HK1159552B - Method of washing an engine and collecting waste liquid - Google Patents

Description

Method for cleaning engine and collecting waste liquid

The present invention is a divisional application of the patent application entitled "system and apparatus for collecting and treating wastewater from engine cleaning" filed under the filing number 200480001288.9, international application date 2004, 6/14.

Technical Field

The present invention relates generally to the field of cleaning jet engines, particularly using cleaning fluids such as water and detergents or water only, and more particularly to a system and apparatus for collecting and treating waste water from engine cleaning operations and a mobile cart including such a system.

Background

A gas turbine engine installed as an aircraft engine includes a compressor to compress ambient air, a combustor to combust fuel and the compressed air, and a turbine to drive the compressor. The expanding combustion gases drive the turbine and also generate thrust for propelling the aircraft.

Air jets like jet engines consume large amounts of air. The air contains foreign particles in the form of aerosols or larger particles which subsequently enter the engine with the airflow. A large part of the particles will pass through the engine along the gas channel and leave with the exhaust gases. However, particles having the property of sticking to components within the engine gas passages alter the aerodynamic properties of the engine, more specifically reducing engine performance. Typical contaminants found in the aviation environment are pollen, insects, engine exhaust gases, leaking engine oil, hydrocarbons from industrial activities, salts from offshore, chemicals from aircraft de-icing and substances such as dust on aircraft surfaces.

Contaminants that stick to components within the engine gas path produce engine fouling. The result of the gas path fouling is that the engine operates at a lower efficiency. As efficiency decreases, the engine operates less efficiently and has higher emissions. Fouling will result in more fuel having to be burned to achieve the same thrust as a clean engine. Also, it was found to have an environmental disadvantage of increased carbon dioxide emissions with higher fuel consumption. In addition, more fuel is burned resulting in higher temperatures within the engine combustion chamber. Along with this, high temperatures are exposed to engine hot components. Higher temperature exposure will shorten the life time of the engine. Higher baking temperatures result in increased NOx formation, which is also another environmental disadvantage. In summary, operators of dirty engines suffer from reduced engine life, poor operating efficiency and higher emissions. Airline operators therefore have a strong incentive to keep the engine clean.

It has been found that the only reasonable way to combat fouling is to clean the engine. Cleaning may be carried out by directing a stream of water from the rubber hose towards the engine inlet. However, this approach has limited success due to the simple nature of the process. An alternative method is to pump the cleaning liquid directed towards the engine inlet surface through a manifold with special nozzles. During cleaning, the manifold is temporarily mounted on the engine hood or on the engine shaft conical head. The motor shaft is cranked by using the starter motor while injecting the cleaning liquid toward the engine inlet. The shaft rotation enhances the cleaning effect of the mechanical movement. Shaft rotation allows the cleaning liquid to move over a larger surface area and enhances the ability of the liquid to penetrate into the engine interior. The present method has proven successful in most gas turbine jet engine types, such as turbojet engines, turboprop engines, turboshaft engines, and mixed or non-mixed turbofan engines.

Proper cleaning operation of a gas turbine engine may be confirmed by observing that the cleaning liquid exits the engine at the engine outlet. At the engine outlet, the cleaning liquid has become a waste liquid. The waste liquid may exit the engine outlet as a stream that is dumped to the ground. Alternatively, the waste liquid may be carried in fine droplets by an air stream, wherein the air stream is the result of the rotation of the engine shaft. This airborne liquid can be transported a considerable distance before falling to the ground. From the actual cleaning operation it is shown that the waste liquid will spread over a large surface area, typically more than 20 meters downstream of the engine outlet. It is undesirable for the waste liquid to be spread over the ground. It is an object of the present invention to provide a method and apparatus for collecting waste liquid leaving an engine.

The waste liquid leaving the engine during cleaning includes the cleaning liquid entering the engine, along with released fouling materials, combustion solids, compressor and turbine coating materials, and grease products. Such waste liquids can be hazardous. For example, analysis of water collected from actual turbine engine cleaning operations shows cadmium. Cadmium comes from compressor blade coating material released during the cleaning operation. Cadmium is environmentally sensitive and does not allow disposal into the drain. This waste liquid must be treated to separate hazardous components before disposal in the sewer.

