Abstract:
A vortex tube is affixed in a first case to a turbocharger in an engine, in a second case to a supercharger in an engine, or in a third case to the intake manifold of an engine. A vortex tube includes an entry port, a cold exit port and a hot exit port. By employing different structural interconnections of the vortex tube with the turbocharger or supercharger, compressed air is cooled prior to entering the engine&#39;s intake manifold. The same effect is achieved when the vortex tube is affixed directly to the engine intake manifold. Additionally, the fuel may be heated or cooled, depending upon the specific fuel type utilized.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates generally to employing a vortex tube in an engine, to cool air prior to the air entering the intake manifold. The vortex tube may be employed with a turbocharger, a supercharger or with an engine which does not include an air compressor. 
     2. Description of the Prior Art 
     Various applications of both the heating and cooling aspects of the vortex tube are known in the art. The current invention discloses a method and apparatus for employing a vortex tube with various engine compressor assemblies and in other direct arrangements for cooling the intake air to the engine manifold, whether it be compressed or not. 
     Additionally, various methods have been employed to both heat and cool fuel prior to combustion. The current invention discloses a method and apparatus for employing a vortex tube in the configurations described herein, which permits the fuel to be heated or cooled by the action of the vortex tube. 
     None of the methodologies employed and claimed herein have been shown or taught in any prior art of record. 
     SUMMARY OF THE INVENTION 
     A vortex tube is affixed in a first case to a turbocharger in an engine, in a second case to a supercharger in an engine, or in a third case to the intake manifold of an engine. A vortex tube includes an entry port, a cold exit port and a hot exit port. By employing different structural interconnections of the vortex tube with the turbocharger or supercharger, compressed air is cooled prior to entering the engine&#39;s intake manifold. The same effect is achieved when the vortex tube is affixed directly to the engine intake manifold. Additionally, the fuel may be heated or cooled by a heat transfer arrangement. 
     In the first case, the vortex tube is affixed to a turbocharger in an engine. The turbocharger includes an ambient air inlet and a compressed air outlet, the compressive energy coming from the exhaust gasses of the engine. The vortex tube has an entry port, cold exit port and a hot exit port. In a first embodiment, the vortex tube entry port is placed in communication with the turbocharger&#39;s compressed air outlet by any conventional means. This causes the compressed air to enter the vortex tube, and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is routed to the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a heat sink. It has been considered that it may be desirable to place the fuel line in proximal relation to the hot exit port, permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel fuel, propane, liquified natural gas or the like. 
     In a second embodiment, the vortex tube entry port is placed in communication with the turbocharger&#39;s compressed air outlet by any conventional means. This causes the compressed air to enter the vortex tube, and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is routed to the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a vacuum source. The vacuum source may be provided by any of a variety of negative pressure inducing means. It has again been considered that it may be desirable to place the fuel line in proximal relation to the hot exit port, permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel fuel, propane, liquified natural gas or the like. 
     In a third embodiment, the vortex tube entry port is placed in communication with the turbocharger&#39;s compressed air outlet by any conventional means. This causes the compressed air to enter the vortex tube, and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is routed to the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a heat sink. It has been considered that it may be desirable to place the fuel line in proximal relation to the cold exit port, permitting heat to transfer from the fuel. This is particularly advantageous in a fuel such as gasoline. 
     In a fourth embodiment, the vortex tube entry port is placed in communication with the turbocharger&#39;s compressed air outlet by any conventional means. This causes the compressed air to enter the vortex tube, and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is routed to the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a vacuum source. The vacuum source may be provided by any of a variety of negative pressure inducing means. It has again been considered that it may be desirable to place the fuel line in proximal relation to the cold exit port, permitting heat to transfer from the fuel. This is particularly advantageous in a fuel such as gasoline. 
