Patent Abstract:
A pressure releasing valve capable of reserving air pressure is formed with a pressure reserving chamber to retain a proper amount of air pressure in the pressure releasing valve when the engine is changing from an accelerating and increasing pressure condition to a condition of running idly and releasing pressure, so that when the engine accelerates and increases pressure again, air of the condenser can be continually supplied for the engine to let it run comparatively smoothly in accelerating, not only economizing energy but ensuring safety as well.

Full Description:
BACKGROUND OF THE INVENTION  
         [0001]    This invention relates to a pressure-releasing valve, particularly to one capable of reserving air pressure in the condenser of an automobile engine when the engine is changing from a condition of accelerating and increasing pressure to a condition of running idly and releasing pressure, so that when accelerating again, the engine can be supplied with air pressure in time to run smoothly, having functions of economizing oil and ensuring safety.  
           [0002]    A conventional air-conditioning system of an automobile engine, as shown in FIG. 1, includes an air sucking tube (A), a pressure increasing member (B), a condenser (C), an engine (D) and a pressure releasing valve (E) combined together.  
           [0003]    The air sucking tube (A) is connected to the pressure increasing member (B), the pressure increasing member (B) is connected to the condenser (C) through an air tube (BO), and the condenser (C) is connected to the engine (D) through an air tube (CO). The pressure- releasing valve (E) is provided between the engine (D) and the air sucking tube (A) as well as the air tube (BO), and connected to the engine (D) through a small air tube (DO).  
           [0004]    The pressure-releasing valve (E), as shown in FIGS. 2 and 3, includes a valve body (EO) with two outlets (E 1 ) and (E 2 ), and a valve (E 3 ) inside able to close up the outlets (E 1 ), (E 2 ) at the same time. The valve (E 3 ) is provided inside with a spring (E 4 ) and a spring chamber (E 5 ) with an inlet (E 6 ). Thus, when the engine (D) is changing from a condition of accelerating and increasing pressure to a condition of running idly and releasing pressure, it will produce a proper sucking force to suck open the valve (E 3 ) through the small air tube (DO), as shown in FIG. 2, letting the air sucked by the air sucking tube (A) circulate in a direction indicated by the arrow (R 1 ) in FIG. 1. On the contrary, when accelerating, the engine (D) no longer has a sucking force, so the valve (E 3 ) is closed up by the resiliency of the spring (B 4 ), as shown in FIG. 3, letting the air run in a direction indicated by the arrow (R 2 ) in FIG. 1 and then get into the engine (D) to cool it down.  
           [0005]    However, when such a conventional pressure-releasing valve (E) is in a condition of oil return, it will completely release the air out so no air pressure remains inside the condenser (C). Under such condition, it may take a little time (less than a second) to let the condenser (C) filled up with air, which then gets in the engine (D) to enable the engine (D) to work smoothly in case of gear shifting or accelerating. Such breaking off of air pressure caused in the period of shifting gears or stepping on an accelerator will delay accelerating or starting the engine, resulting in danger in driving and wasting energy.  
           [0006]    Although delay time is only a fraction of s second, there are many times of shifting gears, consumed energy may be not to be ignored.  
           [0007]    Besides, when a car is running with high speed and if there happens a delay in accelerating, a driver may make wrong judgment to cause danger.  
         SUMMARY OF THE INVENTION  
         [0008]    The objective of the invention is to offer an engine capable to keep the condenser of an automobile engine filled up with air pressure when the engine is changing from a condition of accelerating to a condition of running idly, so that the engine can be supplied with air pressure in time to run smoothly, having functions of saving oil and ensuring safety in driving when accelerating again.  
           [0009]    The feature of the invention is that a pressure- reserving chamber is provided inside a pressure- releasing valve. The pressure-reserving chamber can retain a proper amount of air pressure when the engine is changing from a condition of accelerating and increasing pressure to a condition of running idly and releasing pressure, so that when the engine starts accelerating again, air pressure can be supplied in time for the engine to run smoothly. 
