Cooling system for a power generation system on a marine vessel

FIELD

The present description relates to cooling systems for power generation systems for marine vessels, and more specifically to systems and methods for draining cooling water from such cooling systems.

BACKGROUND

The following U.S. Patents are incorporated herein by reference, in entirety:

U.S. Pat. No. 5,628,285 discloses a drain valve assembly for automatically draining water from a cooling system of an inboard marine engine when the ambient temperature drops to a preselected value. The drain valve includes a cup-shaped base having a group of inlets connected to portions of a cooling system of the engine to be drained, and the open end of the base is enclosed by a cover. Each inlet defines a valve seat and a sealing piston is mounted for movement in the base and includes a series of valve members that are adapted to engage the valve seats. An outlet is provided in the sidewall of the cup-shaped base. The valve members on the sealing piston are biased to a closed position by a coil spring and a temperature responsive element interconnects the sealing piston with the cover. The temperature responsive element is characterized by the ability to exert a force in excess of the spring force of the coil spring when the ambient temperature is above about 50° F., to thereby maintain the valve members in the closed position. When the temperature falls below the selected temperature, the temperature responsive element will retract, thereby permitting the valve members to be opened under the influence of the spring to automatically drain water from the cooling system of the engine.

U.S. Pat. No. 6,135,064 discloses an engine cooling system provided with a manifold that is located below the lowest point of the cooling system of an engine. The manifold is connected to the cooling system of the engine, a water pump, a circulation pump, the exhaust manifolds of the engine, and a drain conduit through which all of the water can be drained from the engine.

U.S. Pat. No. 6,343,965 discloses a drain system for a marine vessel is provided which includes one or more pressure actuated valves associated with the coolant water drain system. The boat operator is provided with a pressure controller that allows pressure to be introduced into the system for the purpose of actuating the drain valves and, as a result, opening various drain conduits to allow cooling water to drain from the engine cooling system into the bilge or overboard.

U.S. Pat. No. 6,379,201 discloses a marine engine cooling system provided with a valve in which a ball moves freely within a cavity formed within the valve. Pressurized water, from a sea pump, causes the ball to block fluid flow through the cavity and forces pumped water to flow through a preferred conduit which may include a heat exchanger. When the sea pump is inoperative, the ball moves downward within the cavity to unblock a drain passage and allow water to drain from the heat generating components of the marine engine.

U.S. Pat. No. 6,506,085 discloses an integral pump and drain apparatus contained in a common housing structure to reduce the required space needed for these components in the vicinity proximate the engine of a marine propulsion system. The valve of the drain is remotely actuated by air pressure and therefore does not require the boat operator to manually remove plugs or manually actuate mechanical components to cause the engine to drain through a drain conduit that is formed as an integral part of the housing structure.

U.S. Pat. No. 7,329,162 discloses a cooling system for a marine vessel that is configured to allow all cooling water to flow out of the cooling circuit naturally and under the influence of gravity when the marine vessel is removed from the body of water. All conduits of the cooling circuit are sloped downwardly and rearwardly from within the marine vessel to an opening through its transom. Traps are avoided so that residual water is not retained within locations of the cooling system after the natural draining process is complete. The opening through the transom of the marine vessel is at or below all conduits of the cooling system in order to facilitate the natural draining of the cooling system under the influence of gravity and without the need for operator intervention.

U.S. Pat. No. 7,585,196 discloses a cooling system for a marine propulsion device that provides a transom opening that is sufficiently low with respect to other components of the marine propulsion device to allow automatic draining of all cooling water from the system when the marine vessel is removed from the body of water in which it had been operating. The engine cooling passages and other conduits and passages of the cooling system are all located at positions above the transom opening. The system provides automatic draining for a marine cooling system that is an open system and which contains no closed cooling portions.

SUMMARY

This Summary is provided to introduce a selection of concepts that are further described herein below in the Detailed Description. This Summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in limiting the scope of the claimed subject matter.

According to one example of the present disclosure, a system for draining a cooling system of a power generation system on a marine vessel includes a pump in fluid communication with the cooling system, the pump configured to actively remove cooling water from the cooling system. An outlet drain discharges the cooling water that was actively removed from the cooling system. A controller is configured to start the pump in response to at least one of the following: an operator command to stop a prime mover of the marine power generation system, and a speed of the prime mover being below a threshold speed. A first temperature sensor determines a temperature of the cooling water in the cooling system. The controller is configured to stop the pump in response to the temperature of the cooling water exceeding a threshold temperature.

According to another example of the present disclosure, a system for draining a cooling system of a power generation system on a marine vessel comprises a pump in fluid communication with the cooling system, the pump configured to actively remove cooling water from the cooling system. An outlet drain discharges the cooling water that was removed from the cooling system. A controller is configured to start the pump in response to at least one of the following: an operator command to stop a prime mover of the power generation system, and a speed of the prime mover being below a threshold speed. A sensor determines at least one of a pressure and a level of the cooling water in the cooling system. The controller is configured to stop the pump in response to the at least one of the pressure and the level of the cooling water dropping below a threshold pressure or a threshold level, respectively.

BRIEF DESCRIPTION OF DRAWINGS

The present disclosure is described with reference to the following Figures. The same numbers are used throughout the Figures to reference like features and like components.

