Industrial Heat Exchanger Dealers in Chettipalayam, Coimbatore

• Material: stainless steel, mild steel
• Type: finned tube type
• After-Sales Service Provided: Engineers available to service machinery overseas
• Packaging Details: WOODEN CASE ( As per customer requirement)
• Lead Time: 19 DAYS
• Port: CHENNAI,TUTUCORIN,COCHIN
• Place of Origin: Tamil Nadu, India
• Supply Ability: 23 Unit/Units per Month
• Finish: superior

• Material: Mild Steel, Stainless Steel
• Certification: CE Certified, ISO 9001:2008 Certified
• Application: Marine Use
• Color: Blue
• Material: Mild Steel, Steel
• Medium Used: Air, Water, Oil

Marine heat exchangers are the most common way to cool a boat's/ship engine, using the lake, river or Sea water in which the boat floats. Direct cooling of the cylinders and heads by sea-water is unsatisfactory because sea water will eventually ruin the cylinder block and heads. Since this water may be corrosive the engine may be cooled by a sealed mixture of distilled/Fresh water and antifreeze. Heat from the water-antifreeze mixture is then transferred to the Sea (or lake or river) water which flows into a heat exchanger. The water-antifreeze mixture runs through the heat exchanger dumping heat, but remaining separate from corrosive salts and chemicals found in the water the boat is floating in. If the Sea water eventually corrodes and ruins the heat exchanger it can be replaced at a fraction of the cost of replacing the engine.

• Temperature: 70-80 °C (158-176 °F)

Large ships frequently hold evaporating plants to fabricate fresh water, thus tumbling their reliance on shore-based supplies. Steam ships must be able to manufacture high-quality distillate in organize to maintain boiler-water levels. Diesel-engine ships frequently utilize waste heat as an energy foundation for producing fresh water. In this system, the engine-cooling water is passed through a heat exchanger, where it is cooled by concentrated seawater (brine). Because the cooling water (which is chemically treated fresh water) is at a temperature of 70-80 °C (158-176 °F), it would not be possible to flash off any water vapor unless the pressure in the heat exchanger vessel was dropped. To alleviate this problem, a brine-air ejector venturi pump is used to create a vacuum inside the vessel. Partial evaporation is achieved, and the vapor passes through a demister before accomplishment the condenser section. Seawater is pumped through the condenser section to cool the vapor sufficiently to precipitate it.The distillate gathers in a tray, from where it is pumped to the storage tanks. A salinometer monitors salt content and diverts the flow of distillate from the storage tanks if the salt content exceeds the alarm limit. Sterilization is carried out after the evaporator.

Marine Heat Exchangers exhaust manifold is necessary on marine engines to reduce the temperature of the engine-room air space and the exhaust pipe. Our development is to combine a water jacketed exhaust manifold with the heat exchanger and header tank. This arrangement is particularly suitable for small series-produced engines; the manifold is cooled by fresh water and as a result a keel-cooled engine can be made by omitting the heat exchanger tube stack and the sea-water pump. On installation the fresh-water outlet from the manifold would be connected to the keel pipes and the return taken back to the engine fresh-water pump.

Marine heat exchangers are the most common way to cool a boat's engine, using the lake, river or ocean water in which the boat floats. Since this water may be corrosive, the engine may be cooled by a sealed mixture of distilled water and antifreeze. Heat from the water–antifreeze mixture is then transferred to the ocean (or lake or river) water which flows into a heat exchanger. To protect the marine heat exchanger from corrosive salts, a sacrificial zinc anode is screwed into the heat exchanger. This anode must be periodically replaced as part of regular maintenance. Because the water the boat floats in may be contaminated with floating particles such as wood or other detritus most boats will have a filter (often stainless steel mesh) to remove these particles before they flow through the heat exchanger. This filter must be periodically cleaned or else the flow of water to the heat exchanger will become obstructed and the engine will overheat.

Hitech Equipments range of heat exchanger are marine heat exchanger, industrial heat exchanger and heat exchanger that Marine Heat Exchangerswe present has been designed and developed in adherence with various international quality Marine Heat Exchangersstandards. These have a compact design and style of construction of the plate arrangement, which allows enhanced performance in Marine Heat Exchangers.

