practicing the invention
within the scope of the appended claims.

CLAIMS
1. An internal combustion engine assembly, comprising:
an air intake system including an intake manifold in downstream fluid
communication with a throttle body;
a charge air cooler system in upstream fluid communication with the
intake manifold and the throttle body; and
a hose member having a first end in direct fluid communication with the
charge air cooler system and a second end in direct fluid communication with the intake
manifold;
wherein the hose member is configured to remove condensate from the
charge air cooler system.
2. The internal combustion engine assembly of claim 1, wherein the
hose member defines at least one orifice configured to restrict the flow of air and condensate
through the hose member.
3. The internal combustion engine assembly of claim 2, further
comprising:
a filter in direct fluid communication with the hose member and in upstream
fluid communication with the orifice.
4. The internal combustion engine assembly of claim 1, wherein the
charge air cooler system is operatively attached to the internal combustion engine, and
wherein the first end of the hose member is in direct fluid communication with a
vertically lowest most portion of the charge air cooler system.
5. The internal combustion engine assembly of claim 4, wherein the
charge air cooler system includes a first end tank in upstream fluid communication with a

second end tank, wherein the first end of the hose member is in direct fluid
communication with the second end tank.
6. The internal combustion engine assembly of claim 1, wherein the
throttle body creates a pressure gradient when the internal combustion engine is in an on-
state, wherein the hose member removes condensate from the charge air cooler system in
a continuous manner in response to the pressure gradient.
7. The internal combustion engine assembly of claim 1, wherein the
hose member is characterized by a lack of fluid communication with a reservoir or tank
configured to collect condensate.
8. The internal combustion engine assembly of claim 1, wherein the
hose member is characterized by a lack of a direct fluid communication with the throttle
body.
9. The internal combustion engine assembly of claim 1, wherein the
hose member is configured to maintain approximately 2.5 ounces or less of condensate in
the charge air cooler system.
10. The internal combustion engine assembly of claim 1, wherein the
hose member introduces a first volume of air to the air intake system and the charge air
cooler system introduces a second volume of air to the air intake system, wherein the first
volume of air is substantially smaller than the second volume of air.
11. The internal combustion engine assembly of claim 1, wherein the
hose member is oriented such that the first end is the vertically lowest most portion thereof.
12. An internal combustion engine assembly, comprising:

an air intake system including an intake manifold in downstream fluid
communication with a throttle body, the throttle body creating a pressure gradient when
the internal combustion engine is in an on-state;
a supercharging device in fluid communication with the air intake system
and configured to provide compressed airflow thereto;
a charge air cooler system in downstream fluid communication with the
supercharging device and in upstream fluid communication with the air intake system,
the charge air cooler system being configured to extract heat from compressed airflow
exiting the supercharging device;
a hose member having a first end in direct fluid communication with the
charge air cooler system and a second end in direct fluid communication with the intake
manifold, the hose member removing condensate from the charge air cooler system in a
continuous manner in response to the pressure gradient of the intake manifold, the hose
member defining at least one orifice configured to restrict the flow of air and condensate
through the hose member; and
a filter in direct fluid communication with the hose member and in upstream
fluid communication with the orifice.
13. The internal combustion engine assembly of claim 12, wherein the
charge air cooler system is operatively attached to the internal combustion engine, and
wherein the first end of the hose member is in direct fluid communication with a
vertically lowest most portion of the charge air cooler system.
14. The internal combustion engine assembly of claim 13, wherein the
charge air cooler system includes a first end tank in upstream fluid communication with a
second end tank, wherein the first end of the hose member is in direct fluid
communication with the second end tank.
15. The internal combustion engine assembly of claim 12, wherein the
hose member is characterized by a lack of a direct fluid communication with a reservoir or
tank configured to collect condensate.

16. The internal combustion engine assembly of claim 12, wherein the
hose member is configured to maintain approximately 2.5 ounces or less of condensate in
the charge air cooler system.
17. The internal combustion engine assembly of claim 12, wherein the
hose member introduces a first volume of air to the air intake system and the charge air
cooler system introduces a second volume of air to the air intake system, wherein the first
volume of air is substantially smaller than the second volume of air.
18. The internal combustion engine assembly of claim 12, wherein the
supercharging device includes a compressor blade rotatably disposed in a compressor
housing and configured for compressing airflow, the compressor housing being in
upstream fluid communication with the charge air cooler system.
19. The internal combustion engine assembly of claim 18, wherein the
supercharging device further includes a turbine blade rotatably disposed in a turbine housing,
the turbine blade being rigidly attached to the compressor blade for unitary rotation therewith,
the turbine housing being configured to redirect exhaust flow from the internal combustion
engine to spin the turbine blade.
20. An internal combustion engine assembly having an engine block,
comprising:
an exhaust manifold in fluid communication with the engine block to
receive and expel exhaust gases therefrom;
an air intake system including an intake manifold in downstream fluid
communication with a throttle body, the throttle body creating a pressure gradient when
the internal combustion engine is in an on-state;
a turbocharger device, including:

a compressor blade rotatably disposed in a compressor housing and
configured for compressing airflow, the compressor housing being in upstream fluid
communication with the charge air cooler system; and
a turbine blade rotatably disposed in a turbine housing, the turbine
blade being rigidly attached to the compressor blade for unitary rotation therewith, the turbine
housing being in downstream fluid communication with the exhaust manifold to redirect
exhaust flow therefrom to spin the turbine blade;
a charge air cooler system in downstream fluid communication with the
turbocharger device and in upstream fluid communication with the air intake system, the
charge air cooler system being configured to extract heat from compressed airflow
exiting the turbocharger device;
a hose member having a first end in direct fluid communication with the
charge air cooler system and a second end in direct fluid communication with the intake
manifold, the hose member removing condensate from the charge air cooler system in a
continuous manner in response to the pressure gradient of the intake manifold, the hose
member defining at least one orifice configured to restrict the flow of air and condensate
through the hose member; and
a filter in direct fluid communication with the hose member and in upstream
fluid communication with the orifice.

A condensate extractor system for an internal combustion engine assembly
with a charge air cooler system is provided. The condensate extractor system includes a
hose member with a first end in direct fluid communication with the charge air cooler
system, and a second end in direct fluid communication with the intake manifold of the
engine air intake system. The hose member removes condensate from the charge air
cooler system in a continuous manner in response to a pressure gradient created by the
throttle body when the engine is in an on-state. The hose member defines an orifice
configured to restrict the flow of air and condensate through the hose member. A filter is
placed in direct fluid communication with the hose member, upstream from the orifice. The
hose member is preferably characterized by a lack of fluid communication with a
reservoir configured to collect condensate.

Documents:

http://ipindiaonline.gov.in/patentsearch/GrantedSearch/viewdoc.aspx?id=1bZ6TgtO9l0TTY+yF+Wrew==&loc=wDBSZCsAt7zoiVrqcFJsRw==

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Patent Number

279990

Indian Patent Application Number

141/KOL/2009

PG Journal Number

06/2017

Publication Date

10-Feb-2017

Grant Date

06-Feb-2017

Date of Filing

27-Jan-2009

Name of Patentee

GM GLOBAL TECHNOLOGY OPERATIONS, INC.

Applicant Address

300 GM RENAISSANCE CENTER DETROIT, MICHIGAN

Inventors:

#	Inventor's Name	Inventor's Address
1	THOMAS PORTER RUTHERFORD	1491 HIDDEN VALLEY DRIVE MILFORD, MI 84380

PCT International Classification Number

B64D 13/00

PCT International Application Number

N/A

PCT International Filing date

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1	12/044.112	2008-03-07	U.S.A.