CA2474415A1 - Auxillary cooler for an engine located in a building - Google Patents
Auxillary cooler for an engine located in a building Download PDFInfo
- Publication number
- CA2474415A1 CA2474415A1 CA002474415A CA2474415A CA2474415A1 CA 2474415 A1 CA2474415 A1 CA 2474415A1 CA 002474415 A CA002474415 A CA 002474415A CA 2474415 A CA2474415 A CA 2474415A CA 2474415 A1 CA2474415 A1 CA 2474415A1
- Authority
- CA
- Canada
- Prior art keywords
- heat exchanger
- cooling fluid
- building
- engine
- internal combustion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- 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
- F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
-
- 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
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
- F01P5/04—Pump-driving arrangements
Description
AUXILARY COQLER FOR AN ENGINE LOCATED IN A BUILDING
This invention is in the field of cooling apparatuses, and in particular for use as an auxiliary cooling apparatus for stationary engines located inside a building.
BACKGROUND
A typical oil and gas well site will often include an internal combustion engine to provide power for certain apparatuses present at the site such as a hydraulic pump which in turn powers a hydraulic motor, which will rotate a pump in the well. These internal combustion engines are typically multi-cylinder engines such as inline 6s, V-6s and V-8s and are normally very similar to engines use in vehicles. These engines are normally stationary and housed within a building at the well site location, where the engines typically run at a relatively low, steady RPM for extended periods of time.
The engines, being stationary in a closed-in space and operating at a steady rpm for extended periods of time, causes the engines to suffer from overheating problems when the ambient temperature of the air surrounding the engine is high enough for the cooling system of the engine to be insufficient to cool the engines.
Internal combustions engines are relatively inefficient and tend to lose a lot of energy in the form of heat. This loss of energy in the form of heat necessitates the use of a cooling system for the internal combustion engine. Typically a cooling system for an internal combustion engine comprises a heat exchanger, i.e. a radiator, located just forward of the internal combustion engine. Cooling fluid is circulated through the internal combustion engine and out into the heat exchanger where it is cooled by the heat exchanger. This cooled cooling fluid then passes back into the internal combustion engine where it circulates through the internal combustion engine again cooling the engine.
For internal combustion engines that are mounted in moving vehicles, the heat exchanger or radiator is usually moving from space to space and in a relatively open space. As well, the movement of the vehicle causes a greater air Row around the heat exchanger increasing the effectiveness of the heat exchanger. In open space, the surrounding air heated by the heat exchanger can dissipitate to cooler areas, which allows the heat exchanger to better cool the cooling fluid passing through it. Also, the greater Row of air around the heat exchanger as a result of the moving of the vehicle adds to the cooling abilities of the heat exchanger.
Stationary engines in enclosed spaces suffer from disadvantages usually not present in engines mounted in moving vehicles. Because the stationary internal combustion engines near well sites are usually kept in buildings, the heat released by the heat exchanger that forms the cooling system of the engine does not have the space to dissipate, but rather causes the temperature of the sir within the building to increase. While this may not cause a problem on cool days, on warm days the temperature inside these buildings can get quite high, reducing the effectiveness of the intennal combustions engine's cooling system and increasing the chance of the stationary internal combustion engines overheating.
Such engines are generally protected such that they shut down when overheating is detected. Where the engine is operating a well pump, the pump shuts down, and production stops until the situation is detected and corrected. Often these well sites are only visited once a day and so considerable production can be lost. Where the production fluid pumped from the well comprises a considerable amount of sand, as is common in some areas, the sand can settle and make the pump difficult to restart, and possibly require that the well be flushed before the pump can be restarted.
