DE102015208475A1 - Device for removing condensate from a turbocharger arrangement - Google Patents

Abstract

Device for removing condensate from a turbocharger arrangement comprising an internal combustion engine (3) which can be charged by means of at least one turbocharger (2), an intercooler (4) arranged between the turbocharger (2) and the internal combustion engine (3) in an intake tract, and an intercooler ( 4) has an immediate bypass (5), a charge air control valve (8) associated with the charge air cooler (4) being provided for controlling the cooled charge air quantity flowing through the charge air cooler (4) and a bypass control valve (9, 13) associated with the bypass (5) , 16, 19, 22) for controlling the uncooled bypass air quantity flowing through the bypass (5), wherein the two control valves (8, 9, 13, 16, 19, 22) at least between a pure bypass mode, in which is the charge air control valve (8) in a closed position and the bypass control valve (9, 13, 16, 19, 22) is in an open position, and a pure radiator mode, in w elch the charge air control valve (8) is in an open position and the bypass control valve (9, 13, 16, 19, 22) is in a closed position, are controllable, wherein in the pure cooler mode, a flow through the bypass (5) with a predetermined bypass air quantity is possible, wherein at least one by-pass control valve (9, 13, 16, 19, 22) bypassing the bypass passage (15, 18, 21, 24) is provided which in the pure cooler mode, a flow through the bypass (5) with the predetermined bypass air amount.

Description

The present invention relates both to a device and a method for discharging condensate from a turbocharger assembly comprising an internal combustion engine which can be charged by means of at least one turbocharger, an intercooler arranged between the turbocharger and the internal combustion engine in an intake tract, and a bypass bypassing the intercooler.

For example, find such turbocharger assemblies use in motor vehicles. In a conventional manner, intake air from the intake tract of the turbocharger assembly is compressed by a compressor of the turbocharger and then cooled in the intercooler before the cooled, compressed Ansaugbzw. Charge air of the combustion chambers or the internal combustion engine is supplied.

In supercharged by turbochargers internal combustion engines, which are also provided with a low-pressure exhaust gas recirculation, is passed in the recirculated from an exhaust tract of the engine exhaust gas upstream of the compressor of the turbocharger in the intake manifold of the internal combustion engine, moisture, for example water, in the intake air and / or the recirculated exhaust gas is contained, condense on its / its way through the intercooler. The condensed in the intercooler moisture usually passes without further precautions in a natural way, that is, for example, due to gravity and / or the intake or charge air flow, from the intercooler into the internal combustion engine.

In order to achieve a faster warm-up of the internal combustion engine after a cold start, it is also known to provide the charge air cooler with a bypass bypassing the intercooler. For example, cooling of the intake air by the charge air cooler may be bypassed during a cold start phase of the engine by passing the warm intake air compressed by the compressor of the turbocharger through the bypass rather than through the charge air cooler. Also in the bypass, for example, depending on the ambient temperature, moisture contained in the intake or charge air, for example water, condense. Also this condensate can pass without further precautions in a natural way, for example due to gravity and / or the flow of air, from the bypass into the internal combustion engine.

In order to control the cooled charge air quantity flowing through the charge air cooler, a charge air control valve assigned to the charge air cooler may be provided. Similarly, a by-pass bypass control valve may be provided to control the uncooled bypass airflow flowing through the bypass. The two control valves can then be controlled so that they at least between a pure bypass mode in which the charge air control valve is in a closed position and the bypass control valve is in an open position, and a pure radiator mode in which the charge air control valve in is located in an open position and the bypass control valve is in a closed position, are switchable.

However, in the pure radiator mode, where all the intake air flows through the charge air cooler and the bypass control valve is in the closed position, condensate forming in the bypass may now accumulate in front of the closed bypass control valve to such an amount that, when that Bypass control valve is opened again, the internal combustion engine is supplied in a surge and this can then cause damage or at least lead to misfires. The formation of condensate in the closed by the bypass control valve in the pure cooler mode bypass may occur due to pressure pulsations in the turbocharger assembly can pass through the compressed, warm, moist intake air or charge air into the bypass, due to a usually non-existing insulation from the environment and can act as a cooler due to its length. Thus, for example, in the case of a continuously high level of utilization of the internal combustion engine, as occurs, for example, during highway driving of a motor vehicle, a long, pure cooling mode of the turbocharger arrangement may occur, in which a not insignificant amount of condensate is present in front of the bypass in the closed position Control valve can accumulate.

