EP3472043B1 - Aussenbordmotor-kühlersystem mit geschlossenem regelkreis - Google Patents

Aussenbordmotor-kühlersystem mit geschlossenem regelkreis Download PDF

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Publication number
EP3472043B1
EP3472043B1 EP16906486.2A EP16906486A EP3472043B1 EP 3472043 B1 EP3472043 B1 EP 3472043B1 EP 16906486 A EP16906486 A EP 16906486A EP 3472043 B1 EP3472043 B1 EP 3472043B1
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EP
European Patent Office
Prior art keywords
outboard
motor
standard
coolant
closed
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EP16906486.2A
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English (en)
French (fr)
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EP3472043A1 (de
EP3472043A4 (de
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Brian Provost
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Individual
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Priority claimed from US15/188,243 external-priority patent/US9545985B1/en
Priority claimed from US15/188,204 external-priority patent/US9580159B1/en
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Priority to PL16906486T priority Critical patent/PL3472043T3/pl
Publication of EP3472043A1 publication Critical patent/EP3472043A1/de
Publication of EP3472043A4 publication Critical patent/EP3472043A4/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/24—Arrangements, apparatus and methods for handling exhaust gas in outboard drives, e.g. exhaust gas outlets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/28—Arrangements, apparatus and methods for handling cooling-water in outboard drives, e.g. cooling-water intakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/04—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers
    • F02B61/045—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing for driving propellers for marine engines

Definitions

  • the system of this invention provides a retrofit substitute for the midsection and the lower unit of a standard outboard motor, having a substitute closed-loop cooling system with an exterior heat exchanger, a substitute oil reservoir, a substitute exhaust system, and a substitute propulsion system, allowing an existing standard outboard-motor powerhead to be used in conditions not conducive to standard open-loop water cooling, such as shallow-water, muddy-water, obstructed-water, seawater, or corrosive-water conditions.
  • the system of this invention was designed in part because boats that navigate inland waterways, coastal marshes, and swamps encounter areas that are shallow, sometimes filled with invasive vegetation, or silted up with mud that is too soft to walk in or use any other sort of vehicle to access. Boats, particularly shallow draft boats, are the only vehicle practical to access these areas, but outboard motors become useless once they travel outside of channels deep enough for cooling and exhaust systems to work properly. Also, the lower unit gearbox section is not designed to deflect obstructions, and was not designed intended for rugged use when encountering submerged obstructions such as, mud, logs, sand, and so forth.
  • Outboard motors would be an acceptable alternative to the limited horsepower air-engines, but were designed and are built specifically for raw water cooling outboard lower ends.
  • the outboard engine crankshaft has no external shafting.
  • the crankshaft does not extend out of the engine base like the presently used air-cooled engines, and only accepts the driveshaft of its intended mate, the outboard motor lower unit. It is water cooled, with its water pump being built into its mate, the lower unit.
  • the outboard-motor powerhead has no exhaust system except for its mate, the conventional lower unit and midsection. The exhaust travels through the midsection and out of the lower unit. This hot exhaust is cooled by raw cooling water after it has been supplied to the powerhead, and exiting the cooling jackets of the powerhead.
  • outboard-motor powerhead is compact, lightweight, and reliable, it is not considered to be an option for shallow water outboard motors, or any other machinery, because it was designed and built with the outboard motor midsection and lower unit as a necessary part of the complete operable engine.
  • US 5 383 803 A discloses a two cycle or four cycle outboard motor which is equipped with a closed circuit cooling system having a coolant pump, a heat exchanger, an expansion tank, a series of coolant passages in the motor and some external piping to complete the circuit.
  • a conventional outboard motor is modified to include the closed circuit coolant system with the conventional water pump being converted to the coolant pump.
  • the thermostat seals have to be modified, the pump has to be sealed, and several bypass holes have to be plugged in the engine to isolate the flow of coolant.
  • US 3 240 179 A discloses a marine vessel having a hull opening in the bottom thereof below the water line, including a cooler comprising an outer sheet portion of sinuous configuration forming a series of parallel tube convolutions between opposite perimeters thereof, a pair of headers disposed transversely along the opposite perimeters of the outer sheet portion and having bottom openings communicating with the adjacent ends of the respective tube-forming convolutions, another sheet portion superimposed on the lower sheet portion between the headers and closing the innermost ends of the series of tube-forming convolutions, means fixed at diagonally opposite ends of the respective headers for communication with a fluid cooling system, each of the headers having a wall portion connected to one of the convolutions of the lower-sheet portion to transversely partition the header in two compartments, an outwardly-extending flange integrated with the outer sheet portion and disposed in a plane above the inner ends of the tube-forming convolutions and extending entirely around the perimeter of outer sheet portion, the unit being set in the hull opening with the flange secured to the hull to
  • US 4 043 289 A discloses a marine keel cooler.