The gas turbine aircraft engines may be of different types such as turbojet engines, turboprop engines, turboshaft engines, and mixed or non-mixed turbofan engines. These engines encompass a large range of performance and may include different design details for different manufacturers. The types of aircraft used for the defined service may be provided by different aircraft manufacturers, so that the design of the aircraft and its engines may vary. Also, aircraft manufacturers may provide different engine settings for the same aircraft type. The possibility of combining aircraft types and large engines from different aircraft manufacturers leads to practical problems in designing a system for collecting and treating waste cleaning liquid suitable for most winged aircraft. U.S. patent 5,899,217 to Testman, jr discloses an engine cleaning recovery system that is limited to small and special turboprop engines because the containers used in the invention are not suitable for use with airflows emitted from, for example, large turbofan engines.

The collection of waste water from engine cleaning can be achieved by hanging canvas like collectors under the engine nacelle. However, any operation that produces anything hooked onto the engine has the disadvantage of subjecting the engine to damage.

Disclosure of Invention

It is therefore an object of the present invention to provide a method and apparatus capable of collecting and treating waste water from engine cleaning for a wide range of aircraft categories, including the largest.

It is another object of the present invention to provide a method and apparatus for removing hazardous components from wastewater prior to disposal.

It is another object of the present invention to provide a method and apparatus for collecting and treating waste water from engine cleaning without physical contact between the collector device and the engine.

It is a further object of the present invention to provide a method and apparatus for enabling clean engine operation.

These and other objects are achieved according to the present invention by providing a device and a system having the features defined in the independent claims. Preferred embodiments are defined in the dependent claims.

According to a first aspect of the present invention, a system for collecting and treating wastewater from engine cleaning is provided. The system comprises a collecting device for collecting waste liquid during an engine cleaning operation, wherein the collecting device comprises a liquid separating means having an inlet surface and an outlet surface, arranged to separate cleaning liquid from an airflow entering the inlet surface, the airflow being emitted from the engine during the engine cleaning operation; and liquid collection means for collecting separated liquid from the liquid separation means and liquid leaving the engine from the cleaning operation. And the system comprises a treatment device for treating the waste liquid collected during the cleaning operation, wherein the treatment device comprises filter means arranged to remove particles and ions from the liquid, wherein the treatment device is connected to the collection device for leading the waste liquid from the liquid collection means to the treatment device for treatment within the filter means.

According to a second aspect of the present invention there is provided a collecting device for collecting waste liquid during an engine cleaning operation, wherein the collecting device comprises liquid separating means having an inlet surface and an outlet surface arranged to separate cleaning liquid from an airflow entering the inlet surface, wherein the airflow is emitted from the engine during the engine cleaning operation; and liquid collecting means for collecting separated liquid from the liquid separating means and liquid leaving the engine from the cleaning operation.

According to a third aspect of the present invention there is provided a treatment device for treating waste liquid collected during a cleaning operation, wherein the treatment device comprises filter means arranged to remove particles and ions from the liquid.

According to another aspect of the present invention, a mobile cart for servicing an engine during an engine cleaning operation is provided that includes a chassis equipped with wheels. The trailer comprises a system according to the first aspect of the invention disposed on a chassis; adjustment means for adjusting the position of the liquid separation means and/or the liquid collection means and/or the liquid storage means relative to the engine.

The solution according to the invention provides several advantages over existing solutions. One advantage is that hazardous particulates, materials, or other content types, such as released fouling materials, combustion solids, compressor and turbine coating materials, heavy metals, and grease products, can be removed or separated from waste streams from cleaning operations in an efficient and environmentally friendly manner.