Against this background, the present invention has the object to provide a device and a method for discharging condensate from a turbocharger assembly, which ensures a reliable and for a turbocharged by the turbocharger arrangement harmless discharging formed in the turbocharger assembly condensate. In addition, the condensate should not enter as such in the environment. Furthermore, the device should be particularly simple and in particular require no or as few additional components.

This object is achieved by a device for removing condensate from a turbocharger arrangement having the features of claim 1. Likewise, the object is achieved by a method for removing condensate from a turbocharger arrangement having the features of claim 9 solved. Further particularly advantageous embodiments of the invention disclose the respective subclaims.

It should be noted that the features listed individually in the following description can be combined with one another in any technically meaningful manner and show further embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

According to the invention, a device for removing condensate from a turbocharger arrangement which has an internal combustion engine which can be charged by means of at least one turbocharger, in particular a gasoline or diesel engine of a motor vehicle, an intercooler arranged in an intake tract between the turbocharger and the internal combustion engine and a bypass bypassing the charge air cooler, a charge air control valve associated with the charge air cooler for controlling the cooled charge air amount flowing through the charge air cooler and a bypass control valve associated with the bypass for controlling the uncooled bypass air quantity flowing through the bypass. In other words, can be controlled by the charge air control valve flowing through the charge air cooler cooled charge air amount and by means of the bypass control valve flowing through the bypass uncooled bypass air quantity. For this purpose, the charge air control valve is arranged, for example, in a supply line to the intercooler or a discharge from the intercooler or at its inlet or outlet. The bypass control valve is arranged, for example, directly in the bypass itself.

Furthermore, the two control valves are at least between a pure bypass mode in which the charge air control valve is in a closed position and the bypass control valve is in an open position, and a pure radiator mode in which the charge air control valve is in an open position and the bypass control valve is in a closed position, controllable.

According to the invention, a flow through the bypass with a predetermined amount of bypass air is still possible in the pure cooler mode. This advantageously ensures that no significant amount of condensate that is detrimental to the internal combustion engine can accumulate before the bypass control valve that is in the closed position in the pure cooler mode. Rather, the condensate is removed by the still flowing during the pure cooler mode by the bypass bypass air quantity from the bypass and the internal combustion engine supplied in a harmless amount. The predetermined uncooled bypass air volume during the pure radiator operation is preferably such that the bypass air flow on the one hand is able to carry the accumulated in the bypass condensate, and on the other hand, the cooled by the intercooler charge air is not significantly heated when passing through the Bypass flowing uncooled bypass air quantity downstream of the bypass is mixed with the flowing through the charge air cooler cooled charge air quantity again.

The control of the charge air control valve and / or the bypass control valve can be performed by a corresponding control unit, also by the central control unit of the motor vehicle or the internal combustion engine, in which signals for a pure radiator mode, a pure bypass mode or even generates a mixed operation become.

According to the invention, at least one by-pass bypass valve bypassing the bypass control valve is provided which, in the pure radiator mode, allows the bypass to flow through with the predetermined amount of bypass air. Here, it is to be understood that the flow passage fluidly connects an upstream side of a closure part of the bypass control valve, for example, a valve flap, to a downstream side of the closure part.

An advantageous embodiment of the invention provides in this case that the at least one bypass flow channel is formed in a valve housing of the bypass control valve. Thus, the bypass flow channel, for example, the closure part of the bypass control valve, for example, the valve flap, in its closed position, in which the closure member hermetically seals the bypass, be disposed immediately on the housing inner wall. For example, the bypass flow channel can already be introduced during the casting of the housing in the housing inner wall or after the housing production by a machining of the housing inner wall, for example drilling, milling, planing and the like.

