BRPI0919312B1 - POLLUTION CONTROL SYSTEM - Google Patents

Abstract

pollution control system the pollution control system includes a controller (12) coupled to a sensor to monitor an operational characteristic of a combustion engine, such as the engine rpm. a pcv valve (18), having an inlet and an outlet, is adapted to discharge exhaust gases from the combustion engine. a fluid regulator associated with the pcv valve (18) and sensitive to the controller (12) selectively modulates the vacuum pressure of the engine, to increase or decrease the rate of fluid flow of the exhaust gases being discharged from the combustion engine. the controller (12) positions the fluid regulator selectively and adjustable, to vary the degree of vacuum pressure, to optimize the recycling of exhaust gases.

Description

POLLUTION CONTROL SYSTEM

DESCRIPTION

BACKGROUND OF THE INVENTION

[0001] The present invention generally relates to a pollution control system. More particularly, the present invention relates to a system that systematically controls a PCV valve assembly (18), which recycles fuel by-products from the engine, reduces emissions and improves engine performance.

[0002] The basic operation of standard internal combustion engines (Cl) varies based on the type of combustion process, number of cylinders and desired use / functionality. For example, in a traditional two-stroke engine, oil is pre-mixed with fuel and air before entering the sump. The oil / fuel / air mixture is drawn into the sump by a vacuum created by the piston during intake. The oil / fuel mixture provides lubrication for the cylinder walls, crankshaft and connecting rod bearings in the crankcase. The fuel is then compressed and ignited by a candle, which causes the fuel to burn. The piston is then pushed down and the exhaust gases are allowed to exit the cylinder when the piston exposes the discharge opening. The movement of the piston pressurizes the oil / fuel remaining in the sump and allows additional oil / fuel / fresh air to penetrate the cylinder, thereby pushing the remaining exhaust gases out of the discharge opening at the same time. The momentum pushes the piston back into the compression stroke when the process is repeated. Alternatively, in a four-stroke engine,

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2/39 lubrication of the crankshaft and connecting rod bearings is separated from the air / fuel mixture. Here, the sump is mainly filled with air and oil. It is the intake manifold, which receives and mixes fuel and air from different sources. The air / fuel mixture in the intake manifold is drawn into the combustion chamber, where it is ignited by the candles and burned. The combustion chamber is largely isolated from the crankcase by a set of piston rings that are arranged around an outside diameter of the pistons within the piston cylinder. This keeps the oil in the sump, instead of allowing it to burn, as part of the combustion stroke, as in a two-stroke engine. Unfortunately, piston rings are unable to completely seal the piston cylinder. Consequently, the oil in the crankcase intended to lubricate the cylinder is, instead, drawn into the combustion chamber and burned during the combustion process. In addition, the residual combustion gases, which comprise unburned fuel and exhaust gases in the cylinder, simultaneously pass through the piston rings and enter the crankcase. Residual gases, which enter the sump, are commonly called discharge or exhaust gases.

[0003] Discharge gases consist mainly of contaminants, such as hydrocarbons (unburned fuel), carbon dioxide or water vapor, which are harmful to the engine's crankcase. The amount of exhaust gases in the sump can be several times greater than the concentration of hydrocarbons in the intake manifold. Simply venting these gases into the atmosphere increases air pollution. However, the retention of exhaust gases in the sump allows contaminants to be condensed from the air and

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3/39 accumulate over time. Condensed contaminants form corrosive acids and sludge inside the sump, which dilute the lubricating oil. This decreases the oil's ability to lubricate the cylinder and crankshaft. Degraded oil, which fails to properly lubricate the crankcase components (for example, the crankshaft and connecting rods), can be a factor in poor engine performance. Inadequate lubrication of the sump contributes to unnecessary wear on the piston rings, which simultaneously reduces the quality of the seal between the combustion chamber and the sump. As the engine is used, the clearances between the piston rings and the cylinder walls increase, resulting in larger quantities of exhaust gases entering the crankcase. Excessive intake of exhaust gases in the crankcase can cause loss of power and even an engine failure. In addition, water condensed in the exhaust gases can cause rust on the engine parts. Therefore, crankcase ventilation systems have been developed to remedy the existence of crankcase exhaust gases. In general, crankcase ventilation systems expel exhaust gases out of a positive crankcase ventilation valve (PCV) and into the intake manifold to be re-burned.

[0004] PCV valves recirculate (ie ventilate) the exhaust gases from the crankcase back to the intake manifold, to be burned again with a new supply of air / fuel during combustion. This is particularly desirable, as the harmful exhaust gases are not simply vented to the atmosphere. A crankcase ventilation system should also be designed to restrict, or ideally eliminate, exhaust gases in the crankcase, to keep the crankcase as clean as possible. In the past, PCV valves were

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4/39 composed of simple one-way check valves. These PCV valves were based solely on the pressure differential between the crankcase and the intake manifold to function correctly. When a piston moves downwards during intake, the air pressure in the intake manifold becomes less than the surrounding ambient atmosphere. This result is commonly called an engine vacuum. The vacuum draws air into the intake manifold. Thus, the air is able to be extracted from the sump and into the intake manifold through a PCV valve, which provides a passage between them. The PCV valve basically opens a one-way path for the exhaust gases being discharged from the sump back to the intake manifold. In the event that the pressure difference changes (ie the pressure in the intake manifold becomes relatively higher than the pressure in the sump), the PCV valve closes and prevents gases from leaving the intake manifold and entering the sump. Thus, the PCV valve is a positive crankcase ventilation system, where gases are allowed to flow in only one direction - out of the crankcase and into the intake manifold. The one-way check valve is basically an all-or-nothing valve. In other words, the valve is completely open during periods when the pressure in the intake manifold is relatively less than the pressure in the crankcase. Alternatively, the valve is completely closed when the pressure in the sump is relatively less than the pressure in the intake manifold. PCV valves based on a one-way check valve are unable to detect changes in the amount of exhaust gases that exist in the crankcase at any given time. The amount of exhaust gases in the crankcase varies under different driving conditions and

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5/39 by make and model of engine.

[0005] PCV valve models have been improved over the one-way check valve, and can better regulate the amount of exhaust gases being discharged from the sump to the intake manifold. A PCV valve model uses a spring to position an internal restrictor, such as a cone or disc, in relation to an orifice, through which exhaust gases flow from the sump to the intake manifold. The internal restrictor is positioned close to the orifice at a distance proportional to the vacuum level of the motor, in relation to the spring tension. The purpose of the spring is to react to variations in the vacuum pressure between the sump and the intake manifold. This model aims to improve the all-or-nothing check valve. For example, at idle, the engine vacuum is high. The spring-driven restrictor is adjusted to vent a large amount of the exhaust gases, taking into account the large pressure differential, even if the engine is producing a relatively small amount of the exhaust gases. The spring positions the internal restrictor to substantially allow air flow from the crankcase to the intake manifold. During acceleration, the engine vacuum decreases due to an increase in the engine load. Consequently, the spring is able to push the internal restrictor back down to reduce the flow of air from the crankcase to the intake manifold, even if the engine is producing more exhaust gases. The vacuum pressure then increases as the acceleration decreases (that is, the engine load decreases), as the vehicle moves towards a constant cruising speed. Again, the spring pushes the inner restrictor back away from the hole, to a position that

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6/39 substantially allows air flow from the crankcase to the intake manifold. In this situation, it is desirable to increase the air flow from the crankcase to the intake manifold, based on the pressure differential, because the engine generates more exhaust gases at cruising speeds, due to higher engine speeds. Thus, this improved PCV valve, which only depends on engine vacuum and a spring-loaded restrictor, does not optimize the ventilation of the exhaust gases from the crankcase to the intake manifold, especially in situations where the vehicle is constantly changing speed ( for example, do not stop and walk on urban traffic or on roads).