FIG. 1 illustrates a prior art cooling system for a marine inboard internal combustion engine.

FIG. 2 illustrates a system for draining an engine cooling system according to the present disclosure, wherein the cooling water drains above a waterline and the drain conduit includes an air trap.

FIG. 3 illustrates a system for draining an engine cooling system according to the present disclosure, wherein the cooling water drains to a bilge area of a marine vessel.

FIG. 4 illustrates a system for draining an engine cooling system according to the present disclosure, wherein the cooling water drains through the hull of a marine vessel and the drain conduit includes a valve preventing water from re-entering the cooling system through the drain conduit.

FIG. 5 illustrates a system for draining an engine cooling system according to the present disclosure, wherein the cooling water drains to an exhaust manifold of the engine and the drain conduit includes a riser portion.

FIG. 6 illustrates a system for draining an engine cooling system according to the present disclosure, including a controller controlling a pump that actively drains the cooling system.

FIG. 7 illustrates a system for draining a cooling system of an electric power generation system on a marine vessel, which electric power generation system is cooled by water obtained from a body of water in which the marine vessel is operating.

FIG. 8 illustrates a system for draining a cooling system of an electric power generation system on a marine vessel, which electric power generation system is cooled by a coolant, which coolant is in turn cooled by water obtained from a body of water in which the marine vessel is operating.

FIG. 9 illustrates a system for draining a cooling system of an electric power generation system on a marine vessel, which electric power generation system is cooled by a coolant, which coolant is in turn cooled by a refrigerant, which refrigerant is in turn cooled by water obtained from a body of water in which the marine vessel is operating.

DETAILED DESCRIPTION

FIG. 1 shows a well-known raw-water cooling system 24 used in conjunction with an inboard internal combustion engine 36 for a marine propulsion device. The term “inboard” is used here to indicate that the engine 36 is configured to be located on a marine vessel, forward of the transom, as opposed to an outboard engine. Thus, the engine 36 could be used for an inboard drive (having a propeller and rudder aft of the transom), a stern drive (having a steerable gearcase mounted to the transom), or a pod drive (having a steerable gearcase mounted to the bottom of the vessel). Although the engine 36 shown herein a V-shaped engine, the present disclosure is equally applicable to other engine configurations. Additionally, although a raw-water cooling system 24 is shown and described herein below, the present disclosure is equally applicable to a closed cooling system, which uses raw water in a heat exchanger.

In the cooling system 24, water is drawn from a body of water, as schematically represented by arrow 10, and directed through an inlet conduit 12. If the engine 36 is used for an inboard drive, the water is drawn through the hull by an engine-powered pump. If the engine 36 is used for a stern drive or pod drive, the water is drawn through the drive unit by a pump located therein. In the example shown in FIG. 1, the cooling water is then directed through a power steering cooler 14, a check valve 16, and a fuel cooler 18. The water continues through a conduit 20 to a distribution housing 22. The cooling system 24 is also provided with a water circulating pump 26 and a thermostat housing 28.

With continued reference to FIG. 1, the engine's exhaust system comprises exhaust manifolds 30, which are each associated with an exhaust elbow 32. Some of the cooling water circulating through the conduits in FIG. 1 is injected into the exhaust gas stream flowing through the exhaust components 30, 32 and carried with the exhaust stream through the transom of the marine vessel to be returned to the body of water. Some of the water from the distribution housing 22 is directed to the water circulating pump 26, which pumps the water through cooling passages within the structure of the engine 36, and that cooling water removes heat from heat-emitting components of the engine 36. Warmed water leaving the engine 36 returns to the thermostat housing 28, where it is directed to the exhaust manifolds 30 and/or back to the engine 36 via the water circulating pump 26. In addition, the cooling nature of the water flowing through the conduits in FIG. 1 also removes heat from various other components, such as the power steering cooler 14 and the fuel cooler 18. Although not shown herein, other components can be connected in thermal communication with the cooling water in other applications.

In many inboard drive, stern drive, and pod drive applications, the engine 36 sits below the water line, making it difficult to fully drain the cooling water from the engine 36 by gravity alone. Especially in a raw-water cooling system 24 like that shown in FIG. 1, salt water that sits in the engine 36 can cause corrosion. Thus, many inboard engines have cast iron components, which corrode less readily than aluminum components. However, cast iron is more expensive and heavier than aluminum. The present inventors discovered that if an engine's cooling system 24 could be more effectively drained, such that little or no cooling water pooled on or in metal components, aluminum components could be used to manufacture the engine. Effectively, then, an engine designed for an outboard drive could be re-oriented and used as an inboard engine. Specifically, the present inventors determined that a pump could be used to actively draw cooling water out of the engine's cooling system 24 in response to one or more conditions being present, as will be described more fully herein below.

Although the prior art cooling system 24 has been described with respect to an engine 36, the examples below show cooling systems for other types of prime movers (and associated components) that provide torque to a propeller, impeller, or other propulsor on a marine vessel, including both internal combustion engines and electric machines. Further, those having ordinary skill in the art would understand that the same or similar cooling systems and methods associated therewith could be applied to a fuel cell powered system or a range extender on board a marine vessel.