According to a further advantageous embodiment of the invention, the at least one bypass flow channel is formed in a closure part of the bypass control valve, for example a valve flap. For example, the closure member itself may have a bore which forms the bypass flow passage bypassing the bypass control valve, which fluidly connects the upstream side of the closure member to the downstream side of the closure member.

A still further advantageous embodiment of the invention provides that the bypass control valve has a closing stop on which a closure part of the bypass control valve, for example a valve flap, comes into abutment in the closed position such that the bypass is not hermetically sealed by the closure part. So airtight, closable. In this way it is also ensured that the bypass in the closed position of the bypass control valve can be flowed through by the predetermined amount of bypass air.

According to a further advantageous embodiment of the invention, the bypass branches off from an intake pipe downstream of the turbocharger and upstream of the charge air cooler and opens downstream of the intercooler at a junction in the intake. The charge air control valve and / or the bypass control valve is or are arranged here at the junction of the bypass. The arrangement of one of the two control valves or even both control valves at the junction of the bypass, that is on the downstream, "cold side" of the intercooler, is particularly advantageous in terms of manufacturing costs for the valves, their required space and weight.

A further advantageous embodiment of the invention provides that the charge air control valve and the bypass control valve are housed in a common housing unit. This allows additional cost, space and weight savings can be achieved.

According to a further advantageous embodiment of the invention, the charge air control valve and / or the bypass control valve is designed as a flap valve, that is, the closure part of the respective control valve is designed as a pivotable valve flap. The flap valve may preferably continuously open the respective branch in which it is arranged, that is the charge air branch or the bypass air branch, so that either the pure cooler mode or the pure bypass mode or a mixed mode can be set in which both the Intercooler and the bypass with appropriately divided flow rates of the charged air can be flowed through.

Particularly advantageous is a further embodiment of the invention, in which the internal combustion engine is provided with a low-pressure exhaust gas recirculation. In this case, exhaust gas taken from an exhaust tract of the internal combustion engine is passed back upstream of a compressor of the turbocharger into the intake tract of the internal combustion engine. Although the exhaust gas recirculated from the exhaust tract of the internal combustion engine contains moisture, for example water, which may condense in the turbocharger assembly or the intake manifold of the internal combustion engine, in combination with the present invention, the condensate is safely removed from the turbocharger assembly in such quantities that it will the internal combustion engine can not damage.

In another aspect of the present invention, a method of removing condensate from a turbocharger assembly is disclosed. The turbocharger arrangement has an internal combustion engine which can be charged by means of at least one turbocharger, in particular a gasoline or diesel engine of a motor vehicle, an intercooler arranged in an intake tract between the turbocharger and the internal combustion engine, and a bypass bypassing the charge air cooler. Furthermore, a charge air control valve assigned to the charge air cooler is provided for controlling the cooled charge air quantity flowing through the charge air cooler and a bypass control valve assigned to the bypass for controlling the uncooled bypass air quantity flowing through the bypass. Furthermore, the two control valves are at least between a pure bypass mode in which the charge air control valve is in a closed position and the bypass control valve is in an open position, and a pure radiator mode in which the charge air control valve is in an open position and the bypass control valve is in a closed position, controllable. The inventive method comprises at least the step that the bypass control valve is opened in the pure cooler mode periodically for a predetermined period of time.

In this way, even in a per se conventional bypass control valve, that is, in a bypass control valve, which closes the bypass in its closed position with a closure part, such as a valve flap, hermetically, that airtight, be ensured that no significant for the internal combustion engine harmful amount of condensate before accumulating in the pure radiator mode in the closed position bypass control valve can accumulate. Rather, the condensate is further removed by the periodic opening of the bypass control valve during the pure radiator mode from the bypass and the internal combustion engine supplied in a harmless amount. Here, the period duration and the opening period of the bypass control valve during the pure radiator mode is preferably such that on the one hand accumulated during the closed position before the bypass control valve amount of condensate for redirection to the internal combustion engine is harmless and on the other hand during the opening period by the bypass The non-cooled bypass air flow does not substantially heat the charge air cooled by the intercooler when the bypass valve Air quantity downstream of the bypass is mixed again with the amount of charge air flowing through the intercooler.