       
    
    
     BRIEF DESCRIPTION OF DRAWINGS  
       [0010]    This invention will be better understood by referring to the accompanying drawings, wherein:  
         [0011]    [0011]FIG. 1 is a cross-sectional view of a conventional air conditioning system of an automobile engine;  
         [0012]    [0012]FIG. 2 is a cross-sectional view of a conventional pressure-releasing valve in a condition of oil return and pressure releasing;  
         [0013]    [0013]FIG. 3 is a cross-sectional view of the conventional pressure-releasing valve in a condition of accelerating and increasing pressure;  
         [0014]    [0014]FIG. 4 is a cross-sectional view of an air conditioning system in the present invention;  
         [0015]    [0015]FIG. 5 is an exploded perspective view of a pressure-releasing valve in the present invention;  
         [0016]    [0016]FIG. 6 is side cross-sectional view of the pressure-releasing valve in the present invention;  
         [0017]    [0017]FIG. 7 is a cross-sectional view of the pressure- releasing valve in a condition of accelerating and increasing pressure in the present invention;  
         [0018]    [0018]FIG. 8 is a cross-sectional view of the pressure releasing valve in a condition of oil return and releasing pressure and idly running in the present invention;  
         [0019]    [0019]FIG. 9 is a cross-sectional view of the pressure- releasing valve in a condition of the engine running idly in the present invention. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0020]    A preferred embodiment of a pressure releasing valve in the present invention, as shown in FIG. 4, includes an air tube connecter  2 , a left cover  4 , an air chamber holder  5 , a casing  6  and a right cover  8  as main components combined together.  
         [0021]    The air tube connecter  2  is crewed with a nut  20  on the outer surface and formed with male threads around the right end to be engaged with a female threaded hole  40  of the left cover  4 . The air tube connecter  2  is connected to a pressure return tube  12  and fitted with an O-shaped gasket  21  to prevent leaking.  
         [0022]    The left cover  4  is formed with a chamber  420  for receiving a left and a right stop member  41  and  45  and a spring  42 , having a plurality of bolt holes around an outer side for bolts  44  to pass therethrough and be fixed with a left casing  60 . Then, the left and right stop members  41  and  45  respectively having a central hole  410 ,  450  are provided on the opposite sides of the spring  42 , with the central hole  410  of the left stop member  41  aligned with the central hole  22  of the air tube connecter  2 . Thus, when the engine is in a condition of oil return, the air in the chamber  420  of the left cover  4  will be pumped out through the pressure return tube  12 , and the spring  42  will be pressed by the right stop member  45  which has its central hole  450  inserted through by a small rod  50  of the air chamber holder  5 .  
         [0023]    In addition, a first valve strip  51  is tightly sandwiched by the right stop member  45  and a gasket  52  of the air chamber holder  5 , having a plurality of small holes  510  formed around its circumferential edge for the bolts  44  to be inserted therethrough to make the first valve strip  5  fixedly sandwiched by the left cover  4  and a left casing  60 , letting the air in the chamber  420  come in or go out through only one opening.  
         [0024]    The air chamber holder  5  is provided with a lengthwise through hole  53  and a lateral hole  54 . After the air chamber holder  5  is fitted around with a sleeve  55  and an O-shaped ring  56 , it is fitted with two leakage preventive rings  57  and  58  between opposite opening of the lengthwise through hole  53 . Then, the O-shaped ring  56  and the leakage preventive rings  57 ,  58  are positioned in the central hole  600  inside the left casing  60 , which is for receiving the air chamber holder  5 .  
         [0025]    The casing  6  consists of a left casing  60 , an intermediate casing  61  and a right casing  62 . These three casings  60 ,  61  and  62  are respectively provided with an air intake passage  63  communicating with one another. The left casing  60  further has two air releasing passages  601  and  602 , with the air releasing passage  601  positioned at the right side of the first valve strip  51  to keep the air in the right side chamber  603  of a first valve sheet  51  in a circulating condition and let the first valve sheet  51  operate smoothly. The air releasing passage  602  can communicate with the lengthwise hole  53  of the air chamber holder  5  when accelerating and increasing pressure so as to pump out the air in the pressure reserving chamber  64 , but during oil return and releasing pressure, the air releasing passage  602  can not communicate with the lengthwise hole  53 , as shown in FIGS. 8 and 9. Besides, the left casing  60  is bored with a plurality of boltholes  604  for long bolts  605  to pass through and combine three casings  60 ,  61  and  62  together.  