There are many prior art "fixes" that are done in an attempt to prevent these stationary internal combustion engines from overheating in warm weather. These attempted "fixes"
include: removing the thermostats on the stationary internal combustion engine in an effort to increase the effectiveness of the internal combustion engine's cooling system, removing the roofs of the buildings housing the stationary internal combustion engines when the days get warmer, and in some cases, completely removing the buildings in the summer, so the stationary internal combustion engines are in the open and replacing the building around the stationary internal combustion engines again in winter. As can be imagined, these so-called "fixes" have many disadvantageous. In regards to removing the thermostats, this fix usually has little effect because the thermostats are usually wide open when the operating temperature of the internal combustion engines is high. In regards to the removing portions of the building or even the entire building, this is time consuming and involves a lot of effort. Also, the protection afforded the internal combustion engines by the building is lost when either the roof is removed or the building itself is removed.
SLTNllI~IARY OF THE INVENTION
It is an object of the present invention to provide an apparatus that overcomes problems in the prior art. It is a further object of the present invention to provide an auxiliary cooling system that can better reduce the operating temperature of a stationary internal combustion engine housod in a building. It is a further object of the present invention to provide such an auxiliary cooling system that allows the stationary internal combustion engine to maintain all of the benefits of being housed within a building while at the same time reducing the problems that occur when a heat exchanger is used in a warm confined space.
The present invention is an auxiliary cooling system that is added to the already present main cooling system of a stationary internal combustion engine. Rather than routing all of the cooling fluid in an stationary combustion engine through the engine's radiator, a portion of the cooling fluid is routed to a second heat exchanger or radiator located outside the building. The cooling fluid that is routed through the second heat exchanger passes through the second heat exchanger and is routed back into and through the internal combustion engine. Because these stationary internal combustion engines are normally based on vehicle engines and the plumbing for a heater core is usually in place, it is often convenient to connect the auxiliary cooling system to the stationary internal combustion engine using the heater hose connections.
Because the second heat exchanger is located outside the building, the second heat exchanger does not suffer the disadvantageous of the main radiator for the internal combustion engine. Unlike the main radiator or heat exchanger, which is located within a closed space, the second heat exchanger is out in the open which allows heat released into the surrounding air by the second heat exchanger to better dissipitate.
Typically, the second heat exchanger will be equipped with a fan that will create air flow around the heat exchanger, increasing the effectiveness of the heat exchanger.
In colder weather the auxiliary cooling system c;an be moved inside the building to function as a heater inside the building.
DESCR1~ION OF TFIE DRAWINGS:
While the invention is claimed in the concluding portions hereof, preferred embodiments are provided in the accompanying detailed description which may be best understood in conjunction with the accompanying diagram where:
Fig. 1 is a schematic view of a stationary internal combustion engine system wherein the stationary internal combustion engine is housed within a building and is connected to an auxiliary cooling system of the present invention.
DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS:
Fig. 1 illustrates a stationary internal combustion engine system 1, incorporating an auxiliary cooling system 10 of the present invention. The stationary internal combustion engine system 1 comprises a stationary internal combustion engine 15 located within building 50 and operatively connected to auxiliary cooling system 10.
The engine 15 is a stationary internal combustion engine and is used to power a device 17, by the device 17 being connected to the drive shaft of the engine 15. In one typical installation the device 17 will be a hydraulic pump that is connected to drive a rotary pump in an oil well. The engine 15 comprises cooling fluid circulation passages 19 that are operatively connected to a typical cooling system comprising: a heat exchanger 20, with a heat exchanger cooling fluid input line 22, a heat exchanger cooling fluid output line 23; and a cooling fluid pump 25, for pumping the cooling fluid through the cooling fluid circulation passages 19 in the engine 15. As well, the engine 15 is operatively connected to a battery 30 to supply the electrical nerds of the engine 15 such as an electric starter (not shown).
The engine 15 is located within building 50. Building 50 serves to protect the engine 15.