  • the single tube or single tube of a three, five or the like uneven number of tubes extending between a header unit attached to the underside of a boat hull in communication with the water circulating pump of the inboard engine and a return fitting attached to the underside of the hull is centrally divided into side-by-side separate compartments of equal area and volume by a longitudinally extending flat divider plate so that the uneven number of tubes is converted into an even flow number whereby an accurate volume flow can be achieved between the header and the return fitting in terms of the volume capacity of the water circulating pump.
  • US 4 239 013 A discloses a propelling apparatus and a control for said propelling apparatus for use with a boat.
  • the propelling apparatus comprises a pump in the form of a propeller and a motor for driving the impeller. Also, there is a heat exchanger arrangement and a mounting device for support of the motor in a driving relationship with the propeller. Further, there is a heat exchanger and muffler combination for the exhaust gases from the motor.
  • US 5 009 622 A discloses a cooling system for marine motors.
  • the cooling system has a coolant path which is external to the motor housing of the motor.
  • the external coolant path is connected across the inlet and outlet of the internal coolant path through which coolant is normally conveyed to cool the hot zones of the motor. A closed circuit is thus formed.
  • the external coolant path includes a heat exchanger arranged to place the coolant in heat exchange relationship with water in which the motor runs. It may also include a header tank for pressure control and topping up purposes.
  • the external path can be in kit form for conversion of existing motors.
  • the motor may be an inboard or outboard motor.
  • US 7,421,983 B1 discloses a cooling system for a marine propulsion device which incorporates both a closed portion and an open portion.
  • the closed portion is operated to encourage nucleate boiling and is provided with a pump and a valve in order to regulate the rate of flow of coolant through certain heat emitting regions of the engine.
  • the pump can be an electric variable speed pump and the valve can be used to direct coolant through a heat exchanger or to bypass the coolant around the heat exchanger.
  • a method for providing an outboard-motor closed-loop cooler system for a boat having a hull with an exterior surface is provided as set forth in claim 1.
  • an outboard-motor closed-loop cooler apparatus for a boat having a hull with an exterior surface is provided as set forth in claim 2.
  • This invention provides an outboard-motor closed-loop cooler system as a retrofit substitute for the midsection and the lower unit of an outboard motor, having a substitute closed-loop cooling system with an exterior heat exchanger, a substitute oil reservoir, and a substitute exhaust system, allowing an existing outboard-motor powerhead to be used in conditions not conducive to standard water cooling, such as a shallow-water, muddy-water, obstructed-water, seawater, or corrosive-water conditions.
  • This invention provides a machined engine base and other parts that reroute conventional paths needing lubricating oil, cooling water, and combustion exhaust gases to areas above and outside of the midsection of the outboard motor.
  • This invention provides a solution for making outboard-motor powerheads usable on shallow water outboard motors.
  • Outboard-motor powerheads are available in horsepower ranges from 2 to 250, or even larger. This invention makes all of these engines useable on shallow water outboard motors.
  • this invention eliminates the possibility of debris such as leaves, branches, weeds, and invasive vegetation from clogging the cooling system, and avoids exposure of the engine's cooling jackets to damaging salt water.
  • outboard-motor closed-loop cooler invention system apparatus 200 and method 300 is illustrated.
  • a standard outboard-motor powerhead 100 is mounted on the conversion-adapter base 1 of the outboard-motor closed-loop cooler.
  • the combined unit is mounted on a boat, such as the essentially flat-bottomed shallow-water boat illustrated, using the provided mounting clamp 2.
  • the surface-drive outboard-motor lower unit 7 mounted to the conversion-adapter base 1 provides propulsion in shallow, weedy, or otherwise difficult-to-navigate waters.
  • the outboard-motor closed-loop cooler provides a closed loop of water or other coolant to the standard outboard-motor powerhead 100 through a coolant-supply tube 8 driven by a coolant pump 9. Coolant heated by the standard outboard-motor powerhead is returned in a closed loop by the coolant-return tube 12. Returned heated coolant is cooled again by the heat exchanger 10.
  • the heat exchanger is mounted to the boat below the waterline, such as on the keel or bottom surface of the flat-bottomed boat illustrated.