     In a fifth embodiment, the vortex tube cold exit port is placed in communication with the turbocharger&#39;s ambient air inlet by any conventional means. Air is caused to enter the vortex tube entry port, by action of the turbocharger, where it is separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is directed into the turbocharger&#39;s ambient air inlet. This cooled air is then compressed by the turbocharger, where it exits the compressed air outlet, still in a cooled condition. The compressed air outlet of the turbocharger is in communication with the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a heat sink and vacuum source. Again, it has been considered that in a first case that it may be desirable to place the fuel line in proximal relation to the hot exit port, permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel. Also, it has been considered that in a second case that it may be desirable to place the fuel line in proximal relation to the cold exit port, permitting heat transfer from the fuel. This is especially advantageous in a fuel such as gasoline. 
     In the second case, the vortex tube is affixed to a supercharger in an engine. The supercharger includes an ambient air inlet and a compressed air outlet, the compressive energy coming from a mechanical connection to the crankshaft. The vortex tube has an entry port, cold exit port and a hot exit port. In a sixth embodiment, the vortex tube entry port is placed in communication with the supercharger&#39;s compressed air outlet by any conventional means. This causes the compressed air to enter the vortex tube, and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is routed to the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a heat sink. It has been considered that it may be desirable to place the fuel line in proximal relation to the hot exit port, permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel. 
     In a seventh embodiment, the vortex tube entry port is placed in communication with the supercharger&#39;s compressed air outlet by any conventional means. This causes the compressed air to enter the vortex tube, and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is routed to the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a vacuum source. The vacuum source may be provided by any of a variety of negative pressure inducing means. It has again been considered that it may be desirable to place the fuel line in proximal relation to the hot exit port, permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel. 
     In a eighth embodiment, the vortex tube entry port is placed in communication with the supercharger&#39;s compressed air outlet by any conventional means. This causes the compressed air to enter the vortex tube, and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is routed to the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a heat sink and vacuum source. The vacuum source may be provided by any of variety of negative pressure inducing means. It has been considered that it may be desirable to place the fuel line in proximal relation to the cold exit port, permitting heat to transfer from the fuel. This is particularly advantageous in a fuel such as gasoline. 
     In a ninth embodiment, the vortex tube entry port is placed in communication with the supercharger&#39;s compressed air outlet by any conventional means. This causes the compressed air to enter the vortex tube, and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is routed to the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a heat source. It has again been considered that it may be desirable to place the fuel line in proximal relation to the cold exit port, permitting heat to transfer from the fuel. This is particularly advantageous in a fuel such as gasoline. 
     In a tenth embodiment, the vortex tube cold exit port is placed in communication with the supercharger&#39;s ambient air inlet by any conventional means. Air is caused to enter the vortex tube entry port, by action of the supercharger, where it is separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port and is directed into the supercharger&#39;s ambient air inlet. This cooled air is then compressed by the supercharger, where it exits the compressed air outlet, still in a cooled condition. The compressed air outlet of the supercharger is in communication with the engine&#39;s intake manifold. The hot portion exits the vortex tube hot exit port and is routed to a heat sink and vacuum source. Again, it has been considered that in a first case that it may be desirable to place the fuel line in proximal relation to the hot exit port, permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel. Also, it has been considered that in a second case that it may be desirable to place the fuel line in proximal relation to the cold exit port, permitting heat transfer from the fuel. This is especially advantageous in a fuel such as gasoline. 
     In an eleventh embodiment it has been considered placing a vortex tube with the cold exit port in communication with the engine&#39;s intake manifold. The hot exit would be in communication with a vacuum source as described before. Air would enter the vortex tube&#39;s entry port where it would be separated into the hot and cold components. The cooled air would enter the engine manifold. Similar arrangements as described in previous embodiments concerning the heating or cooling of fuel may also be employed in this embodiment. 
     The above brief description sets forth rather broadly the more important features of the present invention in order that the detailed description thereof that follows may be better understood, and in order that the present contributions to the art may be better appreciated. There are, of course, additional features of the invention that will be described hereinafter and which will form the subject matter of the claims appended hereto. 
     In this respect, before explaining the invention in detail, it is to be understood that the invention is not limited in its application to the details of the construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood, that the phraseology and terminology employed herein are for the purpose of description and should not be regarded as limiting. 
     As such, those skilled in the art will appreciate that the conception, upon which this disclosure is based, may readily be utilized as a basis for designing other structures, methods, and systems for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention. 
