Marine engine intercooler

Abstract

The utility model discloses a marine engine intercooler, be applicable to high load, high salt fog's marine engine cooling demand. The intercooler adopts modularization design, is constituted by cooling water channel system, air channel system and auxiliary function assembly. Cooling water channel system is with alloy as cooling core pipe material, is matched with hydrophilic aluminum foil fin. Design the path of right lower seawater inlet - lower layer cooling core pipe - upper layer cooling core pipe - left side seawater outlet, dispense with the external long connecting pipe, and the water inlet end and the water outlet end additionally add the anticorrosive screw plug of built -in zinc bar and the water outlet end release screw plug, and the corrosion resistance and low temperature protection are strengthened. Air channel system realizes the path of upper air inlet - heat exchange area - rear air outlet. The lower side is equipped with the butterfly handle water drain valve and exports the condensed water, and the upper and lower side reservation screw plug mounting hole is adapted to pressure temperature sensor, can real -time monitoring intercooling before and after the air inlet parameter. The utility model makes the intercooler consider reliability and maintenance convenience.

Description

Technical Field

[0001] This utility model relates to the field of marine engines, specifically to a marine engine intercooler. Background Technology

[0002] Marine engines, as the core power source of ships, operate under conditions characterized by high load, high humidity, and high salt spray corrosion, placing high demands on the reliability, corrosion resistance, and cooling efficiency of their supporting cooling systems. The intercooler, as a key component for cooling the intake air of marine engines, directly affects the intake air temperature and density, thus influencing the engine's combustion efficiency, power output, and emissions performance.

[0003] Current marine engine intercoolers mainly suffer from the following problems, making them difficult to adapt to the complex operating scenarios of ships:

[0004] (1) Insufficient durability due to seawater corrosion. Most existing intercoolers use the same materials as automotive cooling systems and have not been specifically optimized for the strong electrochemical corrosiveness of seawater. Under long-term seawater cooling conditions, pitting corrosion and intergranular corrosion are likely to occur in the cooling core tubes, inlet and outlet end caps, and inner walls of the pipes.

[0005] (2) Complex piping layout and cooling efficiency loss. Referring to existing patented technologies, such as the intercooler disclosed in CN110410195A, although the double-layer cooling core tube design simplifies some of the structure, there is still a problem of unreasonable water flow path planning. After the cooling water circulates once through the intercooler, it needs to be connected to the subsequent cooling equipment (such as the exhaust pipe and turbine aftercooler components) through an external long pipe around the engine casing. This layout increases the pipe resistance and weakens the heat exchange effect of the subsequent cooling links due to the excessive length of the pipe. At the same time, the installation and fixing of the external pipe requires additional space in the ship's engine room, increasing the difficulty of assembly.

[0006] (3) Limited functionality and poor maintenance convenience. Existing intercoolers only have basic intake-cooling water heat exchange functions and lack auxiliary designs for ship operation and maintenance scenarios. The condensate generated by the high-temperature intake air encountering the cooler in the air passage cannot be discharged in time, and long-term retention can easily lead to corrosion of the inner wall of the air passage, and may even enter the engine combustion chamber with the intake air. In addition, when the intercooler is not used for a long time, such as during ship dock repair, the seawater remaining in the water passage cannot be completely drained, affecting the cooling efficiency when it is restarted.

[0007] In summary, existing intercoolers cannot fully meet the long-term stable operation requirements of marine engines in terms of corrosion resistance, pipeline optimization, functional integrity, and scenario adaptability. There is a need for a marine engine intercooler that is suitable for seawater cooling environment, has a compact layout, is easy to maintain, and has stable cooling efficiency. Utility Model Content

[0008] To address the aforementioned deficiencies in existing technologies, a marine engine intercooler is proposed through structural innovation and functional expansion. This intercooler includes a cooling water channel system, an air duct system, and auxiliary functional components. The cooling water channel system comprises a seawater inlet (24), an inlet end cap connector (14), an inlet end cap (12), an inlet end cap gasket (13), a core assembly (8), an outlet end cap (1), an outlet end cap gasket (3), and a seawater outlet (25). The seawater inlet (24) is located below the intercooler and is connected to one end of the inlet end cap connector (14). The other end of the inlet end cap connector (14) is inserted into the inlet end cap (12). The inlet end cap (12) is connected to one flange of the core assembly (8), and the other flange of the core assembly (8) is connected to the outlet end cap (1). The outlet end cap (1) communicates with the seawater outlet (25). The core assembly (8) contains a lower cooling core tube and an upper cooling core tube, with hydrophilic aluminum foil fins wrapped around the core tube.

