METHOD OF COOLING FOR INJECTION ENGINE AND COOLING DEVICE THEREOF

Abstract

A method of cooling for an injection engine and cooling device thereof are provided. The cooling device includes a casing, a by-pass, and a second evaporator. The casing has an air-intake and an interior part defining a receiving space. The air-intake and the by-pass are separately in communication with the receiving space of the casing. The by-pass has one end connected to the air-intake passage of the injection engine. The second evaporator is disposed in the receiving space of the casing and has two refrigerant pipes connected to the first evaporator of the automobile cooling system in parallel. Cold air is conveyed into the air-intake passage of the injection engine via the by-pass such that the temperature at the intake of the engine is reduced.

Description

BACKGROUND OF THE INVENTION

[0001] 1. Field of the Invention

[0002] The present invention relates to a method of cooling for an injection engine and, more particularly, to a method of cooling for an automobile injection engine and a cooling device using the same.

[0003] 2. Description of Related Art

[0004] With increasing world gasoline prices and depleting gasoline energy, it is important to develop a combustion engine with high efficiency and fuel economy. A fuel injection system is capable of supplying fuel to the engine accurately such that the engine can maintain adequate air-fuel ratio under any circumstances, allowing the engine to operate smoothly and thus the exhaust complies with environmental standards. Hence, the fuel injection system, either in a gasoline engine or in a diesel engine, has become an important and required part of a modern automotive structure.

[0005] In a conventional fuel injection engine, the fuel injector is installed on the outside of the intake valve and sprays fuel on the inner wall of the intake manifold and the intake valve simultaneously. If the fuel sprayed by the fuel injector is not atomized enough, the mixed gases formed by the atomized fuel and the air can easily attach to the intake valve and the inner wall of the intake manifold and thus form a thick layer of fuel coke thereon, which could be much thicker than if the fuel sprayed by the fuel injector is otherwise better atomized. The fuel coke tends to absorb gasoline quickly and thus the layer of fuel coke can become thicker easily. The thick layer of fuel coke is one of the reasons why an injection engine produces carbon deposits. Carbon deposits cause engine problems such as knocking, inefficient intake, uneven idle-running, which may result in engine trembling and inferior engine performance, thereby reducing service lifetime of engines.

[0006] Some solutions have been developed to solve the above-mentioned problems of conventional injection engines. One solution is to provide a fuel injector device specialized for an injection engine. The fuel injector includes a fuel injection system and one or more spray tips by which the grooved structure provided on the inner surface of the spray tip is configured to facilitate a vortex effect induced by the fast current of high-pressured fuel. A centrifugal force caused by the vortex effect can result in better atomization, longer range of injection, deeper penetration of the high-pressured fuel, and thus solve the problem of carbon deposits commonly encountered in conventional injection engines. However, during the summer season, especially in subtropical regions, the outdoor temperature can be so high that the air temperature inside the intake manifold of the engine can rise to a temperature much higher than the ideal temperature required for fuel-air atomization, which is at 42° C. Hence, the above-mentioned solution cannot, if not impossible, provide an optimal fuel-air atomization effect. A deficient fuel-air atomization may cause imperfect combustion, which adversely contributes to lower performance output, more fuel consumption, and more exhaust emissions.

[0007] Therefore, it is imperative to develop a cooling device, as well as a cooling method, for an injection engine, which is capable of lowering the air temperature inside the intake manifold of the engine and drawing the temperature close to the ideal temperature of fuel-air atomization, allowing fuel-air to combust completely, in order to achieve the goals of decreasing carbon deposits, conserving fuel, and reducing environmental pollution.

BRIEF SUMMARY OF THE INVENTION

[0008] In view of the problems mentioned above, it is an objective of the present invention to provide a method of cooling for an injection engine and cooling device thereof by which the problems of insufficient atomization, imperfect fuel-air combustion, and excessive carbon deposits, due to high temperature on the air-intake of conventional injection engines, can be solved.

[0009] The present invention provides a method of cooling for an injection engine. The method includes the steps of: providing a first evaporator of an automobile cooling system; providing a by-pass communicating with the first evaporator of the automobile cooling system and an air-intake passage of the injection engine; sucking a cold air by the first evaporator of the automobile cooling system, and conveying the cold air into the air-intake passage of the injection engine via the by-pass.