     It is therefore an object of the present invention to connect a vortex tube to the compressed air outlet of a turbocharger in an engine. 
     It is a further object of the present invention to connect a vortex tube to the ambient air inlet of a turbocharger in an engine. 
     It is therefore an object of the present invention to connect a vortex tube to the compressed air outlet of a supercharger in an engine. 
     It is a further object of the present invention to connect a vortex tube to the ambient air inlet of a supercharger in an engine. 
     It is a further object of the present invention to connect a vortex tube to an engine&#39;s intake manifold. 
     Additional objects, advantages and novel features of the invention will be set forth in part in the description that follows, and in part will become apparent to those skilled in the art upon examining the following or may be learned by practice of the invention. These together with still other objects of the invention, along with the various features of novelty which characterize the invention, are pointed out with particularity in the claims annexed to and forming a part of this disclosure. For a better understanding of the invention, its operating advantages and the specific objects attained by its uses, reference should be had to the accompanying drawings and descriptive matter in which there are illustrated preferred embodiments of the invention. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The invention will be better understood and the above objects as well as objects other than those set forth above will become more apparent after a study of the following detailed description thereof. Such description makes reference to the annexed drawings wherein: 
     FIG. 1 is a schematic diagram of the vortex tube in communication with the compressed air outlet of the turbocharger with the hot exit port of the vortex tube in communication with a heat sink. 
     FIG. 2 is a view of the fuel line in a proximal relation to the hot side of the vortex tube, wherein the hot exit port of the vortex tube is in communication with a heat sink. 
     FIG. 3 is a schematic diagram of the vortex tube in communication with the compressed air outlet of the turbocharger with the hot exit port of the vortex tube in communication with a vacuum source. 
     FIG. 4 is a view of the fuel line in a proximal relation to the hot side of the vortex tube, wherein the hot exit port of the vortex tube is in communication with a vacuum source. 
     FIG. 5 is a view of the fuel line in a proximal relation to the cold side of the vortex tube, wherein the cold side of the vortex tube is in communication with the engine intake manifold. 
     FIG. 6 is a schematic diagram of the vortex tube cold exit port in communication with the ambient air inlet of the turbocharger with the hot exit port of the vortex tube in communication with a heat sink. 
     FIG. 7 is a view of the fuel line in a proximal relation to the hot side of the vortex tube, wherein the hot exit port of the vortex tube is in communication with a heat sink, and the cold exit port is in communication with the ambient air inlet of the turbocharger. 
     FIG. 8 is a schematic diagram of the vortex tube cold exit port in communication with the ambient air inlet of the turbocharger with the hot exit port of the vortex tube in communication with a vacuum source. 
     FIG. 9 is a view of the fuel line in a proximal relation to the hot side of the vortex tube, wherein the hot exit port of the vortex tube is in communication with a vacuum source, and the cold exit port is in communication with the ambient air inlet of the turbocharger. 
     FIG. 10 is a view of the fuel line in a proximal relation to the cold side of the vortex tube, wherein the cold side of the vortex tube is in communication with the ambient air inlet of the turbocharger. 
     FIG. 11 is a view of the vortex tube cold exit port in communication with the engine intake manifold, and the vortex tube hot exit port in communication with a vacuum source. 
     FIG. 12 is a schematic diagram of the vortex tube in communication with the compressed air outlet of the supercharger with the hot exit port of the vortex tube in communication with a heat sink. 
     FIG. 13 is a view of the fuel line in a proximal relation to the hot side of the vortex tube, wherein the hot exit port of the vortex tube is in communication with a heat sink. 
     FIG. 14 is a schematic diagram of the vortex tube in communication with the compressed air outlet of the supercharger with the hot exit port of the vortex tube in communication with a vacuum source. 
     FIG. 15 is a view of the fuel line in a proximal relation to the hot side of the vortex tube, wherein the hot exit port of the vortex tube is in communication with a vacuum source. 
     FIG. 16 is a view of the fuel line in a proximal relation to the cold side of the vortex tube, wherein the cold side of the vortex tube is in communication with the engine intake manifold. 