[0006] One of the fundamental aspects of crankcase ventilation is that the engine vacuum varies depending on the engine load, instead of the engine speed, and the amount of exhaust gases varies, in part, depending on the engine speed instead of the engine load. For example, the engine vacuum is increased when the engine speeds remain relatively constant (for example, idling or driving at constant speed). Thus, the amount of vacuum of the engine present, when an engine is idling (say, 900 revolutions per minute (rpm)) is essentially the same as the amount of vacuum present when the engine is operating at a constant speed at a road (for example, between 2,500 and 2,800 rpm). The rate at which exhaust gases are produced is much higher at 2,500 rpm than at 900 rpm. However, a spring-based PCV valve is unable to detect the difference in exhaust gas production between 2,500 rpm and 900 rpm, because the spring-based PCV valve experiences a similar pressure differential between the intake manifold and the crankcase at these different engine speeds. The spring is

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7/39 only sensitive to changes in air pressure, which is a function of the engine load, instead of the engine speed. The engine load normally increases when accelerating or going up a slope, for example. As the vehicle accelerates, the production of the exhaust gases increases, but the engine vacuum decreases due to the increased engine load. Thus, the spring-loaded PCV valve can vent an insufficient amount of the crankcase exhaust gases during acceleration. This spring-based PCV valve system is unable to vent exhaust gases based on the production of exhaust gases, because the spring is only sensitive to the engine vacuum.

[0007] US Patent No. 5,228,424 by Collins, whose content is hereby incorporated by reference, is an example of a spring-based two-stage PCV valve that regulates the venting of exhaust gases from the crankcase to the intake manifold. Specifically, Collins reveals a PCV valve having two discs inside it to regulate the flow of air between the sump and the intake manifold. The first disc has a set of holes in it, and is placed between a sigh and the second disc. The second disc is sized to cover the openings in the first disc. When little or no vacuum is present, the second disc is held against the first disc, resulting in both discs being held against the breath. The practical result is that little air flow is allowed through the PCV valve. A high engine vacuum pushes the discs against a spring and away from the vent, thus allowing more exhaust gases to flow from the crankcase, through the PCV valve, and back into the intake manifold. The mere presence of vacuum from the engine causes at least the second disc to move away and therefore to ventilate

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8/39 the exhaust gases from the engine crankcase. The first disk, in particular, normally covers substantially the sigh, whenever the position of the accelerator indicates that the engine is operating at a low and constant speed (for example, at idle). After the vehicle has accelerated, the first disc can move away from the vent, thus ventilating more exhaust gases when the accelerator position indicates that the engine is accelerating or running at a constant, even higher speed. The positioning of the first disc is based primarily on the position of the accelerator, and the positioning of the second disc is based primarily on the vacuum pressure between the intake manifold and the crankcase. However, the production of exhaust gases is not just based on vacuum pressure, accelerator position, or a combination. Instead, the production of the exhaust gases is based on a plurality of different factors, including the engine load. Thus, Collin's PCV valve also inadequately ventilates the exhaust gases from the crankcase to the intake manifold when the engine load varies at similar positions of the accelerator.

[0008] Maintaining a PCV valve system is important and relatively simple. The lubricating oil must be changed periodically to remove the harmful contaminants trapped in it over time. Failure to change the lubricating oil at appropriate intervals (usually every 3,000 to 6,000 miles) can lead to a sludge-contaminated PCV valve system. A clogged PCV valve system will eventually damage the engine. The PCV valve system must remain unobstructed for the life of the engine, assuming that the lubricating oil is changed frequently

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Adequate 9/39.

[0009] As part of an effort to combat pollution in the Los Angeles basin, California began demanding emission control systems on all cars beginning in the 1960s. The Federal Government extended these emission control regulations to the level national in 1968. Congress passed the Clean Air Act in 1970 and created the Environmental Protection Agency (EPA). Since then, vehicle manufacturers have had to comply with a series of scalable emission control standards for the production and maintenance of vehicles. This involved implementing devices to control engine functions and diagnose engine problems. More specifically, car manufacturers have started to integrate electrically controlled components, such as ignition systems and electrical fuel supply. Sensors were also added to measure engine efficiency, system performance, and pollution. These sensors were able to be accessed to aid early diagnosis.

[00010] On-Board Diagnostics (OBD) refers to early vehicle self-diagnosis systems and information resources. OBD systems provide information on the current state of the vehicle's various subsystems. The amount of diagnostic information available through OBD has varied greatly since the introduction of on-board car computers in the early 1980s. OBD originally illuminated an anomaly indicator (MIL) for a detected problem, but did not provide information about the nature of the problem. Modern OBD implementations use a standard fast digital communication port to provide real-time data, in combination with the standardized diagnostic code series (CDT), for

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10/39 establish the rapid identification of faults and the corresponding solution from inside the vehicle.

[00011] The California Air Resources Board (CARB or simply ARB) developed rules to enforce the application of the first incarnation of OBD (now known as OBD-I). CARB's goal was to encourage automakers to design reliable emission control systems. The CARB predicted a reduction in vehicle emissions in California, denying registration of vehicles that did not meet CARB vehicle emission standards. Unfortunately, the OBD-I system was not successful at the time, as the infrastructure for testing and presenting specific emissions diagnostic information was not standardized or widely accepted. Technical difficulties in obtaining standardized and reliable data on the emissions of all vehicles have led to an inability to effectively implement an annual test program.

[00012] OBD became more sophisticated after the initial implementation of the OBD-I system. OBD-II was a new standard introduced in the mid-1990s, which implemented a new set of standards and practices developed by the Society of Automotive Engineers (SAE). These standards were finally approved by the EPA and CARB. OBD-II incorporates advanced features, which offer better engine monitoring technologies. The OBD-II also monitors chassis parts, bodywork devices and accessories, and includes an automobile diagnostic control network. OBD-II has been refined from OBD-I in terms of training and standardization. The OBD-II specifies the type of diagnostic connector, pin configuration, electrical signaling protocols, message transfer format, and provides a

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11/39 extensible list of DTCs. The OBD-II also monitors a specific list of vehicle parameters and encodes the performance data for each of those parameters. Thus, a single device can consult the on-board computer (s) in any vehicle. This simplification of the communication of diagnostic data has led to the viability of the complete emissions test program envisaged by CARB.