[0009] The air duct system includes an air inlet (22), an air intake duct (6), an air outlet duct (16), and an air outlet (23). The air inlet (22) is located at the top of the intercooler and is connected to one end of the flared air intake duct (6), which is shaped like a horn. The other end of the air intake duct (6) is connected to the top interface of the intercooler housing. The air outlet (23) is located in the lower part of the intercooler and is connected to one end of the air outlet duct (16). The other end of the air outlet duct (16) is connected to the interface of the intercooler housing.

[0010] Preferably, the auxiliary functional components include a butterfly drain valve (15), an air vent plug (11), and a plug mounting hole; the butterfly drain valve (15) is installed at the bottom of the air duct near the air outlet duct (16); the air vent plug (11) is installed at the top of the air duct near the air inlet (22); and the plug mounting hole is located at the bottom of the air duct near the air outlet (23).

[0011] Preferably, the auxiliary functional components further include a corrosion-resistant screw plug (19) and a water channel drain screw plug (2); the top of the water inlet cap (12) and the top of the water outlet cap (1) are each provided with a threaded hole, and the corrosion-resistant screw plug (19) is installed in the threaded hole; the bottom of the water outlet cap (1) is provided with a threaded hole, and the water channel drain screw plug (2) is installed in the threaded hole.

[0012] Preferably, an inlet end cap gasket (13) is provided between the flange connection of the inlet end cap (12) and the core assembly (8); an outlet end cap gasket (3) is provided between the flange connection of the outlet end cap (1) and the core assembly (8); the inlet end cap gasket (13) and the outlet end cap gasket (3) are made of nitrile rubber with a thickness of 3mm.

[0013] Preferably, an air inlet gasket (7) is provided at the interface of the air inlet duct (6), and an air outlet gasket (17) is provided at the interface of the air outlet duct (16); the air inlet gasket (7) and the air outlet gasket (17) are made of high temperature resistant asbestos-free material.

[0014] Preferably, the inlet end cap (12), outlet end cap (1), air inlet duct (6), and air outlet duct (16) are made of HT200 gray cast iron; the inlet end cap connector (14), anti-corrosion plug (19), water channel drain plug (2), air channel drain plug (11), and butterfly drain valve (15) are made of brass.

[0015] This utility model has the following beneficial effects:

[0016] (1) Enhanced corrosion resistance significantly improves durability in seawater environments and reduces operation and maintenance costs. The cooling core tube is made of alloy material, which has excellent resistance to electrochemical corrosion. At the same time, anti-corrosion plugs with built-in zinc rods are added to the inlet and outlet ends. Through the principle of sacrificial anode protection, the corrosion rate of the inner wall of the water channel and the core tube is further slowed down. A drain plug is installed at the cooling water outlet end to completely drain the residual seawater in the water channel.

[0017] (2) Optimize the cooling process to improve cooling efficiency and energy economy. Shorten the water flow path and reduce energy consumption. Adopt the path design of "seawater inlet on the lower right → lower cooling core tube → upper cooling core tube → seawater outlet on the left", eliminating the need for the long external pipe that runs around the engine in the traditional scheme. The water flow path is shortened, the pipeline resistance is significantly reduced, and the energy consumption of the seawater pump is reduced. The cooling core tube is equipped with hydrophilic aluminum foil fins, which have a large heat dissipation area and improve heat exchange efficiency.

[0018] (3) Improve reliability and ease of maintenance. A butterfly-handled drain valve is installed at the bottom of the air passage to promptly drain the condensate generated when the high-temperature intake air encounters cooling. Screw plug mounting holes are reserved at the top and bottom of the air passage, allowing pressure and temperature sensors to be installed as needed to measure the temperature / pressure of the air intake before and after the intercooler in real time.