FIG. 2 illustrates one example of a cooling system 39 for a power generation system on a marine vessel, which power generation system includes a prime mover, such as for example the marine inboard internal combustion engine 40 shown here. The cooling system 39 comprises at least one engine cooling passage 42 disposed in thermal communication with heat emitting portions of the engine 40, such as the cylinder block 44 and cylinder heads 46 shown here. Those having ordinary skill in the art would understand that the engine cooling passages 42 can also be disposed in thermal communication with the intake manifold(s), the exhaust manifolds 41, or other parts of the engine 40 as well, by way of a series of conduits and/or water jackets. A pump 48 is provided in fluid communication with the at least one engine cooling passage 42. The pump 48 can be a positive displacement or a dynamic pump. In some examples, the pump 48 is a centrifugal pump, and more specifically, an impeller pump. The pump 48 is configured to pump cooling water out of the at least one engine cooling passage 42. More specifically, the pump 48 is located downstream of the cooling system 39 and is configured to actively draw the cooling water out of the cooling system 39. Here, at least one conduit 50a, 50b provides fluid communication between the at least one engine cooling passage 42 and the boat-mounted pump 48; however, the conduits 50a, 50b could be arranged or connected to the engine 40 differently than shown, or the pump 48 could be engine-mounted and directly connected at the location where the at least one engine cooling passage 42 exits the engine 40. In other examples, the pump 48 can be the same pump already provided for pumping water from the bilge area. In one example, the pump 48 is connected to the already-existing conduits (see conduits 34, FIG. 1) in an existing engine cooling system 24, and valves prevent the cooling water from exiting the cooling system 24 when it is not desired to drain the cooling water.

A battery 51 is electrically connected to the pump 48 and configured to power the pump 48. The battery 51 can be connected to the engine's alternator for charging. In examples in which the pump 48 runs after the engine 40 is stopped, the battery 51 can be used to provide power to the pump 48. In other examples in which the pump 48 is run before the engine 40 shuts down, the pump 48 can be configured to be coupled to the engine 40 to power the pump 48. Such a coupling can be made directly by way of a keyed connection to the crankshaft or output shaft, by way of extension shafts connected to the engine's output shaft, or by way of a belt driven by the crankshaft. In some examples, a clutch or other selectively actuatable mechanism is provided to couple and de-couple the pump 48 from the engine 40. Alternatively, even if the pump 48 is run before the engine 40 shuts down, the battery 51 can still be used to power the pump 48.

The pump 48 is connected to the at least one engine cooling passage 42 at a low point of the at least one engine cooling passage 42, here, by the conduits 50a, 50b being connected to the lowest points of the engine cooling passages 42. In another example, the pump 48 is connected to the at least one engine cooling passage 42 below any corrosive components of the engine 40. The cooling system 39 further includes at least one outlet drain 52 downstream of the pump 48 for discharging the cooling water that was pumped out of the at least one engine cooling passage 42. In the example of FIG. 2, the outlet drain 52 is in fluid communication with the pump 48 by way of a conduit 54. The outlet drain 52 is located above the water level W of water in which the boat is operating, and may be located inside the vessel (such as in the bilge area) or outside the vessel (such as a port through the hull). The conduit 54 and outlet drain 52 can be above the lowest points of the engine cooling passages 42 because of the head provided by the pump 48.

A switch 56 is in electrical and/or signal communication with the pump 48. According to the present disclosure, the switch 56 is configured to activate the pump 48 in response to at least one of the following: an operator command to stop the engine 40, and a speed of the engine 40 being below a threshold speed. In one example, the threshold speed is an idle speed. Either or both of these conditions may be used as a basis for activating the pump 48 to drain the cooling water from the engine 40 as they signify either that the engine 40 is about to stop running, in which case cooling water will no longer be needed, or that the engine 40 likely does not have a need to be cooled, as it is running slowly (e.g., at idle) and not producing much heat.

The operator command to stop the engine 40 may be input via a start/stop input 58 (such as a button, switch, selectable screen icon, or other known input device). The start/stop input 58 is in electrical and/or signal communication with the switch 56, such that operator input to the start/stop input 58 can open or close the switch 56 to turn the pump 48 off or on. For example, if the switch 56 is normally open, an operator command to stop the engine 40, input via the start/stop input 58, will close the switch 56 and turn on the pump 48.

The engine speed may be determined by speed sensor 60, such as a tachometer on the crankshaft or output shaft of the engine 40. In the instance where the engine speed being below a threshold is used as a trigger for the switch 56, a microcontroller or other circuit (see, for example, controller 76, FIG. 6) is also provided in order to compare the engine speed to the predetermined threshold speed. If the engine speed is less than the threshold, the switch 56 (if normally open) is closed to activate the pump 48.

The cooling system 39 further includes a temperature sensor 62 determining a temperature of the cooling water in the at least one engine cooling passage 42. For example, the temperature sensor 62 can be a thermistor. In some examples, the switch 56 is configured to activate the pump 48 in response to the temperature of the cooling water being below a threshold temperature. Again, this embodiment would require a microcontroller or other circuit (see, for example, the controller 76 of FIG. 6) to compare the temperature signal from the temperature sensor 62 with the predetermined temperature. Many engines are already equipped with such a temperature sensor in order to determine if the engine is overheating. Thus, an existing temperature sensor 62 could be electrically connected to the microcontroller or other circuit.