[00013] Thus, there is a significant need for an improved PCV valve system, which optimally regulates the flow of exhaust gases from the engine, from the crankcase to the intake manifold. Such a pollution control device must include an electrically controllable PCV valve, capable of regulating the air flow from the crankcase to the intake manifold, a controller electrically coupled to the PCV valve to regulate the PCV valve, and a set of sensors to measure the engine performance, such as engine speed and load. Such a pollution control device should decrease the rate of fuel consumption, decrease the rate of emission of harmful pollutants, and should increase the performance of the engine. The present invention satisfies these needs and offers additional related advantages.

SUMMARY OF THE INVENTION

[00014] The pollution control system disclosed here includes a controller coupled to a sensor to monitor an operational characteristic of a combustion engine. The sensor can include an engine temperature sensor, an ignition sensor, an accelerometer sensor, a PCV valve sensor, or a discharge sensor. In one mode, the controller monitors the combustion rate of the engine through the engine temperature sensor to measure the amount of

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12/39 discharge. The controller can include a wireless transmitter or a wireless receiver to send and / or receive data associated with information collected by the sensors. In this regard, the controller may include a pre-programmed software program, a flash-upgradeable software program, or a behavior and learning software program. In a preferred embodiment, the controller operating program is accessible wirelessly through the transmitter and / or receiver. Information, such as the personalized operating conditions developed by the behavior and learning program, can be retrieved from the controller and, later, used to operate the pollution control system more efficiently.

[00015] The pollution control system also includes a PCV valve having an inlet and outlet adapted to discharge exhaust gases out of a combustion engine. Preferably, the PCV valve is a two-stage check valve. A fluid regulator associated with the PCV valve and sensitive to the controller is used in the pollution control system to selectively modulate the vacuum pressure of the engine to increase or decrease the fluid flow rate of the exhaust gases being discharged from the exhaust engine. combustion. The controller adjusts the fluid regulator to vary the engine's vacuum level, based in part on measurements taken by one or more of the sensors mentioned above. In a preferred embodiment, the PCV valve inlet connects to a sump, and the PCV valve outlet connects to an intake manifold for an internal combustion engine. The controller decreases the vacuum pressure of the engine during periods of reduced exhaust gas production

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13/39 discharge to the internal combustion engine, thereby decreasing the rate of fluid flow through the PCV valve, and increasing the vacuum pressure of the engine during periods of increased production of exhaust gases in the internal combustion engine, thereby increasing the fluid flow through the PCV valve.

[00016] The controller can activate and / or deactivate the fluid regulator in any one of a plurality of different conditions. For example, the controller enables and / or disables the fluid regulator with an engine frequency (for example, a resonant frequency) or a set of engine frequencies. Alternatively, the controller can also be coupled to a motor speed sensor with a window switch. The fluid regulator is selectively positionable based on a predetermined engine RPM or multiple engine RPMs, defined by the window switch. In another alternative embodiment, the controller may include a delay timer, which adjusts the fluid regulator to prevent fluid flow for a predetermined duration after the combustion engine is activated. The predetermined duration of the fluid regulator prevents the fluid flow from being a function of engine time, temperature, or engine RPM.

[00017] In another alternative modality, the pollution control system can also include a supplementary fuel fluidly coupled to the PCV valve and the air flow regulator. A one-way check valve electronically coupled to the controller selectively modulates the release of supplementary fuel to the PCV valve and fluid regulator. Supplementary fuel can include compressed natural gas (CNG) or hydrogen gas. Preferably, hydrogen gas is made on demand by a hydrogen generator

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14/39 coupled and regulated by the controller. The controller increases the production of hydrogen gas with high vacuum pressure and the corresponding increase in the fluid flow rate, and decreases the production of hydrogen gas with reduced vacuum pressure and the corresponding drop in the fluid flow rate. The modulation of vacuum pressure and fluid flow can be based on measurements of the combustion engine's operating characteristics, which may include engine temperature, a number of engine cylinders, a real-time acceleration calculation, or engine RPM. motor.

[00018] Other features and advantages of the present invention will become apparent from the following more detailed description, when taken in conjunction with the accompanying drawings, which illustrate, by way of example, the principles of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS [00019] The accompanying drawings illustrate the invention. In such drawings:

figure 1 is a diagram illustrating a controller operationally coupled to several sensors and a PCV valve;

figure 2 is a diagram illustrating the general functionality of the PCV valve with a combustion engine;

figure 3 is a perspective view of a PCV valve for use with the pollution control system;

Figure 4 is an exploded perspective view of the PCV valve of FIG. 3;

figure 5 is a partially exploded perspective view of the PCV valve, illustrating the assembly of an airflow restrictor;

figure 6 is a perspective view partially

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15/39 exploded of the PCV valve, illustrating the partial depression of the airflow restrictor;

Figure 7 is a cross-sectional view of the PCV valve, showing no air flow;

figure 8 is a cross-sectional view of the PCV valve, showing the restricted air flow; and figure 9 is another cross-sectional view of the PCV valve, illustrating the total air flow.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[00020] As shown in the drawings for purposes of illustration, the present invention for a pollution control system is generally referred to by reference number 10. In FIG. 1, the pollution control system 10 is generally illustrated as having a controller 12, preferably mounted under a hood 14 of an automobile 16. Controller 12 is electrically coupled to any one of a plurality of sensors that measure and monitor the operating conditions and the real-time performance of the car 16. Controller 12 regulates the discharge gas flow by regulating the vacuum of the engine in a combustion engine, through the digital control of a PCV 18 valve and a control orifice flow 19. Controller 12 receives input in real time from sensors that may include an engine temperature sensor 20, an ignition sensor 22, a battery sensor 24, a flow control sensor 25, a sensor with a PCV valve 26, an engine RPM sensor 28, an accelerometer sensor 30, a discharge sensor 32, and a gas / steam injection sensor 33. The data obtained by controller 12, from sensors 20, 22, 24, 25, 26, 28, 30, 32, 33 , are used to regulate the PCV valve 18 and the flow control orifice 19, as

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16/39 described in more detail below.

[00021] FIG. 2 is a schematic illustrative operation of the PCV valve 18 and the flow control orifice 19 within the pollution control system 10. As shown in FIG. 2, the PCV valve 18 is arranged between a crankcase 34, an engine 36, and an intake manifold 38. In operation, the intake manifold 38 receives a mixture of fuel and air through a fuel line 40 and a fuel line. air 42, respectively. An air filter 44 can be arranged between the air line 42 and an air intake line 46 to filter fresh air that enters the pollution control system 10, before mixing with the fuel in the intake manifold 38. The mixture of air / fuel in the intake manifold 38 is delivered to a piston cylinder 48 when a piston 50 moves down into the cylinder 48 from the top dead center. This creates a vacuum within a combustion chamber 52. Thus, a meat tree 54 rotating at half the speed of crankshaft 34 is designed to open an inlet valve 56, thereby subjecting the intake manifold 38 to the engine vacuum. Thus, the air / fuel is drawn into the combustion chamber 52 from the intake manifold 38.