Another advantage is that the inventive apparatus and system can be used with different types and designs of gas turbine aircraft engines, such as turbojet engines, turboprop engines, turboshaft engines, and mixed or un-mixed turbofan engines, and with different aircraft types and designs from different manufacturers, because the apparatus and system can be precisely tuned for a particular engine and aircraft. The invention thus provides a high degree of adaptability, since one system can be used for all engine and aircraft types, i.e. the invention provides for the collection and disposal of waste cleaning liquids that are universally applicable to most winged aircraft. This also results in cost savings, since the same system or a mobile trailer comprising the system can be used for all types of engines and aircraft.

A further advantage is that there is no physical contact between the collector device and the engine, so that any damage to the engine can be avoided.

Further objects and advantages of the invention will be discussed below by means of exemplary embodiments.

Drawings

Preferred embodiments of the present invention will now be described in more detail with reference to the accompanying drawings, in which

FIG. 1 illustrates a cross-section of a non-hybrid turbofan gas turbine engine.

FIG. 2 illustrates how the waste liquid exits the unmixed turbofan gas turbine engine during cleaning of the engine.

Figure 3 shows a waste liquid collection device according to the invention.

Figure 4a shows the treatment of the waste liquid before it is disposed of in the sewer.

Figure 4b shows an alternative waste treatment process before disposal of the waste in the sewer.

Figure 5 shows a waste liquid collection device and treatment device mounted on a mobile trailer for practical use in servicing aircraft at an airport.

Figure 6 shows a mobile cart with a waste water collection device and treatment device positioned to service an engine mounted under the wing.

Figure 7 shows a mobile cart with a waste water collection device and treatment device positioned to service a tail mounted engine.

Fig. 8 shows an embodiment of the separator profile of the droplet separator shown in fig. 3.

Detailed Description

The present invention may be implemented on several engine types, such as turboshaft engines, turboprop engines, turbojet engines, and hybrid/non-hybrid multi-shaft turbofan engines. The invention may be practiced on both under-wing mounted engines and aft mounted engines as further shown in fig. 6 and 7.

FIG. 1 shows a cross-section of a non-hybrid turbofan engine. Such engines are a common type found on large aircraft, for example in the passenger service. The engine 1 includes a fan section 102 and a core engine section 103. The airflow is indicated by arrows. The engine 1 has an inlet 10 where air enters the engine. The airflow is driven by a fan 15. A portion of the incoming air exits at the outlet 11. The remainder of the intake air enters the core engine at inlet 13. Air entering the core engine is compressed by a compressor 17. The compressed air is combusted with fuel (not shown) within combustion chamber 101 to produce pressurized hot combustion gases. The pressurized hot combustion gases expand toward the core engine outlet 12. The expansion is completed in two stages. In the first stage, the combustion gases are expanded to an intermediate pressure while driving the turbine 18. In the second stage, the combustion gases expand toward ambient pressure, driving the turbine 16. Turbine 16 drives fan 15 via shaft 14. The turbine 18 drives the compressor 17 via a second shaft 19, wherein the second shaft 19 is in the form of a shaft coaxial with the first shaft 14.

In fig. 2, the engine depicted in fig. 1 is subjected to engine cleaning. Similar parts are indicated with the same reference numerals as in fig. 1. Fig. 2 shows a side view of the engine 1. The engine 1 is an "under wing engine" mounted by a bracket 22 under a wing 21, where the wing 21 is part of an aircraft 2. A manifold (not shown) for injecting cleaning liquid is mounted in the engine inlet 10 of the engine 1. The manifold holds a plurality of nozzles 24 at a position upstream of the fan. A cleaning pump unit (not shown) pumps cleaning liquid through nozzles 24 forming jets 25 directed towards the fan and core engine air inlet. The liquid cleans the fan and the gas passages of the core engine. To enhance the cleaning effect, the engine shaft is cranked by using the engine starter motor. The crankshaft rotation of the shaft causes the liquid to move around within the engine for enhanced cleaning. The rotation of the shaft creates an airflow towards the engine outlet carrying the liquid, so that the liquid will leave the engine at the rear. The liquid leaving the engine is waste liquid.