In still other examples, the system may include a sensor 64 determining at least one of a pressure and a level of the cooling water in the at least one engine cooling passage 42. The pressure sensor can be a fluid pressure transducer, while the level sensor can be a float switch, an ultrasonic sensor, or a capacitance sensor. The switch 56 is configured to activate the pump 48 in response to the at least one of the pressure and the level of the cooling water being above a threshold pressure or a threshold level, respectively. Again, this embodiment would require a microcontroller or other circuit to compare the pressure and/or level signal from the sensor 64 with the predetermined pressure and/or level. In some examples, the level or pressure of water in the cooling system 39 being above a threshold is used a secondary criterion for turning on the pump 48, and a primary criterion is that the temperature of the cooling water must first be below a threshold.

In some examples, the cooling system 39 may include a vent 66 in fluid communication with the at least one engine cooling passage 42. Here, the vent 66 is located in the conduit 43 connecting the engine cooling passages 42 in the exhaust manifolds 41. However, the vent 66 could be located elsewhere in the cooling system 39, such as in the cooling water passage for the air inlet manifold. The vent 66 facilitates draining of the engine cooling passages 42 because the pump 48 does not need to draw a vacuum. (On the other hand, if a pump with a flexible impeller is used, it may be able to draw a vacuum.) The vent 66 can be in the form of a one-way or non-return valve in the exhaust cooling passages. Such a valve would automatically open when the pressure on one side overcomes the pressure on the other side, to allow air into the cooling system 39. In other examples, the vent/valve is an electrically, hydraulically, or pneumatically actuated valve, which is opened in response to the same conditions as those which cause the pump 48 to run, and/or in response to the pump 48 running. In other examples, the vent/valve is located in the inlet cooling water passages (see inlet conduit 12, FIG. 1). In still other examples, the vent is in the form of the cooling water inlet conduit being fluidically connected to the exhaust gas passage.

Still referring to FIG. 2, the cooling system 39 shown therein further comprises an air trap 68 between the pump 48 and the outlet drain 52. The air trap 68 is formed by the conduit 54 extending above the water line W and thus acts as a dam to prevent water from flowing by gravity and re-entering the cooling system 39 in the opposite direction when the pump 48 is not running.

In contrast to the example of FIG. 2, in the example of FIG. 3, no air trap is provided, and the outlet drain 52 is located in the bilge area 70 of the marine vessel. Note that in this example, the bilge pump (not shown) would operate as normal, such that when the water level in the bilge area 70 reaches a certain point, the bilge pump would run and pump water overboard. All other parts of the system in FIG. 3 are identical to those in FIG. 2, other than the exact routing of the drain conduit 54, and thus they will not be described more fully herein for brevity's sake.

In the example of FIG. 4, instead of the air trap, a valve 72 is provided in the drain conduit 54 between the pump 48 and the outlet drain 52. The valve 72 can be a one-way or non-return valve that automatically opens when the pressure on one side overcomes the pressure on the other side, to allow water to exit the conduit 54 under pressure from the pump 48, but not to allow water to flow from the outlet drain 52 back toward the pump 48. In other examples, the valve 72 is an electrically, hydraulically, or pneumatically actuated valve, which is opened in response to the same conditions as those which cause the pump 48 to run, and/or in response to the pump 48 running. In a system like that of FIG. 4, the outlet drain 52 can be located through the hull H below the water line W, as the pump 48 can provide the pressure necessary to overcome surrounding water pressure, while the valve 72 prevents back flow of water into the cooling system 39. All other parts of the system in FIG. 4 are identical to those in FIG. 2, and thus they will not be described more fully herein for brevity's sake.

In the example of FIG. 5, the system further comprises a riser 74 between the pump 48 and the outlet drain 52. Additionally, in the present example, the outlet drain 52 is located in one of the exhaust manifolds 41. The riser 74 is formed by the drain conduit 54 extending above the cylinder block 44 and cylinder heads 46 and above the water line W such that water cannot re-enter the conduit 54 under the force of gravity. The connection of the outlet drain 52 to the exhaust manifold 41 also provides a vent, which can facilitate draining by preventing the pump 48 from needing to draw a vacuum in the cooling system, as noted herein above. All other parts of the system in FIG. 5 are identical to those in FIG. 2, and thus they will not be described more fully herein for brevity's sake.

In other examples, the pump is located upstream of the cooling system 39 and is configured to actively pump air into the cooling system 39. In such examples, the pump would be an air compressor and would be coupled via a one-way valve to a high point of the cooling system 39. When the pump is activated, air is pushed from the pump into the cooling passages 42, which air pushes water in the cooling passages 42 out the outlet drain 52. Such a pump 49 is shown in phantom in FIG. 2, it being understood that the pump 49 could be provided in any of the systems of FIGS. 3-5 as well.