[00022] The air / fuel in the combustion chamber 52 is ignited by a spark plug 58. The rapid expansion of the fuel / ignited air in the combustion chamber 52 causes the depression of piston 50 inside the cylinder 48. After combustion, a discharge meat tree 60 opens a discharge valve 62 to allow the flue gases 52 to be flushed out of a discharge line 64. Normally, during the combustion cycle, excess exhaust gases slide through a pair of piston rings 66

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17/39 mounted on a head 68 of piston 50. These exhaust gases enter the crankcase 34 as high pressure and temperature gases. Over time, harmful exhaust gases, such as hydrocarbons, carbon monoxide, nitrous oxide and carbon dioxide, can condense from a gaseous state and coat the inside of the crankcase 34 and mix with the oil 70 that lubricates the mechanical parts inside the crankcase 34. But the pollution control system 10 is designed to discharge these exhaust gases from the crankcase 34 to the intake manifold 38, to be recycled as fuel for the engine 36. This is done using the pressure differential between crankcase 34 and intake manifold 38. In operation, the exhaust gases leave the crankcase 34 with relatively higher pressure, through a vent 72 and travel through a ventilation line 74, through the PCV valve 18 , from a return line 76, from the flow control port 19 and, finally, through an auxiliary return line 76 'into the intake manifold 38 coupled to it, with relatively lower pressure. Thus, the amount of exhaust gases being discharged from the crankcase 34 to the intake manifold 38, through the PCV valve 18 and the flow control orifice 19, is digitally regulated by the controller 12 shown in FIG. 1.

[00023] The PCV valve 18 in FIG. 3 is generally electrically coupled to controller 12 via a pair of electrical connections 78. Controller 12 at least partially regulates the amount of exhaust gases flowing through the PCV valve 18, through electrical connections 78. In FIG. 3, the PCV valve 18 includes a rubber housing 80, which comprises part of a rigid outer housing 82. Connecting wires 78 extend out of the outer housing 82 through a

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18/39 opening inside (not shown). Preferably, the outer housing 82 is one-piece and comprises an intake orifice 84 and a discharge orifice 86. In general, controller 12 operates with a restrictor inside the outer housing 82 to regulate the rate of exhaust gases entering the orifice. intake 84 and exit discharge port 86.

[00024] FIG. 4 illustrates the PCV valve 18 in an exploded perspective view. Rubber housing 80 covers an end cap 88 which is substantially sealed to outer housing 82, thus enclosing a solenoid mechanism 90 and an airflow restrictor 92. Solenoid mechanism 90 includes a plunger 94 disposed within a solenoid 96 The connecting wires 78 operate the solenoid 96 and extend through the end cap 88, through an opening 98 therein. Likewise, rubber housing 80 includes an opening (not shown), to allow connecting wires 78 to be electrically coupled to controller 12 (fig. 2).

[00025] In general, the engine vacuum present in the intake manifold 38 (FIG. 2) causes the exhaust gases to be extracted from the sump 34, through the intake port 84, out of the discharge port 86 in the valve PCV 18 (FIG. 4). The airflow restrictor 92 shown in FIG. 4 is a mechanism that regulates the quantity of exhaust gases, which are vented from the crankcase 34 to the intake manifold 38. The regulation of the air flow of the exhaust gases is particularly advantageous, since the pollution control system 10 is capable of to increase the rate of exhaust gases being discharged from crankcase 34, during periods of increased production of exhaust gases, and to reduce the rate of exhaust gases being vented from crankcase 34, during periods of

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19/39 lower production of exhaust gases, as described in more detail below. The controller 12 is associated with the plurality of sensors 20, 22, 24, 25, 26, 28, 30, 32, 33 to monitor the overall efficiency and functioning of the car 16, and operates the PCV valve 18 in real time to maximize recycling of the exhaust gases, according to the measurements captured by sensors 20, 22, 24, 25, 26, 28, 30, 32, 33.

[00026] The operational characteristics and the production of the discharge are unique for each engine and each car, in which individual engines are installed. The pollution control system 10 is capable of being installed at the factory or after production to maximize the efficiency of automobile fuel, reduce harmful exhaust emissions, recycle oil and other gases, and eliminate contaminants inside the sump. The purpose of the pollution control system 10 is to strategically discharge the exhaust gases from the crankcase 34 into the intake manifold 38 based on the production of the exhaust gases. Thus, controller 12 digitally regulates and controls the PCV valve 18 and flow control orifice 19 based on engine speed and other operating characteristics and real-time measurements taken by sensors 20, 22, 24, 25, 26 , 28, 30, 32, 33. Importantly, the pollution control system 10 is adaptable to any internal combustion engine. For example, the pollution control system 10 can be used with gasoline, methanol, diesel, ethanol, compressed natural gas (CNG), hydrogen, liquefied propane gas (LPG), alcohol-based engines, or virtually any other engine. base of steam and / or combustible gas. This includes two- and four-stroke internal combustion engines, and all configurations for light, medium and heavy duty. THE

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20/39 pollution control system 10 can also be integrated with stationary engines used to produce energy, or for industrial purposes.

[00027] In particular, exhaust gas exhaust, based on the engine speed and other operating characteristics of a car, reduces the amount of hydrocarbon, carbon monoxide, nitrogen oxide and carbon dioxide emissions. The pollution control system 10 recycles these gases by burning them in the combustion cycle. There is no longer a large amount of contaminants expelled by the vehicle through the discharge. Thus, the pollution control system 10 is able to reduce air pollution by forty to fifty percent for each automobile, increasing fuel mileage per gallon from twenty to thirty percent, increasing power performance from twenty to thirty percent, reducing car engine wear from thirty to fifty percent (due to low carbon retention inside) and reducing the number of oil changes from approximately every 5,000 miles to approximately every 50,000 miles. Considering that the United States consumes approximately 870 million gallons of oil per day, a fifteen percent reduction through recycling exhaust gases with the pollution control system 10 translates into savings of around 130 million gallons of oil per day, only in the United States. Worldwide, about 3.3 billion gallons of oil are consumed per day, which would result in about 500 billion gallons of oil saved every day.

[00028] In one embodiment, the quantity of exhaust gases entering the intake port 84 of the PCV 18 valve is

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21/39 regulated by the airflow restrictor 92, as generally shown in FIG. 4. The airflow restrictor 92 includes a rod 100 having a rear part 102, an intermediate part 104 and a front part 106. The front part 106 has a slightly smaller diameter than the rear part 102 and the intermediate part 104. A front spring 108 is arranged concentrically on the intermediate part 104 and the front part 106, including on a front surface 110 of the stem 100. The front spring 108 is preferably a spiral spring whose diameter is reduced from the opening orifice. intake 84 towards the front surface 110. A toothed collar 112 separates the rear part 102 from the intermediate part 104 and provides a point, where a rear retaining ring 114 can attach to the stem 100. The diameter of the front spring 108 must be approximately or slightly smaller than the diameter of the rear retaining ring 114. The rear retaining ring 114 secures the front spring 108 on one side and a rear spring 116 on the other side. Like the front spring 108, the rear spring 116 is tapered from a larger diameter near solenoid 96 to a diameter approximately or slightly smaller than the diameter of the rear retaining ring 114. The rear spring 116 is, preferably a spiral spring, and is squeezed between a front surface 118 of solenoid 96 and the rear retaining ring 114. The front portion 106 also includes a toothed collar 120, providing a fixing point for a front retaining ring 122. The diameter of the front retainer ring 122 is smaller than the tapered front spring 108. The front retainer ring 122 securely holds a front disc 124 on the front part 106 of the stem 100. Thus, the front disc 124 is fixedly secured between the

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22/39 front retaining ring 122 and front surface 110. The front disc 124 has an internal diameter configured to slide the front part 106 of the rod 100 slidingly. The front spring 108 is dimensioned to fix a rear disc 126, as described below .