     FIG. 17 is a schematic diagram of the vortex tube cold exit port in communication with the ambient air inlet of the supercharger with the hot exit port of the vortex tube in communication with a heat sink. 
     FIG. 18 is a view of the fuel line in a proximal relation to the hot side of the vortex tube, wherein the hot exit port of the vortex tube is in communication with a heat sink, and the cold exit port is in communication with the ambient air inlet of the supercharger. 
     FIG. 19 is a schematic diagram of the vortex tube cold exit port in communication with the ambient air inlet of the supercharger with the hot exit port of the vortex tube in communication with a vacuum source. 
     FIG. 20 is a view of the fuel line in a proximal relation to the hot side of the vortex tube, wherein the hot exit port of the vortex tube is in communication with a vacuum source, and the cold exit port is in communication with the ambient air inlet of the supercharger. 
     FIG. 21 is a view of the fuel line in a proximal relation to the cold side of the vortex tube, wherein the cold side of the vortex tube is in communication with the ambient air inlet of the supercharger. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     With reference now to the drawings, a vortex tube is being placed in an engine, to cool air prior to the air entering the intake manifold, in order to increase the engine operating efficiency. The vortex tube may be employed with a turbocharger, a supercharger, with an engine which does not include an air compressor, or with an auxiliary compressed air source. 
     Referring now to FIG. 1, the vortex tube  10  is affixed to a turbocharger  12  in an engine. The turbocharger  12  includes an ambient air inlet  14  and a compressed air outlet  16 , the compressive energy coming from the exhaust gasses of the engine. The vortex tube  10  has an entry port  18 , cold exit port  20  and a hot exit port  22 . In a first embodiment, the vortex tube entry port  18  is placed in communication with the turbocharger&#39;s compressed air outlet  16  by any conventional means. This causes the compressed air to enter the vortex tube  10 , and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port  20  and is routed to the engine&#39;s intake manifold  24 . The hot portion exits the vortex tube hot exit port  22  and is routed to a heat sink  26 . Referring now to FIG. 2, the fuel line  28  has been placed in proximal relation to the hot exit port  22 , permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel fuel. 
     Referring now to FIG. 3, the vortex tube  100  is affixed to a turbocharger  112  in an engine. The turbocharger  112  includes an ambient air inlet  114  and a compressed air outlet  116 , the compressive energy coming from the exhaust gasses of the engine. The vortex tube  100  has an entry port  118 , cold exit port  120  and a hot exit port  122 . In this second embodiment, the vortex tube entry port  118  is placed in communication with the turbocharger&#39;s compressed air outlet  116  by any conventional means. This causes the compressed air to enter the vortex tube  100 , and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port  120  and is routed to the engine&#39;s intake manifold  124 . The hot portion exits the vortex tube hot exit port  122  and is routed to a vacuum source  126 . The vacuum source  126  may be provided by any of a variety of negative pressure inducing means. 
     Referring now to FIG. 4, the fuel line  128  has been placed in proximal relation to the hot exit port  122 , permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel fuel. Referring now to FIG. 5, another embodiment is disclosed where the fuel line  130  is placed in proximal relation to the cold exit port  120 A of a vortex tube. This permits heat transfer from the fuel. This is particularly advantageous in a fuel such as gasoline. 
     Referring now to FIG. 6, the vortex tube  200  is affixed to a turbocharger  212  in an engine. The turbocharger  212  includes an ambient air inlet  214  and a compressed air outlet  216 , the compressive energy coming from the exhaust gasses of the engine. The vortex tube  200  has an entry port  218 , cold exit port  220  and a hot exit port  222 . In this embodiment, the vortex tube cold exit port  220  is placed in communication with the turbocharger&#39;s ambient air inlet  214  by any conventional means. Air is caused to enter the vortex tube entry port  218 , by action of the turbocharger  212  and vacuum source  225 , where it is separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port  220  and is directed into the turbocharger&#39;s ambient air inlet  214 . This cooled air is then compressed by the turbocharger  212 , where it exits the compressed air outlet  216 , still in a cooled condition. The compressed air outlet  216  of the turbocharger  212  is in communication with the engine&#39;s intake manifold  224 . The hot portion exits the vortex tube hot exit port  222  and is routed to a heat sink  226  and subsequently to the vacuum source  225 . 