  • the coolant in the closed loop can be pure water, or can be a mixture of water and a non-toxic antifreeze agent such as propylene glycol.
  • the coolant will be repeatedly circulated through the cooling jacket of the powerhead, so seawater or salt water or other fluids corrosive to the powerhead's engine should be avoided.
  • the outboard-motor closed-loop cooler provides an oil reservoir 15 as a substitute for the oil reservoir normally contained in the midsection of a standard outboard motor.
  • Lubricating oil from the standard outboard-motor powerhead is routed to the oil reservoir 15 through an oil-return tube 14 and is drawn back by the powerhead's oil pump through an oil-supply tube 16.
  • the oil reservoir 15 can be configured to contain a volume of lubricating oil greater than the normal capacity of a standard outboard motor in order to provide more time between circulations of any given portion of the oil. As a consequence of the external location of the oil reservoir 15, it is likely that the circulation of lubricating oil will have a cooling effect on the oil.
  • the oil reservoir 15 can be configured to act as a heat exchanger to further cool the oil. Also, optionally, the oil reservoir 15 can be configured to filter and clean the lubricating oil as it circulates. The optional inclusion of a viewing window or other indicator in or on the externally located oil reservoir 15 can provide an easy means of visual confirmation of the level and condition of the lubricating oil.
  • the standard method of porting an outboard-motor powerhead's exhaust through the standard midsection for discharge under the waterline has some advantages in terms of muffling sound and suppressing sparks, but underwater discharge is not well-suited to operation in shallow or otherwise obstructed waters because the underwater exhaust port can become clogged or obstructed, impairing the function of the motor.
  • the outboard-motor closed-loop cooler provides an exhaust pipe 18 with an exhaust muffler 19 as a substitute for the standard underwater exhaust, so that the exhaust can be discharged above the waterline with little risk of clogging or obstruction.
  • a preferred embodiment of the heat-exchanger 10 is adapted to be mounted to the bottom surface of the hull of a flat-bottomed boat meant to navigate in shallow or obstructed waters. Other locations are appropriate for other hull configurations.
  • the heat-exchanger 10 should be mounted below the waterline because heat is better transferred in water than in air. For operation in extremely cold-air environments, mounting above the waterline might be preferable in order to avoid problems associated with ice below the waterline.
  • the heat exchanger 10 is approximately 2.5 cm (1 inch) deep and approximately 3 meters (10 feet) long, by 40 to 60 cm (16 to 24 inches) wide, sized to fit a typical flat-bottomed boat, and presenting a surface area of approximately 1,2 to 1,85 m2 (13 to 20 square feet) in heat-transferring contact with the water.
  • the heat exchanger 10 is divided into a number of separate channels communicating in a staggered pattern, forming a continuous path, in order to route any given portion of coolant through the entire heat exchanger and to segregate the coolest coolant from the influence of the hottest coolant.
  • the separate channels are defined by heat-exchanger partitions 25.
  • a heat-exchanger coolant-in connector 11 is located at one end of the continuous path and is meant to be connected to the coolant-return tube 12, which brings heated coolant from the standard outboard-motor powerhead 100.
  • a heat-exchanger coolant-out connector 13 is located at the other end of the continuous path and is meant to be connected to the coolant-supply tube 8, along which is located the coolant pump 9.
  • the coolant emerging from the heat-exchanger coolant-out connector 13 has been cooled by transfer of heat formerly contained in the coolant entering the heat-exchanger coolant-in connector 11, with such heat being transferred to the water environment in contact with and passing around the heat exchanger 10.
  • a preferred embodiment of the heat exchanger 10 is constructed using aluminum plate of approximately 0.635 cm (0.25 inch) thickness for the outer envelope, which comprises a heat-exchanger upper plate 21 and a heat-exchanger lower plate 22, which is bent along the lower-plate bends 23, as shown, in order to form sloping sides, and is attached to the upper plate 21 along the plate-attachment points 24 as shown.
  • the heat-exchanger partitions 25 can be constructed from aluminum plate or bar of approximately 0.25 cm (0.1 inch) thickness, in a staggered arrangement, as shown, in order to form one continuous path.
  • Other materials can be used for constructing the heat exchanger 10. Such materials should allow sufficient liquid-to-liquid heat transfer and should be strong or resilient enough to withstand the intended use.
  • a standard powerhead 100 of a standard outboard motor houses a cooling system having a cold-water inlet 91 leading to a cold-water manifold 92 providing cooling water to a cooling jacket 93 in the combustion cylinders, and a hot-water manifold 94 leading to a hot-water outlet 95.