Thus, FIGS. 2-5 illustrate various systems for draining a cooling system 39 of a power generation system on a marine vessel which includes an inboard internal combustion engine 40. FIG. 6 will now be referred to for purposes of explaining yet another system for draining a cooling system 39 of a power generation system on a marine vessel, in which a controller 76 is provided in signal communication with the above-noted switch 56 and configured to actuate the switch 56 to activate the pump 48 in response to the at least one of the operator command to stop the prime mover (e.g., engine 40) and the speed of the prime mover (e.g., engine 40) being below the threshold speed. Note that the controller 76 of FIG. 6 could be incorporated with any of the configurations shown in FIGS. 2-5 described hereinabove or FIGS. 7-9 described herein below as will be apparent to those having ordinary skill in the art. Thus, although not every component shown in FIG. 6 needs to be provided in a given system, every component is shown for purposes of illustrating that it can be connected to the controller 76 in alternative embodiments. Note that although the controller 76 is shown herein as a separate component, such as a standalone module, in another example, the controller 76 is located on the pump 48. In other examples, the controller 76 can be the main control unit communicatively connected to and controlling the prime mover.

As shown, the system 80 may include the water level sensor 64a sensing a water level in the engine cooling passages 42, the temperature sensor 62 sensing a temperature of the water in the engine cooling passages 42, and the pressure sensor 64b sensing the pressure in the engine cooling passages 42, all in electrical/signal communication with the controller 76. The speed sensor 60 and the start/stop input 58 are also in electrical/signal communication with the controller 76. The controller 76 receives measurements and/or commands from these input sources, as appropriate, and determines if the pump 48 should be run to drain the cooling system 39. As shown in the examples of FIGS. 2-5, the pump 48 is in fluid communication with the cooling system 39 of the engine 40, and the pump 48 is configured to pump cooling water out of the cooling system 39. Furthermore, at least one outlet drain 52 is provided downstream of the pump 48 for discharging the cooling water that was pumped out of the cooling system 39.

The controller 76 is provided in electrical and/or signal communication with the switch 56, and the switch 56 is configured to activate the pump 48 in response to at least one of the following: an operator command to stop the engine 40, and a speed of the engine 40 being below a threshold speed. More specifically, if the controller 76 receives an indication from the start/stop input that the engine 40 is to be stopped, the controller 76 controls the switch to turn on the pump 48. Alternatively, if the controller 76 receives an indication that the engine speed, as determined by the speed sensor 60, is below a predetermined threshold speed, which can be saved in a memory of the controller 76, the controller 76 controls the switch 56 to turn on the pump 48. In yet another example, the controller 76 must determine both that a stop command has been input and that the engine speed is below the threshold before the controller 76 will command the switch 56 to turn on the pump 48.

Note that the switch 56 is shown herein as being a separate element than the controller 76 and the pump 48. However, the switch 56 could instead be located in the controller 76. In another example, the switch 56 is located on the pump 48. The switch 56 can be an electro-mechanical or an electrical switch. In some examples, another switch is provided that allows the operator of the marine vessel to manually activate the pump 48 to drain the cooling system. However the switch 56 is actuated, upon actuation, the pump 48 may be connected to the battery 51 to provide electrical power to the pump 48. The battery 51 can be the main battery for the marine vessel, or can be a separate battery dedicated to the pump 48. As noted hereinabove, in alternative embodiments, in some examples the pump 48 is configured to be coupled to an output shaft 78 of the engine 40 to power the pump 48. The output shaft 78 is shown schematically here, and it should be understood that the coupling to the pump 48 can be made in many different ways, as described herein above.

As noted with respect to the description of FIGS. 2-5, the system further includes at least one of an air trap, a riser, and a valve fluidically connected between the pump 48 and the outlet drain 52. The valve 72 is shown in FIG. 6 as also being connected to the controller 76. The controller 76 may open the valve 72 at the same time that the controller 76 actuates the switch 56 to activate the pump 48, or may wait a predetermined period of time after actuating the switch 56 to allow the pump 48 time to begin drawing water from the cooling system 39. The controller 76 may close the valve 72 at the same time the controller 76 deactivates the pump 48.

In one example, the pump 48 is configured to run for a predetermined period of time after being activated in response to the operator command to stop the engine 40. For example, the controller 76 can include a timer than runs for the predetermined period of time after actuating the switch 56 to run the pump 48 in response to an operator “stop” command from the start/stop input 58. Once the predetermined time has elapsed, the controller 76 may automatically deactivate the pump 48. The predetermined time may be an amount of time that is calibrated to empty the cooling system 39 of water. If the pump 48 is powered by the engine 40, the controller 76 can be configured to keep the engine 40 running to power the pump 48, even after receiving the “stop” command from the start/stop input 58. The controller 76 would then stop the engine 40 and the pump 48 together after the predetermined period of time elapsed.

In another example, the controller 76 is configured to deactivate the pump 48 in response to the pressure sensor 64b or water level sensor 64a sensing that the cooling system 39 has been emptied of water. For example, if the controller 76 determines that the water level has dropped below a predetermined threshold, or that the water pressure has dropped below a predetermined threshold, the controller 76 may deactivate the pump 48. In still other examples, the cooling water temperature as read by the temperature sensor 62 can be used as criterion to control the pump 48. The pump 48 can be run to drain the cooling system 39 so long as the cooling water temperature is below a given cooling water temperature threshold (indicating the engine 40 is cool enough); however, the controller 76 will stop the pump 48 if the cooling water temperature exceeds the threshold (indicating the engine 40 is too hot and still requires cooling). If the pump 48 is run using power from the engine 40, similar to the example using a predetermined run-time described above, the controller 76 can be configured to keep the engine 40 running to power the pump 48, even after receiving the “stop” command from the start/stop input 58. Once the conditions for stopping the pump 48 are met, the controller 76 will stop the pump 48 along with the engine 40.