     Referring now to FIG. 7, the fuel line  228  has been placed in proximal relation to the hot exit port  222 , permitting heat to transfer to the fuel. This is particularly advantageous to fuel such as diesel fuel. 
     Referring now to FIG. 8, the vortex tube  300  is affixed to a turbocharger  312  in an engine. The turbocharger  312  includes an ambient air inlet  314  and a compressed air outlet  316 , the compressive energy coming from the exhaust gasses of the engine. The vortex tube  300  has an entry port  318 , cold exit port  320  and a hot exit port  322 . In this embodiment, the vortex tube cold exit port  320  is placed in communication with the turbocharger&#39;s ambient air inlet  314  by any conventional means. Air is caused to enter the vortex tube entry port  318 , by action of the turbocharger  312 , where it is separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port  320  and is directed into the turbocharger&#39;s ambient air inlet  314 . This cooled air is then compressed by the turbocharger  312 , where it exits the compressed air outlet  316 , still in a cooled condition. The compressed air outlet  316  of the turbocharger  312  is in communication with the engine&#39;s intake manifold  324 . The hot portion exits the vortex tube hot exit port  322  and is routed to a vacuum source  326 . 
     Referring now to FIG. 9, the fuel line  328  has been placed in proximal relation to the hot exit port  322 , permitting heat to transfer to the fuel. This is particularly advantageous to fuel such as diesel fuel. 
     Referring now to FIG. 10, another embodiment is disclosed where the fuel line  330  is placed in proximal relation to the cold exit port  316 A of a vortex tube. This permits heat transfer from the fuel. This is particularly advantageous in a fuel such as gasoline. 
     Referring now to FIG. 11, a vortex tube  400  has been placed with the cold exit port  402  in communication with the engine&#39;s intake manifold  404 . The hot exit port  406  would be in communication with a vacuum source  408  as described before. Air would enter the vortex tube&#39;s entry port  410  where it would be separated into the hot and cold components. The cooled air would enter the engine manifold  404 . Similar arrangements as described in previous embodiments concerning the heating or cooling of fuel may also be employed in this embodiment. 
     Referring now to FIG. 12, the vortex tube  500  is affixed to a supercharger  512  in an engine. The supercharger  512  includes an ambient air inlet  514  and a compressed air outlet  516 , the compressive energy coming from a mechanical connection to the crankshaft. The vortex tube  500  has an entry port  518 , cold exit port  520  and a hot exit port  522 . In this embodiment, the vortex tube entry port  518  is placed in communication with the supercharger&#39;s compressed air outlet  516  by any conventional means. This causes the compressed air to enter the vortex tube  500 , and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port  520  and is routed to the engine&#39;s intake manifold  524 . The hot portion exits the vortex tube hot exit port  522  and is routed to a heat sink  526 . Referring now to FIG. 13, the fuel line  528  has been placed in proximal relation to the hot exit port  522 , permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel fuel. 
     Referring now to FIG. 14, the vortex tube  600  is affixed to a supercharger  612  in an engine. The supercharger  612  includes an ambient air inlet  614  and a compressed air outlet  616 , the compressive energy coming from a mechanical connection to the crankshaft. The vortex tube  600  has an entry port  618 , cold exit port  620  and a hot exit port  622 . In this embodiment, the vortex tube entry port  618  is placed in communication with the supercharger&#39;s compressed air outlet  616  by any conventional means. This causes the compressed air to enter the vortex tube  600 , and be separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port  620  and is routed to the engine&#39;s intake manifold  624 . The hot portion exits the vortex tube hot exit port  622 . 
     Referring now to FIG. 15, the fuel line  628  has been placed in proximal relation to the hot exit port  622 , permitting heat to transfer to the fuel. This is particularly advantageous in a fuel such as diesel fuel. 