  • cooling water is drawn in through a channel in the standard midsection and is returned and exhausted through another channel in the standard midsection.
  • the lubricating oil reservoir is located in the midsection, and the powerhead 100 has an oil pump 96 to draw oil out of the midsection and an oil-return opening 97 to allow the oil to drain back into the midsection.
  • the engine exhaust is expelled through the midsection, and the powerhead 100 has an exhaust manifold 98 to collect exhaust gasses and an exhaust outlet 99 intended to channel exhaust through the midsection to be expelled under the waterline.
  • the standard outboard motor has a driveshaft 90, which transfers force through the midsection and ultimately to the lower unit or gearbox and to the propeller.
  • the conversion-adapter base 1 when installed, becomes the engine base. It is machined to fit the outboard-motor powerhead 100 and adapt the cooling system, oil system, exhaust system, and PTO drive system of more variable industry engines, particularly the shallow water outboard motor industry.
  • the conversion-adapter base 1 has a passage machined through it to provide an exit for the exhaust to pass through when the midsection, often referred to as the "leg,” is not present. There are threaded holes around this exhaust passage for attaching an external muffler over the water line, eliminating the possibility of mud of other obstructions blocking the exhaust gasses from exiting the lower unit.
  • the bottom of the converter-adapter base 1 has a machined surface with a circular series of threaded holes for mounting the surface-drive outboard-motor lower unit 7 to the standard outboard-motor powerhead 100.
  • the mounting is accomplished using bolts or studs passing through the lower-unit attachment surface 5 and screwed into the conversion-adapter base 1.
  • a bearing-and-clutch housing 4 enclosing the clutch system for controlling the transfer of rotational force from the powerhead's driveshaft 90 to the lower-unit drive shaft 6.
  • the clutch system is an electric clutch, which comprises an electric magnet, clutch friction drive discs, clutch driven hub, and flanged clutch rotor.
  • An external power-take-off shaft 3, or PTO shaft, extends toward the powerhead from the bearing-and-clutch housing 4 and is adapted to be mounted to the powerhead's driveshaft 90 such that torque or rotational force can be transferred to the lower-unit drive shaft 6 and ultimately used for propulsion.
  • An oil collection cup 17 is provided in the conversion-adapter base 1 to accept lubricating oil coming from the powerhead's oil-return opening 97. From the oil collection cup 17, an oil-return tube 14 conveys the lubricating oil to the exterior oil reservoir 15. From there, the oil-supply tube 16 conveys the lubricating oil back to the standard outboard-motor powerhead under negative pressure provided by the powerhead's oil pump 96.
  • the exhaust pipe 18 and exhaust muffler 19 are attached to the conversion-adapter base 1 such that the exhaust pipe 18 is in communication with the exhaust outlet 99 of the standard outboard-motor powerhead 100.
  • the exhaust pipe 18 and exhaust muffler 19 provide the noise and spark suppression that are conventionally provided by the exhaust system in the standard outboard motor midsection. This exhaust pipe 18 and exhaust muffler 19 allow the engine's exhaust to exit above the waterline without excessive noise, and without being restricted by debris in the water, or mud in extremely shallow conditions.
  • coolant-supply tube 8 One end of the coolant-supply tube 8 is arrayed in or on the conversion-adapter base 1, providing communication with the cold-water inlet 91 of the standard outboard-motor powerhead 100.
  • the coolant-supply tube 8 supplies coolant from a closed loop of coolant.
  • the coolant pump 9 provides the force to push the coolant into the cold-water manifold 92 of the standard outboard-motor powerhead 100, and from there into and through the cooling jacket 93, surrounding the cylinders of the engine, and then into the hot-water manifold 94 and the hot-water outlet 95.
  • coolant-return tube 12 One end of the coolant-return tube 12 is arrayed in communication with the hot-water outlet 95, and conveys heated coolant to the heat exchanger 10. Coolant that has been cooled in the heat exchanger 10 is returned to the cold-water inlet 91 of the standard outboard-motor powerhead 100, completing a closed loop.
  • the operational state and speed of the coolant pump 9 is controlled with the coolant-pump control system 30, comprising the coolant-pump controller 31 which monitors in real time the RPM sensor 32 and the temperature sensor 33, indicating the conditions within the standard outboard-motor powerhead 100.
