Marine Heat Exchanger

Marine Heat Exchanger Heat Exchanger ships usually carry evaporating plants to produce fresh water, thus reducing their reliance on shore-based supplies.Marine Heat Exchanger Heat Exchanger ships must be able to produce high quality distillate in order to maintain boiler-water levels. Diesel engined ships often utilise waste heat as an energy source for producing fresh water. In this system, the engine cooling water is passed through a heat exchanger, where it is cooled by concentrated sea water.

Marine Heat Exchanger Heat Exchanger is at a temperature of 70-80 degrees C, it would not be possible to flash off any water vapour unless the pressure in the heat exhanger vessel was dropped.Marine heat exchanger is the most common way to cool a boat's engine, using the lake, river and ocean water in which the boat floats. This water may be corrosive the engine may be cooled by a sealed mixture of distilled water and antifreeze. Heat from the water-antifreeze mixture is then transferred to the ocean water which flows into a heat exchanger. The water-antifreeze mixture runs through the heat exchanger dumping heat, Marine Heat Exchanger Heat Exchanger remaining separate from corrosive salts and chemicals found in the water the boat is floating.

Marine Heat Exchanger Heat Exchanger eventually corrodes and ruins the heat exchanger it can be replaced at a fraction of the cost of replacing the engine. To Marine Heat Exchanger Heat Exchanger the marine heat exchanger from corrosive salts, a sacrificial zinc anode is screwed into the heat exchanger. This anode must be periodically replaced as part of regular maintenance. Because the water the boat floats in may be contaminated with floating particles such as wood or styrofoam balls the well designed boat will have a filter to remove these particles before moved toward the heat exchanger. Marine Heat Exchanger Heat Exchanger filter must be periodically cleaned or else the flow of water to the heat exchanger will become obstructed and the engine will overheat. To alleviate this problem, a brine-air ejector venturi is used to create a vacuum inside the vessel. Partial evaporation is achieved and the vapour passes through a demister before reaching the condenser section. Sea water is pumped through the condenser section to cool. The distillate gathers in a tray, from where it is pumped to the storage tanks.

Marine Heat Exchanger Heat Exchanger the flow of distillate from the storage tanks if the salt content exceeds the alarm limit. Sterilisation is carried out after the evaporator. Evaporators are usually of the shell-and-tube type (known as an Atlas Plant) of the Plate Type . Temperature, production and vacuum are controlled by regulating the system valves. Sea water temperature can interfere with production, it can fluctuations in engine load.Marine Heat Exchanger Heat Exchanger is adjusted as seawater temperature changes, and shut down altogether when the ship is manoeuvring. An alternative in some vessels, such as naval ships and passenger, is the use of the Reverse Osmosis principle for fresh water production instead of evaporators.

    Specifications :

  • A water-jacketed exhaust manifold is necessary on marine engines to reduce the temperature of the engine-room air space and the exhaust pipe.
  • If the exhaust manifold is in the sea-water circuit it should be installed with the sea-water inlet at the back and the outlet at the front on the top to ensure that it operates completely full of sea-water.
  • The engine is being used to drive auxiliary equipment in a ship and the sea water supply is taken from the ship's main, ensure that the recommended flow rate cannot be exceeded.
  • Applications :

  • This arrangement is particularly suitable for small series-produced engines; the manifold is cooled by fresh water and as a result a keel-cooled engine can be made by omitting the heat exchanger tube stack and the sea-water pump.
  • On installation the fresh-water outlet from the manifold would be connected to the keel pipes and the return taken back to the engine fresh-water pump. Heat exchanger and manifold assemblies are heavier than ordinary marine manifolds and must therefore be supported on the underside using the fixing lugs provided.
  • When automotive engines are being converted for marine use the existing centrifugal-type pump should be retained for the fresh-water circuit and an additional pump fitted the sea-water circuit.
  • Advantages :

  • The manifold is in the fresh-water circuit a small by-pass hole must be provide to ensure that some water is circulating through the manifold at ail times. Our development is to combine a water jacketed exhaust with the heat exchanger and header tank.
  • The sea water pipe bore should be chosen so that the velocity does not exceed 2 m/sec on the suction side and 3 m/sec on the discharge side of the pump.