[00029] Discs 124, 126 regulate the amount of exhaust gases entering inlet orifice 84 and exiting discharge orifice 86. FIGS. 5 and 6 illustrate the airflow restrictor 92 mounted with the solenoid mechanism 90 and external to the rubber housing 80 and the external housing 82. Thus, the plunger 94 fits inside a rear part of the solenoid 96, as shown here . Connector wires 78 are coupled to solenoid 96 and control the position of plunger 94 inside solenoid 96, by regulating the current supplied to solenoid 96. The increase or decrease in electric current through solenoid 96 increases or decreases, correspondingly, the magnetic field produced inside. The magnetized plunger 94 reacts to the change in the magnetic field by sliding into or out of solenoid 96. Increasing the electrical current emitted to solenoid 96 through the connecting wires 78 increases the magnetic field in solenoid 96, and causes the plunger magnetized 94 is further depressed inside solenoid 96. On the other hand, the reduction of the electric current supplied to solenoid 96 through connector wires 78 reduces the magnetic field inside it, and causes the magnetized plunger 94 to slide out of the interior of solenoid 96. As will be shown here in more detail, the placement of plunger 94 within solenoid 96 determines, at least partially, the amount of exhaust gases that can enter intake port 84 at any given time.

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23/39

This is achieved by the interaction of the plunger 94 with the rod 100 and the corresponding front disc 124, attached to it.

[00030] FIG. 5 specifically illustrates the airflow restrictor 92 in a closed position. The rear portion 102 of the stem 100 has an outer diameter of approximately the same size as the inside diameter of an extension 128 of solenoid 96. Thus, stem 100 can slide into extension 128 and solenoid 96. The position of stem 100 in the outer housing 82 it depends on the position of the plunger 94, due to the engagement of the rear part 106 with the plunger 94, as shown more specifically in FIGS. 7-9. As shown in FIG. 5, the rear spring 116 is compressed between the front surface 118 of the extension 128 and the rear retaining ring 114. Likewise, the front spring 108 is compressed between the rear retaining spring 114 and the rear disc 126. As best shown in figs. 7-9, front disc 124 includes an extension 130 with a smaller diameter than that of a foot 132. Foot 132 of rear disc 126 is approximately the diameter of tapered front spring 108. Thus, front spring 108 fits over an extension 130 of the rear disc 126, to enclose the flat surface of its diametrically larger foot 132. The inner diameter of the rear disc 126 is approximately the size of the outer diameter of the intermediate part 104 of the stem 100. This allows the rear disc 126 slide inside. The front disc 124 has an internal diameter of approximately the outer diameter of the front part 106 of the stem 100, which is smaller in diameter than the intermediate part 104 or the rear part 102. In this sense, the front disc 124 is locked in its place at the front part 106 of the stem 100, between the front surface 110

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24/39 and the front retaining ring 122. Thus, the position of the front disc 124 is dependent on the position of the rod 100, coupled to the plunger 94. The plunger 94 slides in and out of solenoid 96, depending on the amount of current provided by connector wires 78, as described above.

[00031] FIG. 6 illustrates the PCV valve 18, where high vacuum created between the crankcase 34 and the intake manifold 38 causes the rear disc 126 to be retracted away from the intake port 84, thus allowing air to flow through it. In this situation, the vacuum pressure of the motor exerted on the disc 126 must overcome the counter force exerted by the front spring 108. Here, small amounts of the exhaust gases can pass through the PCV valve 18, through a pair of openings 134 in the disc front 124.

[00032] FIGS. 7-9 more specifically illustrate the functionality of the PCV valve 18, in accordance with the pollution control system 10. FIG. 7 illustrates the PCV 18 valve in a closed position. Here, no amount of exhaust gas can enter the inlet port 84. As shown, the front disc 124 is flush with a flange 136 defined in the inlet port 84. The diameter of the foot 132 of the rear disc 126 extends and covers the openings 134 in the front disc 124 to prevent air flow through the intake port 84. In this position, the plunger 94 is disposed inside the solenoid 96, thus pressing the stem 100 towards the intake port 84. The rear spring 116 is thus compressed between the front surface 118 of the solenoid 96 and the rear retaining ring 114. Likewise, the front spring 108 is compressed between the rear retaining ring 114 and the foot 132 of the rear disc 126.

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25/39

[00033] FIG. 8 is a modality, illustrating a condition in which the vacuum pressure exerted by the intake manifold in relation to the crankcase is greater than the pressure exerted by the front spring 108, to position the rear disc 126 close to the front disc 124. In this case, the rear disc 126 is able to slide along the outside diameter of the stem 100, thus opening the openings 134 in the front disc 124. Limited quantities of exhaust gases are allowed to enter the PCV valve 18 through the inlet orifice 84, as noted by directional arrows on it. It is clear that the exhaust gases exit the PCV valve 18 through the discharge port 86. In the position shown in FIG. 8, the air flow of the exhaust gases is still restricted, since the front disc 124 remains seated against the flanges 136. Thus, only a limited air flow is possible through the openings 134. Increasing the engine vacuum, consequently , increases the air pressure exerted against the rear disc 126. Thus, the front spring 108 is further compressed, so that the rear disc 126 continues to move away from the front disc 124, thus creating a path of greater air flow for allow additional exhaust gases to escape. In addition, plunger 94 in solenoid 96 can position stem 100 within valve PCV 18 to exert more or less pressure on springs 108, 116 to restrict or allow air flow through intake port 84, as determined by the controller 12.

[00034] FIG. 9 illustrates another condition, in which additional air flow is allowed to flow through the inlet orifice 84 by retracting the plunger 94 out of the solenoid 96, by changing the electrical current through the connecting wires 78.

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26/39

Reducing the electric current flowing through solenoid 96 reduces the corresponding magnetic field generated therein and allows the magnetic plunger 94 to retract. Thus, the stem 100 retracts away from the intake port 84 with the plunger 94. This allows the front disc 124 to be separated from the flanges 136, thus allowing additional air flow into the intake port 84 around the diameter front disc 124. Naturally, the increased air flow through the intake port 84 and out through the discharge port 86 allows greater ventilation of the exhaust gases from the crankcase to the intake manifold. In one embodiment, the plunger 94 allows the rod 100 to retract all the way out of the outer housing 82, such that the front disc 124 and rear disc 126 no longer restrict the flow of air through the intake orifice 84 and through the discharge port 86. This is particularly desirable at high engine speeds and high engine loads, where the increased amount of exhaust gases is produced by the engine. Of course, springs 108, 116 can be selected differently, according to the particular car, with which the PCV 18 valve must be incorporated into a pollution control system 10.