  • the coolant-pump control system 30 stops or slows the flow of coolant when the engine is colder than its optimal operating temperature, such as when first started or under extremely cold conditions. Stopping or slowing the flow of coolant under such conditions provides a benefit of allowing the engine to come up to optimal operating temperature more quickly.
  • the coolant-pump controller 31 motivates the coolant pump 9 to provide the proper flow rate of coolant to maintain that temperature. If the engine is becoming overheated, the coolant-pump controller 31 motivates the coolant pump 9 to provide up to the maximum flow rate in order to lower the engine's temperature.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ocean & Marine Engineering (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Exhaust Silencers (AREA)

Claims (14)

  1. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf für ein Boot mit einem Rumpf mit einer Außenfläche, wobei das Verfahren folgende Schritte aufweist:
    Vorsehen eines Antriebskopfes eine Standard-Außenbordmotors mit einer Antriebswelle, mit einem Kaltwassereinlass, einer Kaltwassersammelleitung, einem Kühlmantel, einer Warmwassersammelleitung, einem Warmwasserauslass, einer Ölpumpe, einer Ölrücklauföffnung, einer Abgassammelleitung und einem Abgasauslass;
    Vorsehen einer Umwandlungsadapterbasis (1), die zur Montage an dem Antriebskopf des Standard-Außenbordmotors ausgebildet ist, so dass die Antriebswelle (90), der Kaltwassereinlass (91), der Warmwasserauslass (95), die Pumpe (96), die Ölrücklauföffnung (97) und der Abgasauslass (99) mit den ordnungsgemäßen entsprechenden Teilen des Außenbordmotor-Kühlers mit geschlossenem Kreislauf zusammengepasst sind;
    Vorsehen einer Montageklemme (2), die an der Umwandlungsadapterbasis angebracht ist, die zur Montage an dem Boot ausgebildet ist;
    Vorsehen einer unteren Oberflächenantriebseinheit (7) des Außenbordmotors, die ausgebildet ist, um Antrieb in Bedingungen vorzusehen, die nicht für Wasserkühlung zuträglich sind, und die eine Befestigungsfläche der unteren Einheit haben, die ausgebildet ist, um die untere Oberflächenantriebseinheit des Außenbordmotors an dem Antriebskopf des Standard-Außenbordmotors zu befestigen, und die eine externe bzw. herausgeführte Leistungsabnahmewelle hat, weiter ein Lager-Kupplungs-Gehäuse und eine Antriebswelle der unteren Einheit, die ausgebildet ist, um eine Drehkraft von der Antriebswelle des Antriebskopfes des Standard-Außenbordmotors aufzunehmen und die Kraft in Vortrieb umzuwandeln;
    Vorsehen eines Wärmetauschers (10), der ausgebildet ist, um aufgeheiztes Kühlmittel von dem Antriebskopf des Standard-Außenbordmotors von einem Kühlmittelrückleitungsrohr (12) aufzunehmen, welches zwischen dem Warmwasserauslass des Antriebskopfes des Standard-Außenbordmotors und einem Kühlmitteleingangsverbinder des Wärmetauschers angeschlossen ist, um das Kühlmittel zu kühlen, und um gekühltes Kühlmittel zu dem Antriebskopf des Standard-Außenbordmotors über ein Kühlmittellieferrohr zu liefern, welches zwischen dem Kaltwassereinlass des Antriebskopfes des Standard-Außenbordmotors und einer Kühlmittelpumpe (9) angeschlossen ist, die wiederum mit einem Kühlmittelauslassverbinder des Wärmetauschers verbunden ist, wobei der Wärmetauscher einen Wärmetauscherkörper mit einer oberen Wärmetauscherplatte aufweist,
    weiter eine Vielzahl von Kanälen, die durch Wärmetauscherunterteilungen getrennt sind, wobei die Kanäle in gestuftem Muster miteinander in Verbindung stehen, während sie einen kontinuierlichen Pfad für das Kühlmittel formen und während der Wärmetauscherkörper in Wärmeaustauschkontakt mit Wasser in einem Wasserkörper bzw. Gewässer ist;
    Vorsehen eines Ölreservoirs (15), welches ausgebildet ist, um Schmieröl von der Ölrückleitungsöffnung des Antriebskopfes des Standard-Außenbordmotors über einen Ölsammelnapf aufzunehmen, der mit der Ölrückleitungsöffnung und einem Ölrückleitungsrohr verbunden ist, welches zwischen dem Ölsammelnapf und dem Ölreservoir angeschlossen ist, und um Schmieröl zu dem Antriebskopf des Standard-Außenbordmotors über ein Öllieferrohr zu liefern, welches zwischen dem Ölreservoir und der Ölpumpe des Antriebskopfes des Standard-Außenbordmotors angeschlossen ist;