The auxiliary cooling system 10 comprises an auxiliary heat exchanger 60, with an auxiliary heat exchanger cooling fluid input line 62 and an auxiliary heat exchanger cooling fluid output line 63. The auxiliary heat exchanger 60 is located outside the building 50 with the auxiliary heat exchanger cooling fluid input line 62 and the auxiliary heat exchanger cooling fluid output line 63 passing into the building 50 and operatively connecxed to the cooling system of the engine 15.
Because the engines used for stationary engines are normally very similar if not almost identical to engines used in vehicles, the engines typically come equipped with the proper coimections for a heater core that would be used in a vehicle to heat the interior of the vehicle. If the engine 15 is equipped with the heater core connections it would be convenient to connect the auxiliary heat exchanger cooling fluid input line 62 and the auxiliary heat exchanger cooling fluid output line 63 to the connections provided for the heater core.
Typically the auxiliary rnoling system 10 will also comprise a fan 70 that serves to increase the air flow over the auxiliary heat exchanger b0. The fan 70 will typically be electric and will be connected to battery 30.
In operation the engine 15 is cooled by cooling fluid being circulated through the cooling fluid circulation passages 19 in the engine 15. In a typical application, without the auxiliary cooling system 10 being attached, the cooling fluid is circulated through the cooling fluid circulation passages 19 in the engine 15, out of the cooling fluid circulation system I9 through the heat exchange cooling fluid input line 22 and into the heat exchanges Z0. The cooling fluid will then pass through the heat exchanger 20.
Once the cooling fluid passes through the heat exchanger 20, the cooling fluid will exit the heat exchanger 20 through the heat exchanger cooling fluid output line 23, pass into the cooling fluid pump 25 and back into the cooling fluid circulation passages 19 in the engine 15. This cooling fluid will continuously circulate through the system.
In the present invention, the auxiliary cooling system 10 is operatively connected to the engine 15. The cooling fluid will circulate through the cooling fluid circulation passages 19 of the engine 15. A portion of the cooling fluid will be routed out of the cooling fluid circulation passages 19 through the heat exchanger cooling fluid input line 22 to the heat exchanger 20 and another portion of the cooling fluid will be routed through the auxiliary heat exchanger cooling fluid input line 62, out of the building 50 and into the auxiliary heat exchanger 60. The portion of the cooling fluid that is routed through the heat exchanger cooling fluid input line 22 into the heat exchanger 20 will pass through the heat exchanger 20 and out the heat exchanger cooling fluid output line 23 and back into the cooling fluid circulation passages 19 in the engine 15 through the cooling fluid pump 25. The other portion of the cooling fluid that is routed through the auxiliary heat exchanger cooling fluid input line 62, out of the building and into the auxiliary heat exchanger 60, will circulate through the auxiliary heat exchanger 60. When the cooling fluid has circulated through the auxiliary heat exchanger 60, the cooling fluid will exit the auxiliary heat exchanger 60 into the auxiliary heat exchanger cooling fluid output line 63 where it will be introduced through the cooling fluid pump 25 back into the cooling fluid circulation passages 19 in the engine 15. The cooling fluid will continue to circulate through the system in this manner.
Figure 1 is a schematic drawing only and the locations of the connections are not definitive. It will be readily apparent to someone skilled in the art that many of the various connections illustrated in Figure 1 could be located iit a number of places and the invention will still operate. For example, the auxiliary heat exchanger cooling fluid line 62 does not have to be connected exactly as illustrated in Figure 1, but rather, the auxiliary heat exchanger cooling fluid line 62 could be connected to the cooling fluid circulation passages 19 in the engine 15 at a number of different places.
Alternatively, the auxiliary heat exchanger cooling fluid line 62 could be connected to the heat exchanger cooling fluid input line 22 rather then directly to the cooling fluid circulation passages 19 in the engine 1S.
Typically, the auxiliary cooling system 10 will comprise the fan 70 which will further aid in reducing the temperature of the cooling fluid as it circulates through the second heat exchanger 60.