[00035] In another aspect of the pollution control system 10, the flow control orifice 19, as shown in FIG. 2, is arranged between the PCV valve 18 and the intake manifold 38. The flow control orifice 19 regulates the amount of air flow through the return line 7 6 during engine operation and can be used with any of the modalities described here. Specifically, a set screw 138 resides in a line 140 block disposed between the PCV valve 18 and the

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27/39 intake manifold 38. The adjustment screw 138 and the line block 140 are intended to regulate the vacuum pressure between the crankcase 34 and the intake manifold 38. The increase and / or decrease of the vacuum pressure with the flow control orifice 19 affects the rate of the exhaust gases being discharged from the crankcase 34 to the intake manifold 38. For example, the exhaust gases exiting the PCV valve 18 through the discharge orifice 86 enter the return line 76. A return line 76 has its pressure sealed to the block of line 140. As shown by the directional arrow in FIG. 2, adjustment screw 138 can be tightened or unscrewed from line block 140. Adjustment screw 138 is used in this way to regulate air flow through line block 140. The purpose of adjustment screw 138 is to function as an airflow restrictor between the return line 76 and the auxiliary return line 76 '. The insertion of the adjustment screw 138 in the line 140 block restricts the air flow between the return line 76 and the auxiliary return line 76 '. Thus, the adjusting screw 138 builds up back pressure in the return line 76 which neutralizes the motor vacuum. Thus, the amount of exhaust gases, being discharged from the sump 34 into the ventilation line 74 and the PCV valve 18, decreases. When the pollution control system 10 strives to increase the amount of exhaust gases being discharged from the crankcase 34 into the intake manifold 38, the controller 12 retracts the adjusting screw 138 out of the line block 140 to decrease the back pressure on the engine vacuum. This allows more exhaust gases to pass from the return line 76 to the auxiliary return line 76 '. Adjustment screw 138 is electrically controllable digitally by controller 12 and the

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28/39 positioning of adjusting screw 138 can be dependent on the measurements taken by controller 12 through any of sensors 20, 22, 24, 25, 26, 28, 30, 32, 33, or any other information received or calculated by controller 12.

[00036] Adjustment screw 138 includes a plurality of threads 142 which are attached to a similar set of threads (not shown) in line block 140. An electronics coupled to adjustment screw 38 can tighten or loosen the adjustment screw 38 within the block of line 40, according to the instructions provided by the controller 12. A person of ordinary skill in the art will readily recognize that there may be many mechanical and / or electrical mechanisms, known in the art, capable of regulating the air flow between the return line 76 and the auxiliary return line 76 ', in the same way as the adjustment screw 138 coupled to the line block 140. In general, any mechanism capable of regulating the air flow between the intake manifold 38 and the crankcase 34 comparable to the flow control hole 19 is capable of replacing the adjustment screw 138 and the line block 40.

[00037] As described above with reference to FIGS. 1-2, controller 12 regulates the air flow between the return line 76 and the auxiliary return line 76 'with the adjustment screw 138 and regulates the air flow through the PCV valve 18 with the plunger 94. These features work together to regulate the vacuum pressure within the pollution control system 10 and, consequently, regulate the rate of air flow between the crankcase 34 and the intake manifold 38. The controller 12 can include one or more electronic circuits , such as switches, timers, interval timers, relay timers, or other

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Vehicle known in the art. The controller 12 operates the PCV valve 18 and / or the flow control orifice 19 in response to the operation of one or more of these control modules. For example, controller 12 may include an RWS window switch module provided by Baker Electronix of Beckley, West Virginia. The RWS module is an electrical switch, which is activated above a pre-selected engine RPM, and is disabled above a higher pre-selected engine RPM. The RWS module is considered as a window switch, as the output is activated during an RPM window. The RWS module can work, for example, in conjunction with the engine speed sensor 28 to modulate the air flow of the exhaust gases being discharged from the crankcase 34.

[00038] Preferably, the RWS module operates with a standard coil signal used by most tachometers when defining the position of the adjusting screw 138 in the flow control hole 19, or defining the position of the plunger 94 within the solenoid 96. An automobile tachometer is a device that measures engine RPMs in real time. In one embodiment, the RWS module can activate the flow control orifice 19 to position the adjusting screw 138, to block the air flow from the return line 76 to the auxiliary return line 76 '. Here, the PCV valve 18 does not discharge any amount of exhaust gases from the crankcase 34 to the intake manifold 38. In another embodiment, the RWS module can activate the plunger 94 inside the solenoid 96 at low engine speeds when the production of the exhaust gases is minimal. Here, plunger 94 pushes rod 100 towards intake port 84, such that front disc 124 is seated against flanges 136, as generally shown in FIG. 7. In this sense, the PCV 18 valve

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30/39 ventilates small amounts of the exhaust gases from the crankcase to the intake manifold through the openings 134 in the front disc 124, although the engine vacuum is high. The high vacuum of the engine forces the exhaust gases through the openings 134, thus forcing the rear disc 126 away from the front disc 124, compressing the front spring 108. In slow motion, the RWS module activates solenoid 96 to prevent the disc front 124 is separated from flanges 136, thus avoiding large amounts of air flow between the engine housing and the intake manifold. This is particularly desirable at low engine speeds, as the amount of exhaust gases produced inside the engine is relatively low, although the engine vacuum is relatively high. Obviously, the controller 12 can regulate the PCV valve 18 and the flow control orifice 19 simultaneously to achieve the desired vacuum pressure in the pollution control system 10, to adjust the rate of air flow of the exhaust gases being discharged from the sump 34.

[00039] The production of exhaust gases increases during acceleration, during greater engine load and at higher engine speeds. Thus, the RWS module can activate flow control orifice 19 to partially or completely remove adjusting screw 138 out of line block 140. This effectively increases the crankcase air flow rate from 34 to the intake manifold 38, due to the higher engine vacuum in it. In addition, the RWS module can disable or reduce the electric current being emitted to solenoid 96, such that the plunger 94 retracts out of solenoid 96, thus separating front disc 124 from flanges 136 (Fig. 9) and allowing a greater amount of the exhaust gas is discharged from the

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31/39 crankcase 34 to the intake manifold 38. These functionalities can occur in a selected RPM, or within a certain range of selected RPMs, pre-programmed in the RWS module. The RWS module can reactivate, when the car takes on another pre-selected RPM, as well as a higher RPM, thus reinserting the adjustment screw 138 in the line block 140 or reinserting the plunger 94 in the solenoid 96.

[00040] In an alternative embodiment, a variation of the RWS module can be used to selectively scale adjustment screw 138 outward or inwardly in line 140 block, depending on the desired airflow rate from crankcase 34 to the manifold inlet 38. In this embodiment, adjustment screw 138 can be arranged twenty-five percent, fifty percent or seventy-five percent within the block of line 140 to selectively partially obstruct the air flow between the return line 76 and the auxiliary return line 76 '. Alternatively, the RWS module can be used to selectively scale plunger 94 out of solenoid 96. For example, the current sent to solenoid 96 may initially cause plunger 94 to abut front disc 124 with flange 136 of hole intake pressure 84 to 900 rpm. At 1700 rpm, the RWS module can activate a first stage, in which the current supplied to solenoid 96 is reduced by half. In this case, the plunger 94 retracts halfway out of the solenoid 96, thereby partially opening the intake port 84 to the flow of exhaust gases. When the engine RPMs reach 2,500, for example, the RWS module can eliminate the current being sent to solenoid 96, such that the plunger 94 retracts completely out of solenoid 96, to fully open the intake port 84. In this position,

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32/39 it is particularly preferred that the front disc 124 and rear disc 126 no longer restrict the flow of air between the intake port 84 and the discharge port 86. The stages can be regulated by engine RPM or other parameters and calculations made by controller 12 and based on readings from sensors 20, 22, 24, 25, 26, 28, 30, 32, 33.