    Vorsehen eines Abgasrohrs (18) mit einem Abgasschalldämpfer (19), das mit dem Abgasauslass des Antriebskopfes des Standard-Außenbordmotors verbunden ist und ausgebildet ist, um Abgas in die Umgebung über der Wasserlinie auszustoßen; und
    Vorsehen eines Kühlmittelpumpensteuersystems (30) mit einer Kühlmittelpumpensteuervorrichtung in Verbindung mit einem Drehzahl- bzw. U/min-Sensor (32), um die Echtzeitdrehzahl der Antriebswelle des Antriebskopfes des Standard-Außenbordmotors sicherzustellen bzw. zu bestimmen, mit einem Temperatursensor (33), um die Echtzeittemperatur innerhalb des Antriebskopfes des Standard-Außenbordmotors festzustellen, und
    zwar in Verbindung mit der Kühlmittelpumpe und den Betrieb der Kühlmittelpump steuernd und ausgebildet zum Vorsehen einer optimalen Rate des Kühlmittelflusses basierend auf der Echtzeittemperatur und der Echtzeitdrehzahl des Antriebskopfes des Standard-Außenbordmotors;
    Befestigen des Wärmetauscherkörpers (10) an der Außenfläche des Rumpfes;
    Anbringen der Umwandlungsadapterbasis (1) an dem Bootsrumpf;
    Betreiben des Kühlersystems mit geschlossenem Kreislauf als einen Ersatz für das herkömmliche Wasserkühlsystem mit offenem Kreislauf des Standard-Außenbordmotors mit einem geschlossenem Kreislauf von Wasser oder einem anderen Kühlmittel, wobei der geschlossene Kreislauf nicht einer Verstopfung oder Zusetzung in Bedingungen mit seichtem Wasser und anderen Bedingungen unterworfen ist, die nicht für eine Wasserkühlung mit offenem Kreislauf zuträglich sind;
    wobei der Außenbordmotor-Kühler mit geschlossenem Kreislauf das Standard-Ölreservoir des Mittelabschnittes des Standard-Außenbordmotors mit dem Ölreservoir ersetzt;
    wobei der Außenbordmotor-Kühler mit geschlossenem Kreislauf den herkömmlichen Unterwasserauspuff des Standard-Außenbordmotors durch das Abgasrohr und den Abgasschalldämpfer ersetzt; und
    wobei der Außenbordmotor-Kühler mit geschlossenem Kreislauf einen optimalen Fluss von Kühlmittel bezüglich der Echtzeitbetriebsbedingungen des Antriebskopfes des Standard-Außenbordmotors vorsieht; und
    Verwenden des Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf bei Bedingungen, die nicht für herkömmliche Wasserkühlung mit offenem Kreislauf zuträglich sind.
  2. Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf für ein Boot mit einem Rumpf mit einer Außenfläche, wobei die Kühlervorrichtung eine Nutzung unter Bedingungen vorsieht, die nicht für eine herkömmliche Wasserkühlung mit offenem Kreislauf eines Antriebskopfes eines Standard-Außenbordmotors zuträglich sind, der eine Antriebswelle, einen Kaltwassereinlass, eine Kaltwassersammelleitung, einen Kühlmantel, eine Warmwassersammelleitung, einen Warmwasserauslass, eine Ölpumpe, eine Ölrücklauföffnung, eine Abgassammelleitung und einen Abgasauslass hat, wobei der Außenbordmotor-Kühler mit geschlossenem Kreislauf Folgendes aufweist:
    eine Umwandlungsadapterbasis (1), die zur Montage an dem Antriebskopf des Standard-Außenbordmotors ausgebildet ist, so dass die Antriebswelle,
    der Kaltwassereinlass, der Warmwasserauslass, die Pumpe, die Ölrücklauföffnung und der Abgasauslass mit den ordnungsgemäßen entsprechenden Teilen des Außenbordmotor-Kühlers mit geschlossenem Kreislauf zusammengepasst sind;
    eine Montageklemme (2), die an der Umwandlungsadapterbasis angebracht ist, die zur Montage an dem Boot ausgebildet ist;
    eine untere Oberflächenantriebseinheit (7) des Außenbordmotors, die ausgebildet ist, um Antrieb in Bedingungen vorzusehen, die nicht für Wasserkühlung zuträglich sind, und die eine Befestigungsfläche der unteren Einheit haben, die ausgebildet ist, um die untere Oberflächenantriebseinheit des Außenbordmotors an dem Antriebskopf des Standard-Außenbordmotors zu befestigen, und die eine externe bzw. herausgeführte Leistungsabnahmewelle hat, weiter ein Lager-Kupplungs-Gehäuse und eine Antriebswelle der unteren Einheit, die ausgebildet ist, um eine Drehkraft von der Antriebswelle des Antriebskopfes des Standard-Außenbordmotors aufzunehmen und die Kraft in Vortrieb umzuwandeln;