[0019] This utility model of marine engine intercooler achieves a comprehensive improvement in cooling performance, reliability, and ease of maintenance through structural optimization, material and functional upgrades. Attached Figure Description

[0020] Figure 1 This is a front view of an embodiment of the present utility model;

[0021] Figure 2 Rear view of an embodiment of this utility model

[0022] Figure 3 This is a right view of an embodiment of the present utility model.

[0023] Explanation of reference numerals in the attached diagram: 1-Water outlet cap; 2-Waterway vent plug; 3-Water outlet cap gasket; 6-Air inlet duct; 7-Air inlet duct gasket; 8-Core assembly; 11-Airway vent plug; 12-Water inlet cap; 13-Water inlet cap gasket; 14-Water inlet cap connector; 15-Butterfly drain valve; 16-Air outlet duct; 17-Air outlet duct gasket; 19-Corrosion resistant plug; 22-Air inlet; 23-Air outlet; 24-Seawater inlet; 25-Seawater outlet. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] This embodiment addresses the problems of insufficient durability, cumbersome piping layout, and limited functionality of existing marine engine intercoolers in seawater environments. By combining a modular design concept with the selection of corrosion-resistant materials and functional expansion, a cooling solution suitable for high-load and high-salt-spray conditions is formed.

[0026] The intercooler for the ship's engines adopts a modular collaborative architecture, consisting of a cooling water system, an air duct system, and auxiliary functional components. Each module is rigidly connected and sealed via bolts and gaskets, ensuring both independent function and a continuous overall cooling process. The cooling water system handles the core tasks of seawater transport and heat exchange, the air duct system is responsible for cooling and circulating the engine intake air, and the auxiliary functional components focus on corrosion prevention and maintenance. Figures 1-3 As shown, the cooler in this embodiment specifically includes the following parts:

[0027] (1) Cooling water system.

[0028] Seawater, used as cooling water, enters through the seawater inlet 24 located at the lower right of the intercooler (viewed from the front view). The cooling water enters through the inlet end cap connector 14, which is made of H58 brass and has a tubular structure. The end of the connector furthest from the seawater inlet 24 is inserted into a pre-reserved interface in the inlet end cap 12, allowing for sealing via welding or pipe threading to prevent seawater leakage. After entering the inlet end cap 12 through the inlet end cap connector 14, the seawater flows through the inlet end cap gasket 13 into the lower cooling core tube of the core assembly 8. In the lower core tube, the seawater undergoes initial heat exchange with the high-temperature intake air in the air passage before entering the upper cooling core tube for further heat exchange with the intake air in the air passage. Finally, it flows from the upper outlet of the core assembly 8 into the outlet end cap 1 and then through the seawater outlet 25. This design shortens the water flow path and reduces pipe resistance.

[0029] Core assembly 8 serves as the core of the heat exchange, integrating lower and upper cooling core tubes. The core tubes are made of BFe10-1-1 white copper conforming to GB / T8890 standards. This material exhibits excellent resistance to electrochemical corrosion from seawater, effectively preventing pitting and intergranular corrosion caused by long-term seawater immersion. The outer surface of the core tubes is wrapped with hydrophilic aluminum foil fins with a fin spacing of 1.8mm, providing an overall heat dissipation area of ​​4 square meters, suitable for seawater pumps with a flow rate of 8t / h, thus improving heat exchange efficiency. Both ends of core assembly 8 are equipped with flange structures. The right flange is fastened to the flange of the inlet end cover 12 using hexagonal head screws (M6x15, grade 8.8, conforming to GB / T70.1-2000) and spring washers (65Mn material, conforming to GB / T93-2000). An inlet end cover gasket 13 is installed between the flange contact surfaces. The flange on the left end is connected to the flange of the outlet end cover 1 in the same way. An outlet end cover gasket 3 (made of nitrile rubber, with the same specifications as the inlet end cover gasket 13) is installed between the contact surfaces to ensure that the water cavity is completely sealed without leakage.