The liquid will exit the engine in at least five different ways as described in fig. 2. The first liquid class, stream 201, will exit core engine outlet 12 as airborne droplets. Droplets making up stream 201 are generated within the engine by the motion of the compressor and turbine blades. Stream 201 includes droplets having a large range of sizes, with different droplet sizes having different characteristics. The smallest droplets, i.e. droplets smaller than 30 microns, usually evaporate rapidly in the surrounding air due to their small size. Droplets smaller than 30 microns are therefore less of a concern during waste water collection because of evaporation and because they represent only a small amount of waste liquid. The largest droplet in stream 201 is a droplet having a raindrop size, for example, 2000 microns in size. These droplets are heavy and do not evaporate, but fall to the ground by gravity. Droplets larger than 30 microns but smaller than 2000 microns will be carried with the air stream and fall by gravity to the ground 23, typically 20 meters behind the engine outlet. The second liquid class, stream 202, includes clusters of liquids and other bulk liquids. The stream 202 falls rapidly to the ground 23 by gravity. The third liquid class, stream 203, is the liquid emerging from the core engine outlet 12 as a dense stream. This liquid is poured generally vertically onto the ground 23. The fourth liquid class, stream 204, is the liquid emerging from the fan duct outlet 11. This liquid falls substantially vertically to the ground 23. The fifth liquid category, stream 205, is the liquid falling or flowing from the bottom of the engine compartment. The source of this liquid is, for example, the combustion chamber exhaust valve being opened. In accordance with the present invention, a disclosed method and apparatus for collecting waste liquid exiting an engine is described in FIG. 2.

Fig. 3 shows a side view of the engine 1 and how the waste liquid according to the invention is collected during cleaning. Similar parts are indicated with the same reference numerals as in fig. 2. The collector 3 comprises a droplet separator 31, a trough 36 and a chute 302. The liquid leaving the engine as stream 201 is separated from the air being carried in droplet separator 31. Liquid exiting the engine as stream 202, stream 203, stream 204 and stream 205 is collected by chute 302. Liquid emitted from the droplet separator 31 and the chute 302 is collected in the trough 36.

The droplet separator 31 comprises a frame enclosing a droplet separator profile. Droplet separator 31 has an inlet surface 32 directed towards the gas flow 201 and an outlet surface 33 opposite to the inlet surface 32. The gas flow 201 enters the droplet separator at the inlet surface 32 and leaves the droplet separator at the outlet surface 33. The liquid is captured in the separator 31, so that the gas flow 301 is substantially free of liquid after passing through the droplet separator 31. The droplet separator 31 comprises a separator profile arranged vertically in a frame. The separator profile deflects the gas flow. As a result of which the momentum of the droplets causes them to impinge on the surface of the mould surface. The droplets coalesce together and form a liquid film. The influence of gravity on the membrane causes the liquid to drain to the bottom of the profile and leave the droplet separator at surface 34 as stream 35. The waste stream 35 falls by gravity into a tank 36.

The droplet separator 31 comprises a frame enclosing a droplet separator profile. FIG. 8 illustrates a technique for separating air-borne droplets using a separator profile. The direction of the airflow is shown by the arrows. The droplet separator profiles are arranged in parallel to allow the gas flow through the separator. The droplet separator profiles are arranged upright to allow the liquid on the profile surface to take a downward route by gravity. Fig. 8 shows a cross section of three droplet separator profiles seen from above and downwards. The droplet separator profile 81 is shaped as shown in fig. 8. At about the middle distance from the leading edge to the trailing edge of the profile, the liquid catcher 82 is shaped as a pit for collecting liquid on the surface of the profile 81. The droplets 84 are carried between the droplet separator profiles by the gas flow. Inside the separator, the air is deflected due to the geometry of the profile 81. The air stream is deflected quickly enough that the droplets are not allowed to flow with the air. The inertia of the droplet 84 then allows the droplet to travel undeflected and impinge on the profile 81 at point 83. As the liquid continues to build up on the profile surface, a film of liquid 85 forms, wherein the airflow shear forces will carry the liquid 85 into the liquid trap 82. In the liquid trap 82, the liquid will increase and pour downward by gravity.