    einen Wärmetauscher (10), der ausgebildet ist, um aufgeheiztes Kühlmittel von dem Antriebskopf des Standard-Außenbordmotors von einem Kühlmittelrückleitungsrohr (12) aufzunehmen, welches zwischen dem Warmwasserauslass des Antriebskopfes des Standard-Außenbordmotors und einem Kühlmitteleingangsverbinder des Wärmetauschers angeschlossen ist, um das Kühlmittel zu kühlen, und um gekühltes Kühlmittel zu dem Antriebskopf des Standard-Außenbordmotors über ein Kühlmittellieferrohr zu liefern, welches zwischen dem Kaltwassereinlass des Antriebskopfes des Standard-Außenbordmotors und einer Kühlmittelpumpe (9) angeschlossen ist, die wiederum mit einem Kühlmittelauslassverbinder des Wärmetauschers verbunden ist, wobei der Wärmetauscher einen Wärmetauscherkörper mit einer oberen Wärmetauscherplatte aufweist, die an der Außenfläche des Rumpfes befestigt werden kann, weiter eine Vielzahl von Kanälen, die durch Wärmetauscherunterteilungen getrennt sind, wobei die Kanäle in gestuftem Muster miteinander in Verbindung stehen, während sie einen kontinuierlichen Pfad für das Kühlmittel formen und während der Wärmetauscherkörper in Wärmeaustauschkontakt mit Wasser in einem Wasserkörper bzw. Gewässer ist;
    ein Ölreservoir (15), welches ausgebildet ist, um Schmieröl von der Ölrückleitungsöffnung des Antriebskopfes des Standard-Außenbordmotors über einen Ölsammelnapf aufzunehmen, der mit der Ölrückleitungsöffnung und einem Ölrückleitungsrohr verbunden ist, welches zwischen dem Ölsammelnapf und dem Ölreservoir angeschlossen ist, und um Schmieröl zu dem Antriebskopf des Standard-Außenbordmotors über ein Öllieferrohr zu liefern, welches zwischen dem Ölreservoir und der Ölpumpe des Antriebskopfes des Standard-Außenbordmotors angeschlossen ist;
    ein Abgasrohr (18) mit einem Abgasschalldämpfer (19), das mit dem Abgasauslass des Antriebskopfes des Standard-Außenbordmotors verbunden ist und ausgebildet ist, um Abgas in die Umgebung über der Wasserlinie auszustoßen; und
    ein Kühlmittelpumpensteuersystem (30) mit einer Kühlmittelpumpensteuervorrichtung in Verbindung mit einem Drehzahl- bzw. U/min-Sensor (32),
    um die Echtzeitdrehzahl der Antriebswelle des Antriebskopfes des Standard-Außenbordmotors sicherzustellen bzw. zu bestimmen, mit einem Temperatursensor (33), um die Echtzeittemperatur innerhalb des Antriebskopfes des Standard-Außenbordmotors festzustellen, und zwar in Verbindung mit der Kühlmittelpumpe und den Betrieb der Kühlmittelpump steuernd und ausgebildet zum Vorsehen einer optimalen Rate des Kühlmittelflusses basierend auf der Echtzeittemperatur und der Echtzeitdrehzahl des Antriebskopfes des Standard-Außenbordmotors;
    wobei die Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf ausgebildet ist, um als ein Ersatz für eine herkömmliche Wasserkühlung mit offenem Kreislauf des Standard-Außenbordmotors mit einem geschlossenen Kreislauf von Wasser oder einem anderen Kühlmittel zu wirken, wobei die Kühlervorrichtung mit geschlossenem Kreislauf nicht einer Verstopfung oder Zusetzen in Bedingungen mit seichtem Wasser oder anderen Bedingungen unterworfen ist, die nicht_für eine Wasserkühlung mit offenem Kreislauf zuträglich sind;
    wobei der Außenbordmotor-Kühler mit geschlossenem Kreislauf ausgebildet ist, um das herkömmliche Ölreservoir des Mittelabschnittes des Standard-Außenbordmotors durch das Ölreservoir zu ersetzen;
    wobei der Außenbordmotor-Kühler mit geschlossenem Kreislauf ausgebildet ist, um den herkömmlichen Unterwasserauspuff des Standard-Außenbordmotors durch das Abgasrohr und den Abgasschalldämpfer zu ersetzen; und
    wobei der Außenbordmotor-Kühler mit geschlossenem Kreislauf ausgebildet ist, um einen optimalen Fluss von Kühlmittel bezüglich der Echtzeitbetriebsbedingungen des Antriebskopfes des Standard-Außenbordmotors vorzusehen.