We offer marine heat exchangers, Mercruiser heat exchangers, marine water pumps and other marine cooling systems parts. We only can assist you in determining the best all around product for your particular application.  Marine heat system are the most common way to cool a boat's engine, using the lake, river or ocean water in which the boat floats. Since this water may be corrosive the engine may be cooled by a sealed mixture of distilled water and antifreeze. Heat from the water-antifreeze mixture is then transferred to the ocean (or lake or river) water which flows into a heat system. The water-antifreeze mixture runs through the heat exchanger dumping heat, but remaining separate from corrosive salts and chemicals found in the water the boat is floating in. If the ocean water eventually corrodes and ruins the heat system it can be replaced at a fraction of the cost of replacing the engine.   To protect the marine heat exchanger from corrosive salts, a sacrificial zinc anode is screwed into the heat exchanger. This anode must be periodically replaced as part of regular maintenance.   Because the water the boat floats in may be contaminated with floating particles such as wood or styrofoam balls the well designed boat will have a filter (often stainless steel mesh) to remove these particles before they are moved toward the heat exchanger. This filter must be periodically cleaned or else the flow of water to the heat exchanger will become obstructed and the engine will overheat.   Ocean water is caused to flow through the heat exchanger by an impeller, often made of rubber and looking like a paddle wheel. Impellers commonly fail by having their paddles fall off and when this happens the engine will overheat unless promptly shut off. Many marine engines using heat exchangers have a grease reservoir for the impeller. In such cases a screw is often made part of the reservoir and is turned a small amount periodically, such as once a month, to apply a bit of grease to the rubber impeller to reduce friction and prolong its life.   A consequence of using a heat exchanger on an in-hull marine engine is that there must be a thru-hull opening below the waterline to admit the ocean water to the marine heat exchanger. Most boats with this arrangement have a valve which closes this hole when the boat is unattended so that a leak in the cooling system will not cause the boat to fill with water and eventually sink.   There are three methods employed for water-cooled marine petrol and diesel engines: direct, heat exchanger and keel cooling. Direct cooling of the cylinders and heads by seawater is unsatisfactory, because the engine – which was probably originally designed for radiator cooling – will run too cold and the sea-water will eventually ruin the cylinder block and heads. Our cooler is suitable for small boats operating in shallow weedy water, but the need for pipe work external to the hull is a severe limitation. Heat exchanger cooling is the most common method, the seawater being isolated in components which can be designed to withstand its corrosive affect. The closed fresh-water circuit can be thermostatically controlled so that the engine operates at its design temperature. Our heat exchangers are high-quality products incorporating both the best materials and the latest technical features. The tube stack is fully floating, thus minimizing thermal stresses, and it can easily be removed should cleaning be necessary. Our heat exchanger header tanks prevent aeration of the engine water circuit which must be designed so that the system is self-venting on initial filling.It is usual for all the components in the seawater circuit to be in series, the gearbox-oil and engine-oil coolers being on the suction side of the sea-water pump and the heat exchanger and any sea-water-cooled exhaust manifolds being on the discharge side. In the case of turbocharged engines the charge air cooler should receive the sea-water first so that the lowest possible air temperature is obtained. The sea-water outlet from the heat exchanger should be from the end cover equipped with the upper connection, this ensures that the tube stack is always full of water. The gearbox cooler size will depend on the type of transmission used, but it will usually be a size smaller than the engine-oil cooler. If preferred, the oil coolers can be fresh-water-cooled; these will need to be larger owing to the higher water temperature but need not be suitable for sea-water and can be taken from our leaflet ENGINE AND TRANSMISSION OIL COOLERS.   A water-jacketed exhaust manifold is necessary on marine engines to reduce the temperature of the engine-room air space and the exhaust pipe. If the exhaust manifold is in the sea-water circuit it should be installed with the sea-water inlet at the back and the outlet at the front on the top to ensure that it operates completely full of sea-water. If the manifold is in the fresh-water circuit a small by-pass hole must be provided in the thermostat to ensure that some water is circulating through the manifold at ail times.   Our development is to combine a water jacketed exhaust manifold with the heat exchanger and header tank. This arrangement is particularly suitable for small series-produced engines; the manifold is cooled by fresh water and as a result a keel-cooled engine can be made by omitting the heat exchanger tube stack and the sea-water pump. On installation the fresh-water outlet from the manifold would be connected to the keel pipes and the return taken back to the engine fresh-water pump. Heat exchanger/manifold assemblies are heavier than ordinary marine manifolds and must therefore be supported on the underside using the fixing lugs provided.   When automotive engines are being converted for marine use the existing centrifugal-type pump should be retained for the fresh-water circuit and an additional pump fitted for the sea-water circuit. The sea water pipe bore should be chosen so that the velocity does not exceed 2 m/sec on the suction side and 3 m/sec on the discharge side of the pump. If the engine is being used to drive auxiliary equipment in a ship and the sea water supply is taken from the ship's main, ensure that the recommended flow rate cannot be exceeded.

• Brand Name: gireesh

Gireesh offer a wide range of oil coolers in different designs. These are compact and sleek and have constant flat fin and tube heat exchangers. Perfect for economic cooling operations where there is shortage of water, these can be customized in terms of size and units as per the clients’ requirements. We provide a wide range of oil cooler which are mainly used in heat transfers of fluids, lubricating, transformer & high pressure circuits to cool items which are 100°c or higher. These tube oil coolers are present with following features. features: • oil has a higher boiling point than water, so it can be used to cool items 100°c or higher • used in heat transfers of fluids, lubricating, transformer & quenching oils • designed for high pressure circuits • oil is an electrical insulator, so it can be used inside of or in direct contact with electrical components • heat exchanger is a piece of equipment built for efficient heat transfer from one

SS High Pressure Heat Exchanger is use of pipes or other containment vessels to heat or cool one fluid by transferring heat between it and another fluid. The walls of the pipe are usually made of metal. The exchanger consists of a coiled pipe containing one fluid that passes through a chamber containing another fluid. Another substance with a high thermal conductivity, to facilitate the interchange, The outer casing of the larger chamber is made of a plastic or coated with thermal insulation, to discourage heat from escaping from the exchanger.   Specifications SS High Pressure Heat Exchangers are pressed to form troughs at right angles to the direction of flow of the liquid which runs through the channels in the heat exchanger. Applications : SS High Pressure Heat Exchangers are often spaced by rubber sealing and gaskets which are cemented into a section around the edge of the plates. Advantages : SS High Pressure Heat Exchangers are compressed together in a rigid frame to form an arrangement of parallel flow channels with alternating hot and cold fluids.

Industrial Heat Exchangers, Air Cooled Heat Exchanger