     Referring now to FIG. 16, another embodiment is disclosed where the fuel line  630  is placed in proximal relation to the cold exit port  620 A of a vortex tube. This permits heat transfer from the fuel. This is particularly advantageous in a fuel such as gasoline. 
     Referring now to FIG. 17, the vortex tube  700  is affixed to a supercharger  712  in an engine. The supercharger  712  includes an ambient air inlet  714  and a compressed air outlet  716 , the compressive energy coming from coming from a mechanical connection to the crankshaft. The vortex tube  700  has an entry port  718 , cold exit port  720  and a hot exit port  722 . In this embodiment, the vortex tube cold exit port  720  is placed in communication with the supercharger&#39;s ambient air inlet  714  by any conventional means. Air is caused to enter the vortex tube entry port  718 , by action of the supercharger  712  and vacuum source  725 , where it is separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port  720  and is directed into the supercharger&#39;s ambient air inlet  714 . This cooled air is then compressed by the supercharger  712 , where it exits the compressed air outlet  716 , still in a cooled condition. The compressed air outlet  716  of the supercharger  712  is in communication with the engine&#39;s intake manifold  724 . The hot portion exits the vortex tube hot exit port  722  and is routed to a heat sink  726  and subsequently to a vacuum source  725 . 
     Referring now to FIG. 18, the fuel line  728  has been placed in proximal relation to the hot exit port  722 , permitting heat to transfer to the fuel. This is particularly advantageous to fuel such as diesel fuel, propane, liquified natural gas or the like. 
     Referring now to FIG. 19, the vortex tube  800  is affixed to a supercharger  812  in an engine. The supercharger  812  includes an ambient air inlet  814  and a compressed air outlet  816 , the compressive energy coming from the coming from a mechanical connection to the crankshaft. The vortex tube  800  has an entry port  818 , cold exit port  820  and a hot exit port  822 . In this embodiment, the vortex tube cold exit port  820  is placed in communication with the supercharger&#39;s ambient air inlet  814  by any conventional means. Air is caused to enter the vortex tube entry port  818 , by action of the supercharger  812  and vacuum source  826 , where it is separated into a hot portion and a cold portion. The cold portion exits the vortex tube cold exit port  820  and is directed into the supercharger&#39;s ambient air inlet  814 . This cooled air is then compressed by the supercharger  812 , where it exits the compressed air outlet  816 , still in a cooled condition. The compressed air outlet  816  of the supercharger  812  is in communication with the engine&#39;s intake manifold  824 . The hot portion exits the vortex tube hot exit port  822  and is routed to a vacuum source  826 . 
     Referring now to FIG. 20, the fuel line  828  has been placed in proximal relation to the hot exit port  822 , permitting heat to transfer to the fuel. This is particularly advantageous to fuel such as diesel fuel, propane, liquified natural gas or the like. 
     Referring now to FIG. 21, another embodiment is disclosed where the fuel line  830  is placed in proximal relation to the cold exit port  816 A of a vortex tube. This permits heat transfer from the fuel. This is particularly advantageous in a fuel such as gasoline. 
     It is apparent from the above that the present invention accomplishes all of the objectives set forth by providing a method and apparatus for employing a vortex tube in an engine, to cool air prior to the air entering the intake manifold. As discussed, the vortex tube may be employed with a turbocharger, a supercharger or with an engine which does not include an air compressor. It is also to be understood that oxidants other than or in addition to air may be heated or cooled in the above embodiments. 
     With respect to the above description, it should be realized that the optimum dimensional relationships for the parts of the invention, to include variations in size, materials, shape, form, function and manner of operation, assembly and use, are deemed readily apparent and obvious to those skilled in the art, and therefore, all relationships equivalent to those illustrated in the drawings and described in the specification are intended to be encompassed only by the scope of appended claims. 
     While the present invention has been shown in the drawings and fully described above with particularity and detail in connection with what is presently deemed to be the most practical embodiment of the invention, it will be apparent to those of ordinary skill in the art that many modifications thereof may be made without departing from the principles and concepts set forth herein. Hence, the proper scope of the present invention should be determined only by the broadest interpretation of the appended claims so as encompass all such modifications and equivalents.