As noted briefly herein above, the pump 48 may additionally or alternatively be activated while the engine 40 is running below a predetermined speed. For example, if the engine 40 is running at idle speed, it may be that the operator is about the stop the engine 40. The controller 76 could therefore run the pump 48 while the engine 40 idles, using power from the battery 51 or the engine 40. The same conditions regarding threshold temperature, water level, and/or pressure could be used to determine when the pump 48 should be started and/or stopped.

The controller 76 may be in signal communication with the input and output devices shown in FIG. 6 by way of a serial communication bus, such as a CAN bus. In alternative configurations, the controller 76 may be in analog electrical communication with one or all of the input or output devices. The controller 76 may include a processor, memory, and code stored in the memory that causes the processor to execute the algorithms described herein above and below. In some examples, the controller 76 may be an application-specific integrated circuit or a system-on-a-chip. As noted herein above, the controller 76 may alternatively be the control module controlling the prime mover.

While prior art systems drain water from a marine inboard engine's cooling system when the marine vessel is pulled out of the water or when the operator activates the drain manually, the present system and method drain the cooling system every time the prime mover is shut down. The present system also prevents water from entering the cooling system 39 when the prime mover is not running, by way of an air trap 68, valve 72, and/or riser 74 in the drain connection. The drain system operates without compromising cooling of the prime mover while it is running.

FIG. 7 shows a cooling system for another type of power generation system for a marine vessel: an electric power generation system. The electric power generation system includes components such as a drivetrain 90, an electric machine 92 (such as an electric motor or an electric motor-generator, which provides input torque to the propeller, impeller, or other propulsor via the drivetrain 90), a power distribution module 94, other electrical components 96, an optional heater 98, a battery 100, a charger 102, and a DC-DC converter 104. These components and their interaction are typical of an electric power generation system on a marine vessel and will not be described further herein. A pump 106 pumps water from a body of water in which the marine vessel is operating. The water is routed to one of two cooling system portions of the cooling system 739, a portion 739a that cools the drivetrain 90, electric machine 92, power distribution module 94, and electrical components 96, and a portion 739b that cools the battery 100, charger 102, and DC-DC converter 104. (The heater 98 may be used upon startup to warm the water in order to warm the battery 100.)

Similar to the inboard engine described hereinabove, the components of the electric power generation system may be located on the marine vessel below the water line, making it difficult to fully drain the cooling water from the cooling system 739 by gravity alone. Thus, a pump 748a is provided between the portion 739a and the outlet drain 752a thereof, and a pump 748b is provided between the portion 739b and the outlet drain 752b thereof. Each pump 748a,b is configured to actively remove cooling water from the cooling system 739. In this instance, each pump 748a,b is located downstream of the cooling system 739 and is configured to actively draw the cooling water out of the cooling system 739. However, as shown in phantom in FIG. 7, in an alternative embodiment, each pump 748c,d (e.g., air compressors) is located upstream of the cooling system 739 and is configured to actively pump air into the cooling system 739. A valve (not shown) is provided between each pump 748c,d and its respective portion 739a,b of the cooling system 739, such that air cannot enter the cooling system 739 unless the pumps 748c,d are on.

FIG. 8 shows the same electric power generation system as in FIG. 7, and like components are labeled with like reference numbers. In FIG. 8 however, the cooling system 839 comprises loops 839a, 839b including water-coolant heat exchangers 124, 126. The pump 106 pumps water from the body of water in which the marine vessel is operating into the heat exchangers 124, 126. There, the water is heated by warmer coolant, such as glycol, dielectric oil, or other known coolant medium, which has been heated by the components in the respective loop 839a, 839b. The cooled coolant is cycled back to the components of the electric power generation system by pumps 128, 130 to cool the components. Pumps 848a,b are provided to actively remove cooling water from the cooling system 839. Pump 848a is located downstream of the cooling system 839 and is configured to actively draw the cooling water out of the heat exchanger 124 and dispose of said water via an outlet drain 852a. Pump 848b is located downstream of the cooling system 839 and is configured to actively draw the cooling water out of the heat exchanger 126 and dispose of said water via an outlet drain 852b. In another example, the pumps are located upstream of the cooling system loops 839a, 839b and are configured to pump air into the water passageways of the water-coolant heat exchanger 124, 126 to actively remove cooling water from the cooling system 839.

FIG. 9 again shows the same electric power generation system as in FIG. 7, and like components are labeled with like reference numbers. However, in FIG. 9, the cooling system 939 includes a heat pump 138 comprising a compressor 140 and a water-refrigerant heat exchanger 142. The pump 106 pumps water from the body of water in which the marine vessel is operating into the water-refrigerant heat exchanger 142. The water cools the heated refrigerant. The cooled refrigerant is pumped to the two cooling system loops 939a, 939b by respective pumps 128, 130, where the refrigerant cools coolant in one of two refrigerant-coolant heat exchangers 144, 146. The heated refrigerant is returned to the compressor 140 and thereafter cooled by the water in the water-refrigerant heat exchanger 142. A pump 948 actively removes cooling water from the cooling system 939. More specifically, pump 948 is located downstream of the cooling system 939 and is configured to actively draw the cooling water out of the cooling system 939 and disposes of said water via an outlet drain 952. In another example, the pump is located upstream of the cooling system 939 and is configured to pump air into the water passageways of the water-refrigerant heat exchanger 142 to actively remove cooling water from the cooling system 939.