[00041] Controller 12 can be pre-programmed, programmed after installation, or otherwise updated to meet certain automobile or on-board diagnostic (OBD) specifications. In one embodiment, controller 12 is equipped with self-learning software, in such a way that the switch (in the case of the RWS module) adapts to the ideal positioning of adjustment screw 138 within the block of line 140, and also adapts the best time to activate or deactivate solenoid 96, or to scale the location of plunger 94 on solenoid 96, to optimize the increase in fuel efficiency and reduce air pollution. In a particularly preferred embodiment, controller 12 optimizes exhaust gas ventilation with real-time measurements captured by sensors 20, 22, 24, 25, 26, 28, 30, 32, 33. For example, controller 12 can determine that the automobile 16 is expelling high amounts of harmful discharge through the return, from the discharge sensor 32. In this case, the controller 12 can remove the adjustment screw 138 of the line block 140 or activate the removal of the piston 94 from inside of solenoid 96 to discharge additional exhaust gases from inside the sump, to reduce the amount of pollutants expelled by the discharge of the automobile 16, as measured by the discharge sensor 32.

[00042] In another mode, controller 12 is equipped with

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33/39 an LED that flashes to indicate power and that controller 12 is waiting to receive speed impulses from the motor. The LED can also be used to assess whether controller 12 is functioning correctly. The LED flashes, until the car reaches a specified RPM, at which point the controller 12 changes the positioning of the adjustment screw 138 or the current delivered to solenoid 96 through the connecting wires 78. In a particularly preferred mode, the controller 12 maintains the position of the adjustment screw 138 or the amount of current supplied to the solenoid 96, until the engine RPM drops ten percent below the activation point. This mechanism is called hysteresis. Hysteresis is implemented in the pollution control system 10 to eliminate on / off pulses, also known as vibration, when the engine RPMs jump above or below the set point for a relatively short period of time. Hysteresis can be implemented in the step system on electronic bases, described above.

[00043] Controller 12 can also be equipped with a delay timer, such as the KH1 Analog Series On Delay timer manufactured by Instrumentation & Control Systems, Inc. of Addison, Illinois. A delay timer is especially preferred for use during the initial start. At low engine speeds, few exhaust gases are produced. Thus, a delay timer can be integrated with controller 12 to delay the activation of adjustment screw 138 or solenoid 96 and corresponding plunger 94. Preferably, the delay timer ensures that the air flow between the return line 76 and the auxiliary return line 76 'remains completely blocked when starting, by setting the adjustment screw 138 along its entire length inside the line 140 of

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34/39 flow control hole 19. In addition, this delay timer, after opening flow control hole 19, can ensure that plunger 94 remains fully inserted into solenoid 96, such that the front disc 124 stay flush with flanges 136, thus limiting the amount of air flow from the exhaust gases entering the intake port 84. The delay timer can be configured to activate the separation of any of the discs 124, 126, from the admission 84, after a predetermined duration (for example, one minute). Alternatively, the delay timer can be adjusted by controller 12 as a function of the engine temperature, measured by the engine temperature sensor 20, engine RPMs, measured by the engine speed sensor 28, or by the accelerometer sensor 30, or at from measurements received by the ignition sensor 22, battery sensor 24, or discharge sensor 32. The delay may include a variable range, according to any of the above readings. The variable timer can also be integrated with the RWS switch.

[00044] In another alternative mode, controller 12 can automatically detect the number and type of engine cylinders through ignition sensor 22. In this mode, ignition sensor 22 measures the delay between the spark plugs in the engine. A four-cylinder engine has a different sequence of spark ignitions than a six-cylinder, eight-cylinder, or twelve-cylinder engine, for example. Controller 12 can use this information to automatically adjust PCV valve 18 or flow control orifice 19. Having the ability to sense the number of valves in a car engine allows controller 12 to be installed automatically in car 16 with minimal

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35/39 user intervention. In this regard, controller 12 does not need to be programmed. Instead, the controller 12 automatically detects the number of valves, through the ignition sensor 22 and operates the PCV valve 18 or the flow control orifice 19, according to a program stored in the internal circuit of the controller 12 designed for the engine detected.

[00045] The controller 12 is preferably mounted inside the hood 14 of the car 16, as shown in FIG. 1. Controller 12 can be packaged with an installation kit, to allow a user to connect controller 12, as shown. Electrically, controller 12 is powered by any suitable twelve-volt circuit breaker. A kit with controller 12 can include an adapter, where a twelve-volt circuit breaker can be removed from the circuit board and replaced with an adapter (not shown), with multiple connections, one for the original circuit and at least a second for connection of controller 12. Controller 12 includes a set of electrical wires (not shown) that are unidirectionally connected to connector wires 78 of PCV valve 18, so that a user installing pollution control system 10 cannot cross the wires between controller 12 and PCV valve 18. Controller 12 can also be accessed wirelessly via a remote control or handheld to access or download calculations and measurements in real time, stored data or other information read, stored or calculated by controller 12.

[00046] In another aspect of the pollution control system 10, the controller 12 regulates the PCV valve 18 or the flow control orifice 19 based on the operating frequency of the engine. For example, controller 12 can enable or disable the

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36/39 piston 94, when the engine goes through a resonant frequency. Alternatively, controller 12 can selectively position adjustment screw 138 on line block 140 based on the detected motor frequencies. In a preferred embodiment, controller 12 blocks all airflow from crankcase 34 to intake manifold 38, even when the engine passes through the resonant frequency. This can be achieved by positioning the adjustment screw 138 along its entire length within the block of line 140, thereby blocking the air flow from return line 76 to auxiliary return line 76 '. The controller 12 can also be programmed to regulate the PCV valve 18 or the flow control orifice 19 based on the detected frequencies of the engine under various operating conditions, as described above.

[00047] In addition, pollution control system 10 is usable with a wide variety of engines, including unleaded and diesel fueled car engines. The pollution control system 10 can also be used with larger stationary engines, or used on vessels or other heavy machinery. The pollution control system 10 can include one or more controllers 12, one or more PCV valves 18 and / or one or more flow control orifices 19 in combination with a plurality of sensors, which measure the performance of the engine or vehicle . The use of the pollution control system 10 in association with an automobile, as described in detail above, is merely a preferred embodiment. Naturally, the pollution control system 10 has application in a wide variety of disciplines that use combustible materials with the production of exhaust gas that could be recycled and reused.