Fig. 3 shows a chute 302 mounted below the engine 1. Chute 302 will collect liquids 202, 203, 204 and 205 as shown in fig. 3. Chute 302 has a front end 39 and a rear end 38, wherein front end 39 is positioned vertically higher than rear end 38. The chute is inclined because the front end 39 is higher than the rear end 38. In fig. 3, the inclination of the chute 302 will allow liquid in the chute to flow from left to right. The rear end 38 is disposed above the trough 36 so that liquid will pour from the chute 302 into the trough 36 as a stream 37. According to an alternative embodiment, the chute 302 merges into the trough 36 and the water tank 302, thereby forming a single unit.

The liquid leaving the engine during cleaning includes water, detergent and foreign matter. The foreign substances are in the form of solids and ions dissolved in water. What comes out of the engine at a particular cleaning occasion depends on many aspects, such as when the final cleaning was performed, the environment in which the engine is operating, and so forth. Also, the waste liquid contains a high amount of solids in one cleaning occasion and a low amount of solids in another cleaning occasion. Similarly, waste liquids contain a high number of ions in one cleaning occasion and a low number of ions in another cleaning occasion. This results in that the waste liquid treatment system must be flexible in its design so that the most suitable treatment can be carried out on each occasion. FIG. 4a depicts a wastewater treatment system showing components and treatment according to one treatment protocol. Figure 4b shows the same components but a different processing scheme. The solutions in fig. 4a and 4b are examples of two possible solutions, wherein a person skilled in the art will be able to devise further solutions and still remain within the object of the invention.

There may be cleaning situations where the waste water is not dangerous. In this case, a process for removing the hazardous component is unnecessary. The non-hazardous waste liquid can then be disposed of directly to a sewer. In order for the operator of the unit to be able to decide whether the waste water should be subjected to further treatment before disposal or disposed of directly, the operator may carry out a test. For this purpose, a possible test is to measure the conductivity of the water. This test allows the decision on the spot to be disposed of directly to a sewer or to allow further treatment of the waste water. Small portable and battery powered conductivity meters can be used. In this example, the testing step included inserting a measurement probe into the wastewater and recording the conductivity reading. The recorded values were then compared to a table of acceptable and unacceptable values representing experience obtained from laboratory analysis of wastewater from engine cleaning. The use of a conductivity meter for measuring conductivity is only an example. Depending on the engine type and the environment in which the engine is operating, the operator may find a more appropriate alternative test method.

In fig. 4a, tank 36 collects a waste stream, such as stream 401. From the opening at the bottom of tank 36, the waste liquid enters tank 303. The waste liquid in tank 303 is allowed to settle for some time, typically less than 30 minutes. Particles having a higher density than water will settle to the bottom 406 of the water tank 303. The particles that typically settle to the bottom are fuel solids residues, coked hydrocarbons, compressor fouling materials, and the like. Particles having a density less than water will float to the surface 407 of the waste liquid. The particles that typically float to the surface are oils, fats, pollen, insect residues, residues from bird collisions, and the like. Between the bottom sediment and the surface material, the waste liquid may contain metal ions and very small particles that do not sediment to the bottom or float to the surface.

Fig. 4a shows a process for making a non-precipitating waste liquid a non-hazardous liquid. An outlet 408 of tank 303 allows waste liquid to exit in conduit 42. Pump 43 pumps the liquid in conduit 42 to conduit 41. The liquid then continues to the filter 47. The filter 47 is a sediment type filter of a commercially available type. The filter will separate coarse and very fine particles. After filtration in filter 47, the liquid continues in conduit 48 to filter 49. The filter 49 is a filter for metal ion separation. The filter 49 may be a filter comprising a bed of metallic particulate material. The metal particulate matter is selected from metals having good redox ability relative to that of the metal ions of the wastewater to establish conditions for spontaneous oxidation and reduction reactions with the metal ions. A metal particle type filter is described in US 4,642,192. After filtration in filter 47 and filter 49, the waste liquid is now free of particles and metal ions. The waste liquid continues in conduit 403 for disposal in the sewer or to a water tank (not shown) for later disposal in the sewer.