The cooling systems 739, 839, 939 for the electric power generation system depicted in FIGS. 7-9 can be controlled in much the same way as the cooling system 39 of FIGS. 2-5. That is, the temperature sensor 62, water level sensor 64a, pressure sensor 64b, speed sensor 60, and start/stop input 58 can all provide inputs to the controller 76 to start or stop the pumps 748a-d, 848a,b, 948 that remove water from the respective cooling system 739, 839, 939. In the cooling system 739 of FIG. 7, the temperature sensor(s) 62 can be installed with its probe end in one of the cooling water passageways of the cooling system portions 739a, 739b, for example just upstream of the pumps 748a,b. In the cooling systems 839, 939 of FIGS. 8 and 9, the temperature sensor(s) 62 can be installed with its probe end in one of the cooling water passageways in the water-coolant heat exchangers 124, 126 or the water-refrigerant heat exchanger 142, or just upstream of the pumps 848a,b, 948. The water level sensor(s) 64a and/or pressure sensor(s) 64b can be installed at a low point in any of the cooling systems 739, 839, 939. The speed sensor 60, such as a shaft encoder, DC tachometer, pulse generator, or optical tachometer, may be installed on or near the shaft of the electric machine 92 or on or near a rotating part of the drivetrain 90. The start/stop input 58, as described hereinabove, is also in signal communication with the electric machine 92, such as via the controller 76. The outlet drains 752a,b, 852a,b, 952 can be located as shown in FIGS. 2-5, with the attendant vent 66, air trap 68, valve 72, or riser 74 as described hereinabove.

Thus, the present disclosure is of a system for draining a cooling system 39, 739, 839, 939 of a power generation system on a marine vessel. The system includes a pump 48, 748a,b, 848a,b, 948 in fluid communication with the cooling system 39, 739, 839, 939, the pump 48, 748a,b, 848a,b, 948 configured to actively remove cooling water from the cooling system 39, 739, 839, 939. A controller 76 is configured to start the pump 48, 748a,b, 848a,b, 948 in response to at least one of the following: an operator command to stop a prime mover of the marine power generation system; and a speed of the prime mover being below a threshold speed (e.g., an idle speed for an engine, or zero RPM or a very low speed for an electric motor). In the present examples, the prime mover is one of an internal combustion engine 40 and an electric motor (electric machine 92). A first temperature sensor 62 determines a temperature of the cooling water in the cooling system 39, 739, 839, 939. An outlet drain 52, 752a,b, 852a,b, 952 discharges the cooling water that was actively removed from the cooling system 39, 739, 839, 939. As noted hereinabove, the controller 76 is configured to stop the pump 48, 748a,b, 848a,b, 948 in response to the temperature of the cooling water, as determined by temperature sensor 62, exceeding a threshold temperature. This means that the components requiring cooling are too hot, and cooling water is still required in the cooling system 39, 739, 839, 939 to cool said components.

As described hereinabove, the system may further comprise a sensor 64 determining at least one of a pressure and a level of the cooling water in the cooling system 39, 739, 839, 939 (e.g., with water level sensor 64a and/or pressure sensor 64b). The controller 76 is configured to stop the pump 48, 748a,b, 848a,b, 948 in response to the at least one of the pressure and the level of the cooling water dropping below a threshold pressure or a threshold level, respectively. This would indicate that the water is completely or nearly completely drained from the system.

As also noted hereinabove, the pump 48, 748a,b, 848a,b, 948 is configured to run for a predetermined period of time after being started in response to the operator command to stop the prime mover.

Of course, the controller 76 can do one or all of the above-noted things. For example, the controller 76 can be programmed to run the pump for a predetermined period of time after being started. If the temperature of the cooling water exceeds the cooling water temperature threshold, the pump can be stopped, even if the predetermined period of time has not yet elapsed. If the level or pressure of the cooling water drops below the threshold level or pressure, the pump can be stopped, even if the predetermined period of time has not yet elapsed.

Further information can be used to determine whether to start the pump 48, 748a,b, 848a,b, 948 in the first place. For example, referring back to FIG. 6, the system 80 may further comprise a second temperature sensor 148 sensing an ambient temperature of the cooling system 39, 739, 839, 939. The ambient temperature sensor 148 can be a thermometer or other known temperature sensor for sensing an air temperature, and can be located near the cooling system or elsewhere on the marine vessel, in a location where the temperature sensor 148 is able to sense a temperature that the cooling system will encounter when the prime mover and other heat-generating devices are turned off. In response to the ambient temperature being above a first ambient temperature threshold (e.g., 40° F.), the controller 76 is configured not to start the pump 48, 748a,b, 848a,b, 948 in spite of the at least one of the operator command to stop the prime mover and the speed of the prime mover being below the threshold speed. This might be desirable when the components of the cooling system are made of materials that are not subject to corrosion. That the materials of the cooling system are not subject to corrosion can be information provided to the controller 76 by a technician commissioning the system 80 or by the operator via a user interface. As long as ambient temperatures remain above the first ambient temperature threshold, the water is not likely to freeze, and there is therefore no danger of corrosion or the components cracking due to freeze. Thus, it may be acceptable for the water to remain in the cooling system.