Preferably, the control of the charge air control valve and / or the bypass control valve by a corresponding control unit, for example, the central control unit of the motor vehicle or the internal combustion engine is performed.

Further features and advantages of the invention will become apparent from the following description of non-limiting embodiments of the invention, which is explained in more detail below with reference to the drawing. In this drawing show schematically:

1 a device for removing condensate from a turbocharger arrangement according to an embodiment of the invention,

2 a detailed view of the device 1 .

3 a cross-sectional view of a first embodiment according to the invention of a bypass control valve,

4 a cross-sectional view of a second embodiment according to the invention of a bypass control valve,

5 a cross-sectional view of a third embodiment of the invention of a bypass control valve and

6 a cross-sectional view of a fourth embodiment of the invention a bypass control valve.

In the different figures, equivalent parts are always provided with the same reference numerals with respect to their function, so that these are usually described only once.

1 schematically shows a device 1 for discharging condensate from a turbocharger arrangement of a motor vehicle not shown in detail according to an embodiment of the invention. As 1 can be seen, the turbocharger assembly includes a means of a turbocharger 2 rechargeable internal combustion engine 3 , one between the turbocharger 2 and the internal combustion engine 3 arranged in an intake manifold intercooler 4 and one the intercooler 4 immediate bypass 5 , At the in 1 shown exemplary turbocharger arrangement is the internal combustion engine 2 a diesel engine. Instead of the diesel engine may also be provided a gasoline engine.

Furthermore, the internal combustion engine 3 of the exemplary turbocharger arrangement 1 provided with a low-pressure exhaust gas recirculation (not shown), in which from an exhaust tract of the internal combustion engine 3 removed exhaust gas upstream of a compressor of the turbocharger 2 in the intake tract of the internal combustion engine 3 is directed.

As in 1 can be seen, the bypass branches 5 from a suction line 6 downstream of the turbocharger 2 and upstream of the intercooler 4 off ("warm side" of the intercooler 4 ) and opens downstream of the intercooler 4 and upstream of the internal combustion engine 3 at a junction 7 ("Cold side" of the intercooler 4 ) back into the suction line 6 , This way, you can get from the turbocharger 2 compressed charge air the intercooler 4 bypass uncooled.

At the in 1 Illustrated exemplary turbocharger arrangement are both a charge air control valve 8th (to be recognized in 2 ) as well as a bypass control valve 9 (also recognizable in 2 ) at the confluence point 7 of the bypass 5 arranged. Here is the intercooler 4 the charge air control valve 8th assigned and serves to control the through the intercooler 4 flowing cooled charge air quantity. The bypass 5 is the bypass control valve 9 assigned. This serves to control the by-pass 5 flowing uncooled bypass airflow.

2 represents the junction 7 of the bypass 5 in the intake pipe 6 schematically enlarged dar. can be seen that the intercooler 4 assigned charge air control valve 8th that in the intake pipe 6 is arranged, as well as the bypass 5 associated bypass control valve 9 that in the bypass 5 is arranged. In the embodiment of the device shown 1 are both control valves 8th and 9 designed as flap valves. The charge air control valve 8th essentially comprises a closure element 10 , In particular, a valve flap, and a valve flap 10 in the intake pipe 6 pivotally mounted flap shaft 11 , The bypass control valve 9 essentially comprises a closure element 12 , In particular, a valve flap, and also the valve flap 12 in the bypass 5 pivotally mounted flap shaft 11 ,

Both control valves 8th and 9 are in the illustrated embodiment of the device 1 in each case by means of a control unit (not shown), in particular a central control unit of the motor vehicle, controllable between an open position and a closed position. In 2 is the charge air control valve 8th in its open position, in which the flow through the intercooler 4 through the charge air control valve 8th is essentially not obstructed. In 2 is the bypass control valve 9 however, in its closed position, in which the flow through the bypass 5 through the bypass control valve 9 is considerably slowed down, although not completely prevented, as will be described in more detail below.