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[00048] In another aspect of the pollution control system 10, the controller 12 can modulate the control of the PCV valve 18 and the flow control orifice 19. The main functionality of the flow control orifice 19 is to control the amount of vacuum of the engine between the crankcase 34 and the intake manifold 38. The positioning of the adjustment screw 138 within the line block 140 largely determines the air flow of the exhaust gases traveling from the crankcase 34 to the intake manifold 38. In some systems, the flow control hole 19 may be just an opening, through which the selected air flow is configured, so that the system does not fall below a certain power, according to the original equipment manufacturer (OEM) . In the event that controller 12 fails, pollution control system 10 returns to OEM configurations, where PCV valve 18 functions as a two-stage check valve. A particularly preferred aspect of the pollution control system 10 is compatibility with current and future OBD standards, through the inclusion of an upgradeable controller with flash 12. In addition, the operation of the pollution control system 10 does not affect operating conditions current OBD and OBDII systems. Controller 12 can be accessed and consulted, according to standard OBD protocols, and flash updates can modify the BIOS, so that controller 12 remains compatible with future OBD standards. Preferably, the controller 12 operates the PCV valve 18 in conjunction with the flow control orifice 19 to regulate the engine vacuum between the crankcase 34 and the intake manifold 38, thus regulating the air flow between them, to optimize ventilation of the exhaust gases within the system 10.

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[00049] In another aspect of the pollution control system 10, a source of gas / fuel vapor 144 (FIG. 2) can be coupled to the ventilation line 74 by a check valve 146. Controller 12 regulates the source of steam 144 and check valve 146. Steam source 144 preferably includes a hydrogen source, which is selectively injected into the vent line 74 to return to the intake manifold 38, to provide additional fuel for combustion within the engine 36. Thus, controller 12 selectively operates the check valve 146 to subject the steam source 144 to the engine vacuum. The engine vacuum extracts fuel from the steam source 144 when the controller 12 opens the check valve 146. The controller 12 can modulate the opening and / or closing of the check valve 146, depending on the operation of the pollution control system 10 and the feedback received by any of the plurality of sensors 20, 22, 24, 25, 26, 28, 30, 32, 33. The steam source 144 may include, for example, a source of compressed natural gas (CNG) or may include a hydrogen generator that generates hydrogen dynamically in proportion to the desired quantity to be supplied to the vent line 74, for optimal assistance in combustion of the exhaust gases and the mixed fuel within the intake manifold 38. For example, the generator of hydrogen depends on electrical energy to produce hydrogen. At idle, the hydrogen demand can be low due to the low engine rpm, and thus controller 12 adjusts steam source 144 to produce small amounts of hydrogen at a low voltage. At higher engine speeds, it is advisable to increase the amount of hydrogen that feeds the vent line 74. Controller 12 can then increase the

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39/39 hydrogen production at steam source 144, for example, by increasing the voltage supplied to it. The amount of fuel supplied through a check valve 146, through the steam source 144, optimizes the recycling and combustion of the exhaust gases inside the engine 36 better.

[00050] In another aspect of the pollution control system 10, the controller 12 can modulate the activation and / or deactivation of the operational components, as described in detail above, with respect to the PCV valve 18, the flow control orifice 19, or the steam source of 144. This modulation is carried out, for example, through the aforementioned RWS switch, delay timer, or another digital electronic circuit that activates, deactivates or positions, in an intermediate and selective way, the components of control above. For example, controller 12 can selectively activate the PCV 18 valve for a period of 1 to 2 minutes and then selectively disable the PCV 18 valve for ten minutes. These activation / deactivation sequences can be adjusted, according to predetermined sequences or learned based on driving style, for example. Pre-programmed time sequences can be changed through updates via controller memory 12.

[00051] Although many modalities have been described in detail for purposes of illustration, several modifications can be made to each of them, without departing from its scope and spirit of the invention. Thus, the invention should not be limited, except for the appended claims.

Claims (16)

- CLAIMS - 1. POLLUTION CONTROL SYSTEM, comprising: Controller (12) coupled to a sensor for monitoring an operational characteristic of a combustion engine; PCV valve (18) having an inlet and an outlet adapted to discharge exhaust gases out of the combustion engine; and fluid regulator associated with the PCV valve (18) and sensitive to the controller (12), to selectively modulate the pressure of the vacuum motor, to increase or decrease the flow rate of the exhaust gases being discharged from the combustion engine. , characterized in that the PVC valve (18) comprises a two-stage check valve; in which the fluid regulator comprises a flow control orifice (19), in which the pollution control system (10), in the event that the controller (12) fails, returns to the OEM configurations. 2. SYSTEM, according to claim 1, characterized by the fact that the controller (12) reduces the vacuum pressure of the engine during periods of reduction of the exhaust gas production to decrease the fluid flow rate through the PCV valve (18 ), and increase the vacuum pressure of the engine during periods of higher exhaust gas production to increase the fluid flow rate through the PCV valve (18). 3. SYSTEM, according to claim 1, characterized by the fact that it includes a supplementary fuel fluidly coupled to the PCV valve (18) and the regulator of Petition 870200005922, of 1/13/2020, p. 45/48 2/3 fluid. 4. SYSTEM, according to claim 3, characterized by the fact that it includes a unidirectional check valve electronically coupled to the controller (12) to selectively modulate the supplementary fuel release for the PCV valve (18) and the fluid regulator. 5. SYSTEM, according to claim 4, characterized by the fact that the supplementary fuel is composed of a compressed natural gas (CNG) or a hydrogen gas. 6. SYSTEM, according to claim 5, characterized by the fact that it includes a hydrogen generator associated with the controller (12) and sensitive to it to produce hydrogen gas on demand. 7. SYSTEM, according to claim 1, characterized by the fact that the controller (12) includes a pre-programmed software program, a flash programmable software program, or a behavior and learning software program. 8. SYSTEM, according to claim 1, characterized by the fact that the controller (12) adjusts the fluid regulator to vary the vacuum pressure of the motor based, in part, on the sensor measurements. 9. SYSTEM, according to claim 1, characterized in that the controller (12) includes a window switch coupled to an engine RPM sensor (28), where the fluid regulator is selectively positionable based on a predetermined RPM of the motor or multiple engine RPMs defined by the window switch. 10. SYSTEM, according to claim 1, characterized by the fact that the controller (12) activates and / or Petition 870200005922, of 1/13/2020, p. 46/48 3/3 deactivate the fluid regulator with an engine frequency or a set of engine frequencies. 11. SYSTEM, according to claim 1, characterized in that the controller (12) includes a delay timer, which defines the fluid regulator to prevent the flow of fluid for a predetermined duration after the activation of the combustion engine. 12. SYSTEM, according to claim 11, characterized by the fact that the determined duration is a function of time, engine temperature, or engine RPM. 13. SYSTEM, according to claim 1, characterized in that the controller (12) includes a wireless transmitter or a wireless receiver. 14. SYSTEM, according to claim 1, characterized in that the sensor consists of an engine temperature sensor (20), an ignition sensor (22), an accelerometer sensor (30), a PCV valve sensor ( 26), or a discharge sensor (32). 15. SYSTEM, according to claim 14, characterized in that the operational characteristic comprises an engine temperature, a number of engine cylinders, a real-time calculation of the acceleration, or an engine RPM. 16. SYSTEM, according to claim 1, characterized by the fact that the input connects to a crankcase (34) and the output connects to an intake manifold (38) of an internal combustion engine.