[0030] Corrosion Protection and Drainage Structure: An M16x1.5 threaded hole is made on the top of both the inlet cap 12 and the outlet cap 1, and a corrosion-resistant plug 19 (made of HPb59-1 brass) is installed on each. A zinc rod (8mm in diameter and 25mm in length) is axially embedded inside the plug. Through the principle of "sacrificial anode protection," the zinc rod preferentially reacts with corrosive ions such as Cl⁻ and SO₄²⁻ in seawater, slowing down the corrosion rate of the cooling core tube and the inner wall of the water channel. Simultaneously, an NPT1 / 4 threaded hole is made at the bottom of the outlet cap 1, and a water channel drain plug 2 (made of the same material as the corrosion-resistant plug 19, HPb59-1 brass) is installed. When the intercooler is not in use for a long period, such as during ship dry-docking repairs, removing this plug can completely drain the residual seawater in the water channel, preventing the core tube from cracking due to seawater freezing in low-temperature environments, or preventing scale buildup on the inner wall caused by seawater retention.

[0031] (2) Airway system.

[0032] High-temperature intake air (approximately 160-210℃) enters the engine through air inlet 22. The inlet is located at the top of the intercooler and is fitted with an intake duct 6. The intake duct 6 is made of HT200 gray cast iron and is flared. Its larger diameter end is used for the intake of high-temperature hot air, while the smaller diameter end is bolted to the top interface of the intercooler housing. An intake duct gasket 7 (high-temperature resistant, asbestos-free material, 2mm thick, temperature range -30℃ to 300℃) is installed at the interface to prevent intake air leakage. The intake air is guided through the intake duct 6 into the air passage, which is located outside the core assembly 8 and is staggered with the cooling core tubes. As the air flows through the cooling core tube area of ​​the core assembly 8 within the air passage, it exchanges heat with the low-temperature seawater inside the core tubes. Heat is transferred to the seawater through the core tube walls and fins, reducing the intake air temperature to 45-65℃. The cooled, low-temperature intake air continues to flow towards the rear end of the air duct and is finally discharged from the air outlet 23 located at the rear end of the intercooler through the exhaust duct 16 (made of the same material as the intake duct 6, HT200 gray cast iron). The air outlet 23 is equipped with the exhaust duct 16, which can be welded or bolted to the intercooler housing.

[0033] To drain condensate, a G1 / 4 threaded interface is installed at the bottom of the air intake near the exhaust duct 16, where a butterfly drain valve 15 (made of brass with a PVC insulated handle) is installed. During engine operation, the high-temperature intake air cools and condensates on the inner wall of the air intake. If this condensate remains, it will increase the humidity of the intake air and cause corrosion of the inner wall of the air intake. By turning the handle of the butterfly drain valve 15, the condensate can be quickly drained, ensuring the dryness of the intake air. This operation requires no tools and is convenient for daily maintenance by the crew.

[0034] A pressure / temperature detection interface is added. An M16x1.5 threaded hole is drilled at the top of the air duct near air inlet 22 to install the air duct vent plug 11 (made of HPb59-1 brass). A plastic plug can be installed by default for sealing, or the plug can be removed to install pressure and temperature sensors for real-time measurement of the intercooler intake pressure and temperature. At the bottom of the air duct near air outlet 23, an M12x1.25 plug mounting hole is provided. This hole can be used to install corresponding pressure and temperature sensors to measure the intercooler intake pressure and temperature. By comparing two sets of data (e.g., intercooler pre-temperature 180℃, intercooler post-temperature 55℃, temperature difference 125℃), operators can accurately determine the intercooler's heat exchange efficiency and promptly detect abnormalities such as core tube blockage and fin dust accumulation. For example, if the temperature difference is less than 80℃, the fins need to be cleaned or the core tubes inspected.

[0035] To enhance sealing and protection, the structure of the exhaust duct 16 is the same as that of the intake duct 6. Its small-diameter end is fastened to the rear end interface of the intercooler housing with bolts. An exhaust duct gasket 17 (with the same specifications as the intake duct gasket 7, made of high-temperature resistant and asbestos-free material) is installed at the interface to ensure that the air passage is sealed and leak-free.