The water tank 303 is open at the top. After tank 303 is drained of waste, the material floating on the surface of the waste, along with the material settling at bottom 406 of tank 303, may be manually collected by wiping with a cloth or similar operation. This material is then allowed to be disposed of in a safe manner.

The above described treatment is not necessary if the liquid is not hazardous. Non-hazardous liquids can be disposed of to the sewer by opening valve 409.

The arrangement of figure 4a is suitable for treating waste streams with high amounts of solids. The water tank 303 then serves as a settling water tank for the solids and thus reduces the load on the settling filter 47. Fig. 4b shows an alternative to the solution of fig. 4 a. In fig. 4b, the water tank 303 is used as a storage tank for storing waste liquid for post-treatment. The scheme in figure 4b is suitable for treating waste streams with low or moderate solids content. Similar parts in fig. 4b are indicated with the same reference numerals as in fig. 3 and 4 a. Waste liquid exiting slot 36 as stream 304 is pumped by pump 43 into conduit 42. The liquid exits the pump 43 in the conduit 41. After similar treatment in filter 47 and filter 49 as shown in fig. 4a, the liquid continues in conduit 403 to tank 303. The liquid entering tank 303 is now depleted of particles and ions. The water tank 303 will in this embodiment act as a storage tank until it is adapted to release its contents into the sewer. The liquid is disposed of to the sewer by opening valve 409.

The post-treatment or disposal method and device and the collection method and device according to the invention can be used independently of each other.

Figure 5 shows the collection device and water treatment unit mounted on a mobile trailer. The installation of the collector 3 and wastewater treatment unit on the trailer 50 allows the invention to be practical in servicing aircraft engines at airports. When one engine is cleaned, the unit collects and treats the waste water. After the engine cleaning is complete, the trailer is moved to the next aircraft engine, and so on. The mounting on the trailer 50 as shown in fig. 5 is merely an example. Any person of ordinary skill in the art will be able to design different trailers and still remain within the objectives of the present invention. Similar parts are indicated by the same reference numerals as in fig. 2, 3 and 4.

Trailer 50 includes a frame 51. The frame 51 is located on a chassis (not shown for clarity) equipped with wheels 52. Droplet separator 31 is supported by a support mounted on frame 51. Chute 302, a trough (not shown for clarity), water tank 303, pump 43, filter 47 and filter 49 are mounted on frame 51. According to this embodiment, the water tank 303 has a volume of 500 liters. Barriers 55 on each left and right side of the trailer prevent air-borne liquid from escaping to the sides. The handle 56 allows the trailer to be pulled by hand or by a vehicle.

Fig. 6 shows a trailer 50 according to the invention positioned for operation of an under-wing mounted engine 1. It can be seen that there is no physical contact between the trailer 50 and the aircraft. The droplet separator 31 is adjustable in height as indicated by the arrow by means of an adjustment means, which may be, for example, a hydraulic, pneumatic, or chain drive unit. The adjustment of droplet separator 31 in height allows the trailer to be positioned under the wing of the aircraft. The adjustment of droplet separator 31 in height enables the trailer to be used for different aircraft types from different aircraft manufacturers and with different engines. According to an embodiment, the position of the droplet separator 31 can be adjusted in a vertical, horizontal or lateral direction with respect to the engine 1.

Fig. 7 shows a trailer 50 equipped with a scissor lift 73 for lifting the frame 51 to a position for collecting waste water from cleaning a tail mounted engine 71. According to embodiments, the position of the frame 51 may be adjusted in a vertical, horizontal or lateral direction with respect to the engine 71. The trailer 50 may also comprise a motor for driving the adjusting means for the droplet separator 31 and the scissor lift 73. There is no physical contact between the trailer 50 and the aircraft. The use of the scissor lift mechanism 73 enables the trailer to be used with different aircraft types from different aircraft manufacturers and with different engines.

Although specific embodiments have been illustrated and described herein for purposes of description, it will be appreciated by those of ordinary skill in the art that a wide variety of alternate and/or equivalent implementations calculated to achieve the same purposes may be substituted for the specific embodiments shown and described without departing from the scope of the present invention. This application is intended to cover any adaptations or variations of the embodiments discussed herein. Accordingly, the invention is defined by the wording of the appended claims and equivalents thereof.