[0010] The present invention further provides a cooling device for an injection engine. The cooling device is connected in parallel to the first evaporator of the automobile cooling system and in communication with an air-intake passage of the injection engine. The cooling device includes a casing, a by-pass, a second evaporator, in which the casing has an air-intake on a first end and a drain conduit on its bottom. The casing has a hollow interior defining a receiving space. The air-intake and the drain conduit are separately in communication with the receiving space of the casing. A second end of the casing, which is opposite to the first end, is connected to an end of the by-pass. The by-pass has another end connected to the air-intake passage of the injection engine such that the receiving space of the casing is in communication with the air-intake passage of the injection engine via the by-pass. The second evaporator is disposed in the receiving space of the casing and has two refrigerant pipes provided at the two opposing ends of the second evaporator respectively, where the two refrigerant pipes are connected to the first evaporator of the automobile cooling system in parallel.

[0011] The method of cooling for an injection engine and the cooling device thereof disclosed in the present invention not only can lower the overall intake temperature of the air-intake passage of the injection engine, enhancing fuel-air atomization, but also can facilitate near-perfect fuel-air combustion in the engine due to higher oxygen concentrations in cold air, allowing the injection engine to maximize output power (unit of horsepower), and thus can achieve the efficacy of reducing carbon deposits and environmental pollution, thereby conforming to the trends of energy conservation and carbon reduction.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF DRAWINGS

[0012] The characteristics as well as preferred modes of use, and advantages of the present invention will be best understood by referring to the following detailed description of some illustrative embodiments in conjunction with the accompanying drawings, in which:

[0013] FIG. 1 is a schematic view of a method of cooling for an injection engine according to an embodiment of the present invention;

[0014] FIG. 2 is a flowchart illustrating a method of cooling for an injection engine according to an embodiment of the present invention;

[0015] FIG. 3 is a schematic view of a cooling device for an injection engine according to an embodiment of the present invention; and

[0016] FIG. 4 is a flowchart illustrating a method of cooling for an injection engine according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0017] Please refer to FIG. 1 and FIG. 2 for an embodiment of the present invention, in which a schematic view and a flowchart of the method of cooling for an injection engine are depicted. The method of cooling for an injection engine and cooling device 200 thereof and the injection engine 100 in the present embodiment are provided for illustrative purposes only and not intended to limit the scope of the present invention. The method of cooling for an injection engine 100 includes the following steps:

[0018] Step 1: provide a first evaporator 110 of an automobile cooling system.

[0019] Step 2: provide a by-pass 220 and communicate the by-pass 220 with the first evaporator 110 of the automobile cooling system and an air-intake passage 120 of an injection engine.

[0020] Step 3: suck a cold air by the first evaporator of the automobile cooling system.

[0021] Step 4: convey the cold air to the air-intake passage 120 of the injection engine via the by-pass 220.

[0022] The by-pass 220 can, but not limited to, be provided by a cooling device 200 of an injection engine and is configured to convey cold air to the air-intake passage 120 of the injection engine so as to lower temperature.

[0023] Please refer to FIG. 3 for an embodiment of the present invention, in which a schematic view of a cooling device 200 for an injection engine is depicted. The cooling device 200 is connected in parallel to the first evaporator 110 of the automobile cooling system and in communication with an air-intake passage 120 of the injection engine. The pattern and type of the air-intake passage is not limited to the one shown in the present embodiment.

[0024] The cooling device 200 for an injection engine includes a casing 210, a by-pass 220, and a second evaporator 230. The casing 210 has on one end an air-intake 212 and on the bottom a drain conduit 213. The casing 210 has a hollow interior defining a receiving space. The air-intake 212 and the drain conduit 213 are separately in communication with the receiving space 211 of the casing 210. An opposite end of the casing 210 is connected to one end of the by-pass 220. Another end of the by-pass 220 is connected to air-intake passage 120 of the injection engine such that the receiving space 211 of the casing 210 is in communication with the air-intake passage 120 of the injection engine via the by-pass 220.

[0025] The second evaporator 230 of the casing 210 has two refrigerant pipes 231 provided at the two opposite ends thereof. The second evaporator 230 is disposed in the receiving space 211 of the casing 210. The two refrigerant pipes 231 are separately connected to the first evaporator 110 of the automobile cooling system in parallel.