  3. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei der Wärmeaustauscher weiter ausgebildet ist, um an einer unter der Wasserlinie liegenden Außenfläche des Bootsrumpfes montiert zu werden, oder wobei der Wärmetauscher weiter ausgebildet ist, um an einer äußeren Bodenfläche des Rumpfes eines Bootes mit flachem Boden unter der Wasserlinie montiert zu werden, oder
    wobei der Wärmeaustauscher weiter ausgebildet ist, um an der Außenfläche eines Bootsrumpfes unter der Wasserlinie montiert zu werden, oder wobei der Wärmeaustauscher weiter ausgebildet ist, um an einer Kielfläche eines Bootes unter der Wasserlinie montiert zu werden.
  4. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei das Kühlmittel reines Wasser ist.
  5. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei das Kühlmittel Wasser ist, welches mit ungiftigem Frostschutzmittel vermischt ist, wie beispielsweise Propylenglykol.
  6. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei der Wärmetauscher weiter eine untere Wärmetauscherplatte, die an der oberen Wärmetauscherplatte an Plattenanbringungspunkten angebracht ist, und Biegungen der unteren Platte aufweist.
  7. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei das Ölreservoir weiter ausgebildet ist, um das zirkulierende Schmieröl zu kühlen.
  8. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei das Ölreservoir weiter ausgebildet ist, um eine größere Menge an Schmieröl zu enthalten als der Standard-Außenbordmotor.
  9. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei das Ölreservoir weiter mindestens ein Reinigungs- oder Filterelement aufweist.
  10. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei der Wärmeaustauscher weiter eine untere Wärmetauscherplatte aufweist, die Biegungen der unteren Platte hat, welche geneigte Seitenwände formen.
  11. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei der Wärmeaustauscher weiter eine untere Wärmetauscherplatte aufweist, die an der oberen Wärmetauscherplatte entlang Plattenanbringungspunkten angebracht ist.
  12. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei der Wärmetauscher aus einer Aluminiumplatte und -stange aufgebaut ist.
  13. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei das Lager-Kupplungs-Gehäuse weiter ein elektrisches Kupplungssystem mit einem Elektromagneten, mit Kupplungsreibantriebsscheiben, einer angetriebenen Kupplungsnabe und einem angeflanschten Kupplungsrotor aufweist.
  14. Verfahren zum Vorsehen eines Außenbordmotor-Kühlersystems mit geschlossenem Kreislauf nach Anspruch 1 oder der Außenbordmotor-Kühlervorrichtung mit geschlossenem Kreislauf nach Anspruch 2, wobei der Antriebskopf des Standard-Außenbordmotors 50 PS oder mehr hat, vorzugsweise 100 PS oder mehr hat, insbesondere bevorzugt 150 PS oder mehr hat oder noch weiter bevorzugt 200 PS oder mehr hat.
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US15/188,204 US9580159B1 (en) 2016-06-21 2016-06-21 Outboard-motor closed-loop cooler system apparatus
PCT/US2016/063857 WO2017222583A1 (en) 2016-06-21 2016-11-28 Outboard-motor closed-loop cooler system

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CN116101472B (zh) * 2022-11-16 2025-07-18 中国船舶集团有限公司第七0三研究所 自循环海水冷却系统

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AU2016410305A1 (en) 2019-01-17
MX2018016342A (es) 2019-05-30
WO2017222583A1 (en) 2017-12-28
ZA201808518B (en) 2019-08-28
CN109641643A (zh) 2019-04-16
PL3472043T3 (pl) 2022-05-30
CA3028085C (en) 2024-01-02
AU2016410305B2 (en) 2022-11-24
EP3472043A4 (de) 2020-01-08
CN109641643B (zh) 2021-03-12
CA3028085A1 (en) 2017-12-28

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