Claims (1)

1. A method of cleaning an engine and collecting waste liquid as it exits the engine during engine cleaning operations, the method comprising:

injecting a cleaning liquid into an inlet of the engine;

operating the engine to create an air flow through the engine to mix the cleaning liquid into the air flow as the cleaning liquid passes through the engine, wherein the engine is cleaned by the mixed cleaning liquid and waste liquid exits an outlet of the engine to an environment external to the engine, and

providing a collector relative to the engine such that the waste liquid enters the collector from the external environment to be captured by the collector,

wherein the collector comprises a liquid separator and a liquid collector, the method further comprising:

providing the liquid separator without physical contact with the engine, including an inlet surface that receives entrained waste liquid as it exits the engine; a separator section for separating waste liquid from the gas stream so that waste liquid can be retained by the liquid separator; and an outlet surface to enable the gas stream to exit the liquid separator; and

the liquid collector is provided for receiving the separated waste liquid from the liquid separator.

2. The method of claim 1, further comprising:

the collected waste liquid is treated by two filters to remove particles and metal ions from the collected waste liquid.

3. The method of claim 1, further comprising at least one of:

moving the liquid separator, liquid collector and liquid storage component to an engine cleaning position by a trailer comprising a wheeled chassis and an adjustment device;

adjusting, by the adjustment device, a position of at least one of the liquid separator, the liquid collector, and the liquid storage member relative to the motor before starting the cleaning operation.

4. The method of claim 1, wherein the liquid collector comprises a trough and a chute, and the method further comprises:

providing said chute below said engine to capture any cleaning liquid that may exit said engine; and

the trough is provided in a position to receive cleaning liquid captured by the chute and to receive separated cleaning liquid from the liquid separator.

5. The method of claim 4, wherein the separated used cleaning liquid from the liquid separator falls into the trough by gravity.

6. A method of collecting cleaning liquid injected into an intake of an engine as the cleaning liquid exits the engine during an engine cleaning operation, the method comprising:

delivering a cleaning liquid to an inlet of the engine;

operating the engine to create an airflow through the engine to mix the cleaning liquid into the airflow as the cleaning liquid passes through the engine, wherein the engine is cleaned by the mixed cleaning liquid and used cleaning liquid exits from an outlet of the engine;

a collector is provided without physical contact with the engine for receiving used cleaning liquid that has left the outlet of the engine.

7. The method of claim 6, further comprising disposing the collected cleaning liquid to remove particles and ions from the collected cleaning liquid.

8. The method of claim 6, wherein the collector comprises a liquid separator and a liquid collector, the method further comprising:

moving the liquid separator and the liquid collector to an engine cleaning position by a trailer comprising a wheeled chassis and an adjustment device;

adjusting a position of at least one of the liquid separator or the liquid collector relative to the motor by the adjustment device before starting the cleaning operation.

9. The method of claim 6, further comprising adjusting a position of the collector relative to the engine.

10. The method of claim 8, further comprising positioning the collector adjacent to or spaced apart from the engine.

11. The method of claim 6, wherein the collector comprises a liquid separator and a liquid collector, the method further comprising:

providing the liquid separator to receive the cleaning liquid that has left the outlet of the engine and to separate the used cleaning liquid from the airflow; and

providing the liquid collector opposite the liquid separator to collect separated used cleaning liquid from the liquid separator.

12. The method of claim 11, wherein the liquid collector comprises a trough and a chute, and the method further comprises:

providing said chute below said engine to capture any cleaning liquid that may exit said engine; and

the trough is provided in a position to receive cleaning liquid captured by the chute and to receive separated used cleaning liquid from the liquid separator.

13. The method of claim 12, wherein the separated used cleaning liquid from the liquid separator falls into the trough by gravity.

14. The method of claim 11, further comprising:

moving at least one of the liquid separator or the liquid collector to facilitate positioning and transport.