The two control valves 8th and 9 are thus at least between a pure bypass mode in which the charge air control valve 8th located in a closed position and the bypass control valve 9 is in an open position, and a pure radiator mode, in which the charge air control valve 8th located in an open position and the bypass control valve 9 in a closed position, controllable. In 2 is therefore the pure radiator mode of the device 1 shown.

In the in the 1 and 2 illustrated embodiment of the device 1 is, as already mentioned above, the flow through the bypass 5 with a predetermined bypass air quantity in the pure cooler mode, that is to say in the bypass control valve in its closed position 9 , possible. A schematic cross-sectional view of a first embodiment according to the invention of a bypass control valve 13 that has a flow through the bypass 5 in the closed position of the bypass control valve 13 allows, is in 3 shown. This in 3 Bypass control valve shown by way of example 13 is also designed as a flap valve. It therefore includes as already in 2 shown control valve 9 the valve flap 12 , by means of the flap shaft 11 in the bypass 5 or one the bypass control valve 13 receiving valve housing 14 is pivotally mounted. In 3 It can be seen that in the illustrated valve housing 14 or the bypass 5 a bypass control valve 13 bypass by-pass channel 15 is provided in the pure cooler mode, that is, when the bypass control valve 13 in his in 3 shown closed position, a flow through the bypass 5 with the predetermined bypass air amount allows. The predetermined uncooled bypass air quantity during the pure cooling operation of the turbocharger arrangement is in this case dimensioned such that the uncooled bypass air flow is able, on the one hand, in the bypass 5 in front of the bypass control valve 13 Accumulated accumulated condensate, and on the other hand by the intercooler 4 cooled charge air is not significantly heated when passing through the bypass 5 flowing uncooled bypass airflow downstream of the bypass 5 with the through the intercooler 4 flowing cooled charge air is mixed again.

At the in 3 illustrated embodiment of the bypass control valve 13 is the bypass flow channel 15 already during the casting of the valve housing 14 been introduced in the housing wall. In the circumferential direction of the valve housing 14 the flow channel extends 15 (Width of the flow channel 15 ) preferably as far as it is to achieve the desired amount of bypass air in the closed position of the bypass control valve 13 is required. Similarly, the height of the passageway 15 determined as the width and height of the passageway 15 the flow cross-section of the passageway 15 establish.

4 schematically shows a cross-sectional view of a second embodiment according to the invention of a bypass control valve 16 This is also a flow through the bypass 5 in the closed position of the bypass control valve 16 allows. Again this is in 3 Bypass control valve shown by way of example 16 as a flap valve with flap shaft 11 and valve flap 12 educated. The bypass control valve 16 is in a valve housing 17 or the bypass 5 recorded in the housing wall, a bypass control valve 16 bypass by-pass channel 18 introduced in the pure cooler mode, that is, when the bypass control valve 16 in his in 4 shown closed position, a flow through the bypass 5 with the predetermined bypass air amount allows. Regarding the predetermined uncooled bypass air quantity, the bypass control valve 16 flows through during the pure radiator operation, the previously explained explanations apply equally.

At the in 4 illustrated embodiment of the bypass control valve 16 is the flow channel 17 through two holes in the valve body 17 or the bypass 5 has been introduced, wherein a bore from one side of the valve flap 12 (left half of the picture) and the other hole from the other side of the valve flap 12 (right half of the picture) into the housing or bypass wall 17 respectively. 5 was introduced. The diameter of the holes defines the flow area of the bypass flow channel 18 to influence the desired, the bypass 5 in the closed position of the bypass control valve 16 flowing by-pass air quantity.

5 schematically illustrates a cross-sectional view of a third embodiment of a bypass control valve according to the invention 19 This is also a flow through the bypass 5 in the closed position of the bypass control valve 19 allows. Also in 5 Bypass control valve shown by way of example 19 is as flap valve with flap shaft 11 and valve flap 12 educated. The bypass control valve 19 is in a valve housing 20 or the bypass 5 recorded in the housing wall, a bypass control valve 19 bypass by-pass channel 21 introduced in the pure cooler mode, that is, when the bypass control valve 19 in his in 5 shown closed position, a flow through the bypass 5 with the predetermined bypass air amount allows. Regarding the predetermined uncooled bypass air quantity, the bypass control valve 19 flows through during the pure radiator operation, the previously explained explanations apply equally.