[0036] The following coating options can be used on the outer surface of the intercooler housing:

[0037] (1) Two-component epoxy primer, dry film thickness 35-50μm, measured by coating thickness gauge.

[0038] (2) Cathodic electrophoretic paint, dry film thickness 18-25μm.

[0039] In summary, the marine engine intercooler of this embodiment, through structural optimization, material upgrades, and functional enhancements, can fully adapt to the high-load and high-salt-spray conditions of marine engines. While ensuring cooling efficiency, it extends service life, simplifies operation and maintenance processes, and meets the long-term stable operation requirements of ocean-going and coastal vessels.

[0040] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. A marine engine intercooler, characterized in that, It includes a cooling water channel system, an air channel system, and auxiliary functional components; the cooling water channel system includes a seawater inlet (24), a water inlet end cap connector (14), a water inlet end cap (12), a water inlet end cap gasket (13), a core assembly (8), a water outlet end cap (1), a water outlet end cap gasket (3), and a seawater outlet (25); the seawater inlet (24) is located below the intercooler and is connected to one end of the water inlet end cap connector (14), and the other end of the water inlet end cap connector (14) is inserted into the water inlet end cap (12); the water inlet end cap (12) is connected to one end flange of the core assembly (8), and the other end flange of the core assembly (8) is connected to the water outlet end cap (1), and the water outlet end cap (1) communicates with the seawater outlet (25); the core assembly (8) is provided with a lower cooling core tube and an upper cooling core tube, and the core tube is wrapped with hydrophilic aluminum foil fins; The air duct system includes an air inlet (22), an air intake duct (6), an air outlet duct (16), and an air outlet (23). The air inlet (22) is located at the top of the intercooler and is connected to one end of the flared air intake duct (6), which is shaped like a horn. The other end of the air intake duct (6) is connected to the top interface of the intercooler housing. The air outlet (23) is located in the lower part of the intercooler and is connected to one end of the air outlet duct (16). The other end of the air outlet duct (16) is connected to the interface of the intercooler housing.

2. The marine engine intercooler according to claim 1, characterized in that, The auxiliary functional components include a butterfly drain valve (15), an air vent plug (11), and a plug mounting hole; the butterfly drain valve (15) is installed at the bottom of the air duct near the air outlet duct (16); the air vent plug (11) is installed at the top of the air duct near the air inlet (22); and the plug mounting hole is located at the bottom of the air duct near the air outlet (23).

3. A marine engine intercooler according to claim 2, characterized in that, The auxiliary functional components also include a corrosion-resistant screw plug (19) and a water channel drain screw plug (2); the top of the water inlet cap (12) and the top of the water outlet cap (1) are each provided with a threaded hole, and the corrosion-resistant screw plug (19) is installed in the threaded hole; the bottom of the water outlet cap (1) is provided with a threaded hole, and the water channel drain screw plug (2) is installed in the threaded hole.

4. A marine engine intercooler according to claim 1, characterized in that, An inlet end cap gasket (13) is provided between the flange connection of the inlet end cap (12) and the core assembly (8); an outlet end cap gasket (3) is provided between the flange connection of the outlet end cap (1) and the core assembly (8); the inlet end cap gasket (13) and the outlet end cap gasket (3) are made of nitrile rubber with a thickness of 3mm.

5. A marine engine intercooler according to claim 1, characterized in that, An air inlet gasket (7) is provided at the interface of the air inlet duct (6), and an air outlet gasket (17) is provided at the interface of the air outlet duct (16); the air inlet gasket (7) and the air outlet gasket (17) are made of high temperature resistant asbestos-free material.

6. A marine engine intercooler according to claim 3, characterized in that, The inlet end cap (12), outlet end cap (1), air inlet duct (6), and air outlet duct (16) are made of HT200 gray cast iron; the inlet end cap connector (14), anti-corrosion plug (19), water channel drain plug (2), air channel drain plug (11), and butterfly drain valve (15) are made of brass.

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