[0026] In more detail, the air-intake 212 of the casing 210 has an air filter 214 for filtering airborne dusts. When the air-intake 212 of the casing 210 conveys air, blown by a ventilator (not shown), into the receiving space 211 of the casing 210 via the air filter 214, the first evaporator 110 of the automobile cooling system conveys a liquid refrigerant, through the two refrigerant pipes 231 respectively, into the second evaporator 230 of the casing 210. The liquid refrigerant, after absorbing the airborne heat in the receiving space 211, is transformed into a gaseous refrigerant. The airborne mist is frozen into water, and the water is drained out from the drain conduit 213 on the bottom of the casing 210. The air in the receiving space 211 is first turned into cold air, and then the cold air is blown by the ventilator and conveyed into the air-intake passage 120 of the injection engine via the by-pass 220 provided at the opposite end of the casing 210. With the cooling device, the air temperature at the intake of the injection engine can be reduced, thereby mitigating the problem of high-temperature when the fuel injector sprays fuel-air.

[0027] Please also refer to FIG. 4 for another embodiment of the present invention, in which a flowchart of the method of cooling for an injection engine is depicted. To be more flexible in practical situation, in the present embodiment, the cooling device 200 for an injection engine further includes a control valve 240 optionally provided in the by-pass 220. When the temperature of ambient environment is high, the control valve 240 is opened manually or automatically so as for the cold air to be conveyed into the air-intake passage 120 of the injection engine; on the other hand, when the temperature of ambient environment is low, the control valve 240 is closed.

[0028] Therefore, the method of cooling for an injection engine in the foregoing embodiment includes one extra step 2-1: set up a control valve 240 provided in the by-pass 220, in which the opening or closing of the control valve 240, which determines when to convey cold air, is depending on ambient temperature.

[0029] From the description of the embodiments, it should be understood that the method of cooling for an injection engine and cooling device 200 thereof disclosed in the present invention not only can improve insufficient atomization due to high temperature on the intake of the injection engine, but also can decrease carbon deposits due to imperfect fuel-air combustion.

[0030] The method of cooling for an injection engine and cooling device thereof. disclosed in the present invention, compared with conventional means, not only can lower the overall intake temperature of the air-intake passage of the injection engine, enhancing fuel-air atomization, but also can facilitate near-perfect fuel-air combustion in the injection engine due to higher oxygen concentrations in cold air, allowing the injection engine to maximum output power (unit of horsepower), and thus can achieve the efficacy of reducing carbon deposits and environmental pollution, thereby conforming to the trends of energy conservation and carbon reduction. In addition, for practical situation where ambient temperature may vary, a control valve is further provided to convey cold air by opening or closing the control valve for different needs. With this feature, the method and device disclosed in present invention provides a more flexible practice and more sufficient fuel-air atomization, as compared with technical means in the art.

[0031] The present invention has been described by reference to preferred embodiments thereof, and it is understood that the embodiments are not intended to limit the scope of the present invention. Moreover, as the contents disclosed herein should be readily understood and can be implemented by those skilled in the art, all equivalent changes or modifications which do not depart from the spirit of the present invention should be encompassed by the appended claims.

Claims

1. A cooling device for an injection engine, the cooling device being disposed above, and connected in parallel to, a first evaporator of an automobile cooling system, the cooling device being in communication with an air-intake passage of the injection engine, the cooling device comprising: a casing having a hollow interior defining a receiving space, the casing having on one end an air-intake communicating with the receiving space, the air-intake conveying an air into the receiving space of the casing; a by-pass provided at another end of the casing, the by-pass being in communication with the casing and the air-intake passage of the injection engine; and a second evaporator having two refrigerant pipes, the second evaporator being disposed in the casing, the refrigerant pipes being separately connected to the second evaporator and the first evaporator of the automobile cooling system in parallel, the refrigerant pipes separately conveying a liquid refrigerant to the second evaporator so as to generate an cold air for lowing the temperature in the receiving space, wherein the cold air is conveyed into the air-intake passage of the injection engine via the by-pass.

2. The cooling device for an injection engine of claim 1, further comprising a control valve, wherein the control valve is provided in the by-pass and configured to alternatively open or close the air-intake passage of the injection engine.

3. The cooling device for an injection engine of claim 1, further comprising a drain conduit, wherein the drain conduit is provided on the casing and in communication with the receiving space.

4. The cooling device for an injection engine of claim 1, further comprising an air filter, wherein the air filter is provided in the air-intake of the casing.

5. A method of cooling for an injection engine, comprising the following steps: providing a first evaporator of an automobile cool system; providing a by-pass, wherein the by-pass is in communication with the first evaporator of the automobile cool system and an air-intake passage of an injection engine; sucking an cold air by the first evaporator of the automobile cooling system; and conveying the cold air into the air-intake passage of the injection engine via the by-pass.

6. The method of cooling for an injection engine of claim 5, further comprising the following step: setting up a control valve in the by-pass, wherein the control valve is configured to open or close and therefore control the conveyance of the cold air

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