Because the auxiliary cooling system 10 is usually only needed when the outside temperature is warm, when the outside temperature is cool, such as in winter, the auxiliary cooling system 10 can be moved inside the building 50. Because the auxiliary heat exchanger cooling fluid input line 62 and the auxiliary heat exchanger cooling fluid output line 62 are long enough to locate the second heat exchanger 60 outside the building 50 in warm weather, these lines allow the auxiliary heat exchanger 60 to be moved to a location inside the building SO away from the engine 15 to serve as a heater for a remote part of the building when the temperature outside the building is cool.
The foregoing is considered as illustrative only of the principles of the invention.
Further, since numerous changes and modifications will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all such suitable changes or modifications in structure or operation which may be resorted to are intended to fall within the scope of the claimed invention.
This invention is in the field of cooling apparatuses, and in particular for use as an auxiliary cooling apparatus for stationary engines located inside a building.
BACKGROUND
A typical oil and gas well site will often include an internal combustion engine to provide power for certain apparatuses present at the site such as a hydraulic pump which in turn powers a hydraulic motor, which will rotate a pump in the well. These internal combustion engines are typically multi-cylinder engines such as inline 6s, V-6s and V-8s and are normally very similar to engines use in vehicles. These engines are normally stationary and housed within a building at the well site location, where the engines typically run at a relatively low, steady RPM for extended periods of time.
The engines, being stationary in a closed-in space and operating at a steady rpm for extended periods of time, causes the engines to suffer from overheating problems when the ambient temperature of the air surrounding the engine is high enough for the cooling system of the engine to be insufficient to cool the engines.
Internal combustions engines are relatively inefficient and tend to lose a lot of energy in the form of heat. This loss of energy in the form of heat necessitates the use of a cooling system for the internal combustion engine. Typically a cooling system for an internal combustion engine comprises a heat exchanger, i.e. a radiator, located just forward of the internal combustion engine. Cooling fluid is circulated through the internal combustion engine and out into the heat exchanger where it is cooled by the heat exchanger. This cooled cooling fluid then passes back into the internal combustion engine where it circulates through the internal combustion engine again cooling the engine.
For internal combustion engines that are mounted in moving vehicles, the heat exchanger or radiator is usually moving from space to space and in a relatively open space. As well, the movement of the vehicle causes a greater air Row around the heat exchanger increasing the effectiveness of the heat exchanger. In open space, the surrounding air heated by the heat exchanger can dissipitate to cooler areas, which allows the heat exchanger to better cool the cooling fluid passing through it. Also, the greater Row of air around the heat exchanger as a result of the moving of the vehicle adds to the cooling abilities of the heat exchanger.
Stationary engines in enclosed spaces suffer from disadvantages usually not present in engines mounted in moving vehicles. Because the stationary internal combustion engines near well sites are usually kept in buildings, the heat released by the heat exchanger that forms the cooling system of the engine does not have the space to dissipate, but rather causes the temperature of the sir within the building to increase. While this may not cause a problem on cool days, on warm days the temperature inside these buildings can get quite high, reducing the effectiveness of the intennal combustions engine's cooling system and increasing the chance of the stationary internal combustion engines overheating.
Such engines are generally protected such that they shut down when overheating is detected. Where the engine is operating a well pump, the pump shuts down, and production stops until the situation is detected and corrected. Often these well sites are only visited once a day and so considerable production can be lost. Where the production fluid pumped from the well comprises a considerable amount of sand, as is common in some areas, the sand can settle and make the pump difficult to restart, and possibly require that the well be flushed before the pump can be restarted.