The system 80 may also include a salinity sensor 150 sensing a salinity of the cooling water in the cooling system 39, 739, 839, 939. The salinity sensor 150 may be a conductivity sensor, such as an electrode sensor or an inductive sensor, having its probe ends in fluid communication with the water inside the cooling passages of the cooling system. In response to the salinity of the cooling water being above a threshold salinity and the ambient temperature being above a second ambient temperature threshold (the second ambient temperature threshold being lower than the first ambient temperature threshold, e.g., 32° F.), the controller 76 is configured not to start the pump 48, 748a,b, 848a,b, 948 in spite of the at least one of the operator command to stop the prime mover and the speed of the prime mover being below the threshold speed. Thus, when the water is determined to be salt water based on a reading from the salinity sensor 150, as long as ambient temperatures remain above the second ambient temperature threshold, the water is not likely to freeze, and there is therefore no danger of corrosion or the components cracking due to freeze. The controller 76 is programmed such that the second temperature threshold at which salt water is maintained in the cooling passages is less than the first temperature threshold used when the cooling water is fresh water, as salt water will freeze at a lower temperature than fresh water.

On the other hand, if the ambient temperature, as determined by the temperature sensor 148, is below the first ambient temperature threshold (for fresh water) or the second ambient temperature threshold (for salt water), then the pump 48, 748a,b, 848a,b, 948 is configured to pump the water out of the cooling system 39, 739, 839, 939 for the predetermined period of time, or until the temperature of the cooling water is too high, or until the pressure or level of the water is low enough. Further, if the components of the cooling system are subject to corrosion, it may be desirable to drain the cooling system when the prime mover is not in use regardless of ambient temperatures.

A system for draining a cooling system of a power generation system on a marine vessel according to another example of the present disclosure comprises a pump 48, 748a,b, 848a,b, 948 in fluid communication with the cooling system 39, 739, 839, 939, the pump configured to actively remove cooling water from the cooling system. An outlet drain 52, 752a,b, 852a,b, 952 discharges the cooling water that was removed from the cooling system. A controller 76 is configured to start the pump 48, 748a,b, 848a,b, 948 in response to at least one of the following: an operator command to stop a prime mover (e.g. engine 40, electric machine 92) of the power generation system and a speed of the prime mover being below a threshold speed. A sensor 64 determines at least one of a pressure and a level of the cooling water in the cooling system 39, 739, 839, 939 (e.g., water level sensor 64a and/or pressure sensor 64b). The controller 76 is configured to stop the pump 48, 748a,b, 848a,b, 948 in response to the at least one of the pressure and the level of the cooling water dropping below a threshold pressure or a threshold level, respectively. This means that the cooling system is completely empty or nearly completely empty of cooling water.

The pump may be located downstream of the cooling system, in which case the pump is configured to actively draw the cooling water out of the cooling system. Alternatively, the pump may be located upstream of the cooling system, in which case the pump is configured to actively pump air into the cooling system.

The controller 76 is configured to run the pump 48, 748a,b, 848a,b, 948 for a predetermined period of time after starting the pump 48, 748a,b, 848a,b, 948 in response to the operator command to stop the prime mover. The system may further include a temperature sensor 62 determining a temperature of the cooling water in the cooling system 39, 739, 839939, wherein the controller 76 is configured to stop the pump in response to the temperature of the cooling water exceeding a threshold cooling water temperature.

The system may further comprise a temperature sensor 148 sensing an ambient temperature of the cooling system. In response to the ambient temperature being above a first ambient temperature threshold, the controller 76 is configured not to start the pump in spite of the at least one of the operator command to stop the prime mover and the speed of the prime mover being below the threshold speed.

The system may further comprise a salinity sensor 150 sensing a salinity of the cooling water in the cooling system. In response to the salinity of the water being above a threshold salinity and the ambient temperature, as determined by the temperature sensor 148, being above a second ambient temperature threshold, the controller 76 is configured not to start the pump in spite of the at least one of the operator command to stop the prime mover or the speed of the prime mover being below the threshold speed. As noted hereinabove, the second ambient temperature threshold is lower than the first ambient temperature threshold, to account for the lower freezing point of salt water.

The above systems and methods are configured to prevent damage to the components of the cooling system due to corrosion and expansion as a resulting of freezing. Although examples are shown for an internal combustion engine 40 and an electric power generation system including an electric machine 92, those having ordinary skill in the art would understand that the same cooling system and methods associated therewith could be applied to a fuel cell powered system or a range extender on board a marine vessel.

In the above description, certain terms have been used for brevity, clarity, and understanding. No unnecessary limitations are to be inferred therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes and are intended to be broadly construed. The different systems and method steps described herein may be used alone or in combination with other systems and methods. It is to be expected that various equivalents, alternatives and modifications are possible within the scope of the appended claims.

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	Number	Date	Country
Parent	16720653	Dec 2019	US
Child	17686613		US

Cooling system for a power generation system on a marine vessel

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US Referenced Citations (22)

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