         [0026]    Further, a second valve sheet  65  is sandwiched between the left casing  60  and the intermediate casing  61 , with a pressure-reserving chamber  64  formed between the second valve sheet  65  and the left casing  60 . The second valve sheet  65  is formed with a central hole  650  for a shaft rod  7  to be inserted therein, and a plurality of small holes  651  around the circumferential edge for the long bolts  605  to be inserted therethrough. The shaft rod  7  is provided between the intermediate casing  61  and the right casing  62 , having its left end inserted through the second valve sheet  65  and then fixed by a gasket  70 . Then, a left stop member  71  and a spring  72  are orderly provided on the right side of the second valve sheet  65 , with the spring  72  fitted in the spring holder  610  of the intermediate casing  61 . The shaft rod  7  is further fitted around with a sleeve  73  to be positioned in the central hole  611  of the intermediate casing  61 , having its right end combined with a right stop member  74  and secured together by a bolt  75 . The right stop member  74  is fixed in the central hole  620  of the right casing  62  and pushed against by a leakage preventive ring  621 . The intermediate casing  61  has an air releasing passage  614  to let the air of the spring holder  613  communicate with external air, and a plurality of bolt holes  612  for the long bolts  605  to be screwed therethrough. Then, the right casing  62  is provided with a circulation tube opening  622  to be connected with an air tube  10 .  
         [0027]    The right cover  8  is formed with a connecter  80  for receiving an air tube  11 , and provided with a circular rim  81  to be mounted around with a ring  82  fixed with the right casing  62  by means of bolts  820 , with a O-shaped gasket  623  closely fitted between the right cover  8  and the right casing  62  to prevent leaking.  
         [0028]    When the engine of this invention is in a condition of accelerating and increasing pressure, as shown in FIG. 7, the cool air pumped in will move in a direction indicated by the arrow R 2  in FIG. 4 and the pressure-releasing valve  1  is in a silent condition.  
         [0029]    When the accelerator is released, and the engine gives rise to oil return and pressure releasing, as shown in FIG. 8, the air of the air-conditioning system will circulate in a direction indicated by the arrow R 1  in FIG. 4 and get into the pressure reserving chamber  64  through the air chamber  83  of the right cover  62 , through the air intake passage  63 , and through the lengthwise through hole  53  and the lateral hole  54  of the air chamber holder  5 . At this time, the air pressure in the pressure reserving chamber  64  is large enough (more than 0.2 kg) to press the second valve  65  and move the right stop member  74  of the shaft rod  7  to make the central hole  620  of the right casing  62  opened so as to let the air get out of the air tube  10  through the central hole  620 .  
         [0030]    In case the engine runs more and more slowly to idly, it will produce a sucking force toward the chamber  420  through the pressure return tube  12  and force the first valve sheet  51  to move forward together with the air chamber holder  5 . Thus, the air intake passage  63  can communicate with the pressure reserving chamber  64  through the air chamber holder  5 , and at this time, the central hole  620  of the right casing  62  is closed, because the air pressure in the pressure reserving chamber  64  is less than 0.2 kg, as shown in FIG. 9. The remaining air in the pressure reserving chamber  64  lets the condenser keep a certain amount of air pressure inside, therefore every time the engine accelerates and increases pressure, as shown in FIG. 7, the condenser can immediately supply the engine with air to enable the engine run smoothly all the time, having functions of saving oil and elevating efficiency of an engine.  
         [0031]    While the preferred embodiment of the invention has been described above, it will be recognized and understood that various modifications may be made therein and the appended claims are intended to cover all such modifications that may fall within the spirit and scope of the invention.

Technology Classification (CPC): 5