At the in 5 illustrated embodiment of the bypass control valve 19 is the flow channel 21 by machining the inner wall of the valve housing 20 or the bypass 5 , in particular by a machining machining, such as milling, in the valve housing 20 or the bypass 5 been introduced. It is in 5 to recognize that the flow channel 21 trough-shaped below the valve flap 12 is trained. The depth (expansion in the radial direction of the valve housing 20 ) and width (expansion in the circumferential direction of the valve housing 20 ) determines the flow area of the bypass flow channel 21 what the desired, the bypass 5 in the closed position of the bypass control valve 19 flowing by-pass air quantity can be set.

6 schematically shows in the left half of a cross-sectional view of a fourth embodiment of the invention a bypass control valve 22 This is also a flow through the bypass 5 in the closed position of the bypass control valve 22 allows. In the right half of the picture 6 is designed as a flap valve bypass control valve 22 shown in a plan view. The bypass control valve 22 is in a valve housing 23 or the bypass 5 added. In the in 6 illustrated fourth embodiment of the bypass control valve 22 is a bypass control valve 22 bypass by-pass channel 24 in the valve flap 12 designed as a bore in the pure cooler mode, that is, when the bypass control valve 22 in his in 6 shown closed position, a flow through the bypass 5 with the predetermined bypass air amount allows. Regarding the predetermined uncooled bypass air quantity, the bypass control valve 22 flows through during the pure radiator operation, the previously explained explanations apply equally. The diameter of the holes 24 sets the flow area of the bypass flow channel 24 to influence the desired, the bypass 5 in the closed position of the bypass control valve 22 flowing by-pass air quantity.

The above-described inventive devices and the method according to the invention are not limited to the embodiments disclosed herein, but also include similar further embodiments. In particular, the device according to the invention and the method according to the invention are not limited to use in a motor vehicle, but can be used wherever condensate is to be discharged from a turbocharger arrangement comprising an internal combustion engine which can be charged by means of at least one turbocharger, one between the turbocharger and the internal combustion engine an intercooler arranged charge air cooler and the intercooler bypass bypass has.

In a preferred embodiment, the inventive device for discharging condensate from a turbocharger assembly in a motor vehicle with a superchargeable by means of at least one turbocharger internal combustion engine, in particular a gasoline or diesel engine, and arranged between the turbocharger and the internal combustion engine in an intake intercooler and a charge air cooler used immediate bypass, wherein the internal combustion engine is provided with a low-pressure exhaust gas recirculation.

LIST OF REFERENCE NUMBERS

1

 Device for removing condensate from a turbocharger arrangement

2

 turbocharger

3

 Internal combustion engine

4

 Intercooler

5

 bypass

6

 suction

7

 junction point

8th

 Charge air control valve

9

 Bypass control valve

10

Closing element or valve flap of 8th

11

 flap shaft

12

Closing element or valve flap of 9

13

 Bypass control valve

14

Valve body of 13

15

Flow channel of 13

16

 Bypass control valve

17

Valve body of 16

18

Flow channel of 16

19

 Bypass control valve

20

Valve body of 19

21

Flow channel of 19

22

 Bypass control valve

23

Valve body of 22

24

Flow channel of 22

Claims (9)