There are many prior art "fixes" that are done in an attempt to prevent these stationary internal combustion engines from overheating in warm weather. These attempted "fixes"
include: removing the thermostats on the stationary internal combustion engine in an effort to increase the effectiveness of the internal combustion engine's cooling system, removing the roofs of the buildings housing the stationary internal combustion engines when the days get warmer, and in some cases, completely removing the buildings in the summer, so the stationary internal combustion engines are in the open and replacing the building around the stationary internal combustion engines again in winter. As can be imagined, these so-called "fixes" have many disadvantageous. In regards to removing the thermostats, this fix usually has little effect because the thermostats are usually wide open when the operating temperature of the internal combustion engines is high. In regards to the removing portions of the building or even the entire building, this is time consuming and involves a lot of effort. Also, the protection afforded the internal combustion engines by the building is lost when either the roof is removed or the building itself is removed.
SLTNllI~IARY OF THE INVENTION
It is an object of the present invention to provide an apparatus that overcomes problems in the prior art. It is a further object of the present invention to provide an auxiliary cooling system that can better reduce the operating temperature of a stationary internal combustion engine housod in a building. It is a further object of the present invention to provide such an auxiliary cooling system that allows the stationary internal combustion engine to maintain all of the benefits of being housed within a building while at the same time reducing the problems that occur when a heat exchanger is used in a warm confined space.
The present invention is an auxiliary cooling system that is added to the already present main cooling system of a stationary internal combustion engine. Rather than routing all of the cooling fluid in an stationary combustion engine through the engine's radiator, a portion of the cooling fluid is routed to a second heat exchanger or radiator located outside the building. The cooling fluid that is routed through the second heat exchanger passes through the second heat exchanger and is routed back into and through the internal combustion engine. Because these stationary internal combustion engines are normally based on vehicle engines and the plumbing for a heater core is usually in place, it is often convenient to connect the auxiliary cooling system to the stationary internal combustion engine using the heater hose connections.
Because the second heat exchanger is located outside the building, the second heat exchanger does not suffer the disadvantageous of the main radiator for the internal combustion engine. Unlike the main radiator or heat exchanger, which is located within a closed space, the second heat exchanger is out in the open which allows heat released into the surrounding air by the second heat exchanger to better dissipitate.
Typically, the second heat exchanger will be equipped with a fan that will create air flow around the heat exchanger, increasing the effectiveness of the heat exchanger.
In colder weather the auxiliary cooling system c;an be moved inside the building to function as a heater inside the building.
DESCR1~ION OF TFIE DRAWINGS:
While the invention is claimed in the concluding portions hereof, preferred embodiments are provided in the accompanying detailed description which may be best understood in conjunction with the accompanying diagram where:
Fig. 1 is a schematic view of a stationary internal combustion engine system wherein the stationary internal combustion engine is housed within a building and is connected to an auxiliary cooling system of the present invention.
DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS:
Fig. 1 illustrates a stationary internal combustion engine system 1, incorporating an auxiliary cooling system 10 of the present invention. The stationary internal combustion engine system 1 comprises a stationary internal combustion engine 15 located within building 50 and operatively connected to auxiliary cooling system 10.
The engine 15 is a stationary internal combustion engine and is used to power a device 17, by the device 17 being connected to the drive shaft of the engine 15. In one typical installation the device 17 will be a hydraulic pump that is connected to drive a rotary pump in an oil well. The engine 15 comprises cooling fluid circulation passages 19 that are operatively connected to a typical cooling system comprising: a heat exchanger 20, with a heat exchanger cooling fluid input line 22, a heat exchanger cooling fluid output line 23; and a cooling fluid pump 25, for pumping the cooling fluid through the cooling fluid circulation passages 19 in the engine 15. As well, the engine 15 is operatively connected to a battery 30 to supply the electrical nerds of the engine 15 such as an electric starter (not shown).
The engine 15 is located within building 50. Building 50 serves to protect the engine 15.
The auxiliary cooling system 10 comprises an auxiliary heat exchanger 60, with an auxiliary heat exchanger cooling fluid input line 62 and an auxiliary heat exchanger cooling fluid output line 63. The auxiliary heat exchanger 60 is located outside the building 50 with the auxiliary heat exchanger cooling fluid input line 62 and the auxiliary heat exchanger cooling fluid output line 63 passing into the building 50 and operatively connecxed to the cooling system of the engine 15.