Device for removing condensate from a turbocharger arrangement, which is provided by means of at least one turbocharger ( 2 ) rechargeable internal combustion engine ( 3 ), one between the turbocharger ( 2 ) and the internal combustion engine ( 3 ) arranged in an intake manifold intercooler ( 4 ) and a charge air cooler ( 4 ) immediate bypass ( 5 ), wherein a the intercooler ( 4 ) associated charge air control valve ( 8th ) for controlling by the intercooler ( 4 ) flowing cooled charge air quantity is provided and the bypass ( 5 ) associated bypass control valve ( 9 . 13 . 16 . 19 . 22 ) to control by the bypass ( 5 ) is provided flowing uncooled bypass air quantity, wherein the two control valves ( 8th . 9 . 13 . 16 . 19 . 22 ) at least between a pure bypass mode in which the charge air control valve ( 8th ) is in a closed position and the bypass control valve ( 9 . 13 . 16 . 19 . 22 ) is in an open position, and a pure radiator mode, in which the charge air control valve ( 8th ) is in an open position and the bypass control valve ( 9 . 13 . 16 . 19 . 22 ) are in a closed position, are controllable, wherein in the pure cooler mode, a flow through the bypass ( 5 ) is possible with a predetermined amount of bypass air, wherein at least one of the bypass control valve ( 9 . 13 . 16 . 19 . 22 ) bypass by-pass channel ( 15 . 18 . 21 . 24 ) is provided, which in the pure radiator mode, a flow through the bypass ( 5 ) with the predetermined bypass air amount. Device according to claim 1, characterized in that the flow channel ( 15 . 18 . 21 ) in a valve housing ( 14 . 17 . 20 ) of the bypass control valve ( 13 . 16 . 19 ) is trained. Device according to claim 1, characterized in that the flow channel ( 24 ) in a closure part ( 12 ) of the bypass control valve ( 22 ) is trained. Device according to one of the preceding claims, characterized in that the bypass control valve ( 9 ) has a closing stop on which a closure part of the bypass control valve ( 9 ) comes into abutment in the closed position such that the bypass ( 5 ) is not hermetically sealed by the closure part. Device according to one of the preceding claims, characterized in that the bypass ( 5 ) from a suction line ( 6 ) downstream of the turbocharger ( 2 ) and upstream of the intercooler ( 4 ) branches off and downstream of the intercooler ( 4 ) and upstream of the internal combustion engine ( 3 ) at a point of confluence ( 7 ) back into the suction line ( 6 ), wherein the charge air control valve ( 8th ) and / or the bypass control valve ( 9 . 13 . 16 . 19 . 22 ) at the point of interchange ( 7 ) of the bypass ( 5 ) is / are arranged. Device according to one of the preceding claims, characterized in that the charge air control valve ( 8th ) and the bypass control valve ( 9 . 13 . 16 . 19 . 22 ) are housed in a common housing unit. Device according to one of the preceding claims, characterized in that the charge air control valve ( 8th ) and / or the bypass control valve ( 9 . 13 . 16 . 19 . 22 ) is designed as a flap valve / are. Device according to one of the preceding claims, characterized in that the internal combustion engine ( 3 ) is provided with a low-pressure exhaust gas recirculation, in which from an exhaust tract of the internal combustion engine ( 3 ) removed exhaust gas upstream of a compressor of the turbocharger ( 2 ) in the intake tract of the internal combustion engine ( 3 ). Method for removing condensate from a turbocharger arrangement, which is provided by means of at least one turbocharger ( 2 ) rechargeable internal combustion engine ( 3 ), one between the turbocharger ( 2 ) and the internal combustion engine ( 3 ) arranged in an intake manifold intercooler ( 4 ) and a charge air cooler ( 4 ) immediate bypass ( 5 ), wherein a the intercooler ( 4 ) associated charge air control valve ( 8th ) for controlling by the intercooler ( 4 ) flowing cooled charge air quantity is provided and the bypass ( 5 ) associated bypass control valve ( 9 . 13 . 16 . 19 . 22 ) to control by the bypass ( 5 ) is provided flowing uncooled bypass air quantity, wherein the two control valves ( 8th . 9 . 13 . 16 . 19 . 22 ) at least between a pure bypass mode in which the charge air control valve ( 8th ) is in a closed position and the bypass control valve ( 9 . 13 . 16 . 19 . 22 ) is in an open position, and a pure radiator mode, in which the charge air control valve ( 8th ) is in an open position and the bypass control valve ( 9 . 13 . 16 . 19 . 22 ) are in a closed position, are controllable, comprising at least the step that the bypass control valve ( 9 . 13 . 16 . 19 . 22 ) in the pure cooler mode is opened periodically for a predetermined period of time.

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