Because the engines used for stationary engines are normally very similar if not almost identical to engines used in vehicles, the engines typically come equipped with the proper coimections for a heater core that would be used in a vehicle to heat the interior of the vehicle. If the engine 15 is equipped with the heater core connections it would be convenient to connect the auxiliary heat exchanger cooling fluid input line 62 and the auxiliary heat exchanger cooling fluid output line 63 to the connections provided for the heater core.
Typically the auxiliary rnoling system 10 will also comprise a fan 70 that serves to increase the air flow over the auxiliary heat exchanger b0. The fan 70 will typically be electric and will be connected to battery 30.
In operation the engine 15 is cooled by cooling fluid being circulated through the cooling fluid circulation passages 19 in the engine 15. In a typical application, without the auxiliary cooling system 10 being attached, the cooling fluid is circulated through the cooling fluid circulation passages 19 in the engine 15, out of the cooling fluid circulation system I9 through the heat exchange cooling fluid input line 22 and into the heat exchanges Z0. The cooling fluid will then pass through the heat exchanger 20.
Once the cooling fluid passes through the heat exchanger 20, the cooling fluid will exit the heat exchanger 20 through the heat exchanger cooling fluid output line 23, pass into the cooling fluid pump 25 and back into the cooling fluid circulation passages 19 in the engine 15. This cooling fluid will continuously circulate through the system.
In the present invention, the auxiliary cooling system 10 is operatively connected to the engine 15. The cooling fluid will circulate through the cooling fluid circulation passages 19 of the engine 15. A portion of the cooling fluid will be routed out of the cooling fluid circulation passages 19 through the heat exchanger cooling fluid input line 22 to the heat exchanger 20 and another portion of the cooling fluid will be routed through the auxiliary heat exchanger cooling fluid input line 62, out of the building 50 and into the auxiliary heat exchanger 60. The portion of the cooling fluid that is routed through the heat exchanger cooling fluid input line 22 into the heat exchanger 20 will pass through the heat exchanger 20 and out the heat exchanger cooling fluid output line 23 and back into the cooling fluid circulation passages 19 in the engine 15 through the cooling fluid pump 25. The other portion of the cooling fluid that is routed through the auxiliary heat exchanger cooling fluid input line 62, out of the building and into the auxiliary heat exchanger 60, will circulate through the auxiliary heat exchanger 60. When the cooling fluid has circulated through the auxiliary heat exchanger 60, the cooling fluid will exit the auxiliary heat exchanger 60 into the auxiliary heat exchanger cooling fluid output line 63 where it will be introduced through the cooling fluid pump 25 back into the cooling fluid circulation passages 19 in the engine 15. The cooling fluid will continue to circulate through the system in this manner.
Figure 1 is a schematic drawing only and the locations of the connections are not definitive. It will be readily apparent to someone skilled in the art that many of the various connections illustrated in Figure 1 could be located iit a number of places and the invention will still operate. For example, the auxiliary heat exchanger cooling fluid line 62 does not have to be connected exactly as illustrated in Figure 1, but rather, the auxiliary heat exchanger cooling fluid line 62 could be connected to the cooling fluid circulation passages 19 in the engine 15 at a number of different places.
Alternatively, the auxiliary heat exchanger cooling fluid line 62 could be connected to the heat exchanger cooling fluid input line 22 rather then directly to the cooling fluid circulation passages 19 in the engine 1S.
Typically, the auxiliary cooling system 10 will comprise the fan 70 which will further aid in reducing the temperature of the cooling fluid as it circulates through the second heat exchanger 60.
Because the auxiliary cooling system 10 is usually only needed when the outside temperature is warm, when the outside temperature is cool, such as in winter, the auxiliary cooling system 10 can be moved inside the building 50. Because the auxiliary heat exchanger cooling fluid input line 62 and the auxiliary heat exchanger cooling fluid output line 62 are long enough to locate the second heat exchanger 60 outside the building 50 in warm weather, these lines allow the auxiliary heat exchanger 60 to be moved to a location inside the building SO away from the engine 15 to serve as a heater for a remote part of the building when the temperature outside the building is cool.
The foregoing is considered as illustrative only of the principles of the invention.
Further, since numerous changes and modifications will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all such suitable changes or modifications in structure or operation which may be resorted to are intended to fall within the scope of the claimed invention.
Claims
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002474415A CA2474415A1 (en) | 2004-07-15 | 2004-07-15 | Auxillary cooler for an engine located in a building |
| CA 2512238 CA2512238A1 (en) | 2004-07-15 | 2005-07-14 | Method and apparatus for cooling engines in buildings at oil well sites and the like |
| US11/182,256 US20060011152A1 (en) | 2004-07-15 | 2005-07-15 | Method and apparatus for cooling engines in buildings at oil well sites and the like |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002474415A CA2474415A1 (en) | 2004-07-15 | 2004-07-15 | Auxillary cooler for an engine located in a building |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2474415A1 true CA2474415A1 (en) | 2006-01-15 |
Family
ID=35598122
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002474415A Abandoned CA2474415A1 (en) | 2004-07-15 | 2004-07-15 | Auxillary cooler for an engine located in a building |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US20060011152A1 (en) |
| CA (1) | CA2474415A1 (en) |
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| US7779639B2 (en) * | 2006-08-02 | 2010-08-24 | Bsst Llc | HVAC system for hybrid vehicles using thermoelectric devices |
| CN104990301B (en) * | 2007-05-25 | 2019-04-16 | 詹思姆公司 | Distribution formula thermoelectricity heating and cooling system and method |
| EP2315987A2 (en) | 2008-06-03 | 2011-05-04 | Bsst Llc | Thermoelectric heat pump |
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| KR102218137B1 (en) * | 2009-05-18 | 2021-02-22 | 젠썸 인코포레이티드 | System for thermoelectric heating and cooling |
| KR101991650B1 (en) | 2011-07-11 | 2019-06-20 | 젠썸 인코포레이티드 | Thermoelectric-based thermal management of electrical devices |
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| FR2806444B1 (en) * | 2000-03-17 | 2002-06-07 | Peugeot Citroen Automobiles Sa | COOLING DEVICE OF A MOTOR VEHICLE ENGINE |
| DE10134678A1 (en) * | 2001-07-20 | 2003-02-06 | Bosch Gmbh Robert | Arrangement for cooling and heating motor vehicle, has at least one bypass line with bypass valve associated with and arranged in parallel with at least one auxiliary radiator segment |
| US20050167090A1 (en) * | 2002-01-29 | 2005-08-04 | Gino Kennedy | Load management auxiliary power system |
| CA2375565C (en) * | 2002-03-08 | 2004-06-22 | Rodney T. Beida | Wellhead heating apparatus and method |
| JP4096646B2 (en) * | 2002-07-09 | 2008-06-04 | 株式会社デンソー | Cooling system |
| US6883314B2 (en) * | 2002-08-01 | 2005-04-26 | Caterpillar Inc. | Cooling of engine combustion air |
| US7049707B2 (en) * | 2002-11-21 | 2006-05-23 | Energy & Engine Technology Corporation | Auxiliary power unit for a diesel powered transport vehicle |
| US6976479B1 (en) * | 2004-08-10 | 2005-12-20 | Electro-Motive Diesel, Inc. | Engine with optimized engine charge air-cooling system |
-
2004
- 2004-07-15 CA CA002474415A patent/CA2474415A1/en not_active Abandoned
-
2005
- 2005-07-15 US US11/182,256 patent/US20060011152A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| US20060011152A1 (en) | 2006-01-19 |
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| FZDE | Dead |