KR20150092096A - Pcv valve and pollution control system - Google Patents

Abstract

The present invention relates to a pollution control system for a PCV valve and a combustion engine. The PCV valve has an inlet and an outlet configured to discharge the blow-by gas from the crankcase of the combustion engine. The inlet of the PCV valve is in fluid communication with the port on the engine oil cap on the engine oil inlet tube. The PCV valve may be integrally formed with the engine oil cap or connected to the engine oil cap by a hose. The outlet of the PCV valve guides the blow-by gas discharged to the fuel / air inlet to the combustion chamber of the engine. The combination of the PCV valve and the engine oil cap facilitates the installation of the system on the combustion engine.

Description

[0001] PCV VALVES AND POLLUTION CONTROL SYSTEM [0002]

The present invention generally relates to a system for controlling contamination. In particular, the present invention relates to a system for filtering engine fuel byproducts for regeneration through a PCV valve assembly to reduce emissions and improve engine performance.

The basic operation of a standard internal combustion engine may vary slightly based on the combustion process, the capacity of the cylinder and the required use / function. For example, in a conventional two-stroke engine, the oil is premixed with fuel and air before entering the crankcase. The oil / fuel / air mixture is drawn into the crankcase by the vacuum created by the piston during intake. The oil / fuel mixture provides lubrication for the connecting rod bearings, crankshaft and cylinder walls in the crankcase. In a standard gasoline engine, the fuel is then compressed in a combustion chamber and ignited by a spark plug, which ignites the fuel. In a diesel engine, there is no spark plug, so combustion in a diesel engine occurs only as a result of heat and compression in the combustion chamber. Thereafter, the piston is pressed downward and the exhaust gas is allowed to exit the cylinder when the piston exposes the exhaust port. Movement of the piston presses the residual oil / fuel in the crankcase to allow additional new oil / fuel / air to be fed into the cylinder while at the same time pushing residual exhaust out of the exhaust port. As the process repeats itself, the momentum drives the piston back to the compression stroke.

Alternatively, in a four stroke engine, the oil lubrication of the crankshaft and the connecting rod bearings is separated from the fuel / air mixture. Here, the crankcase is mainly filled with air and oil. It is an intake manifold that receives and mixes fuel and air from separate sources. The fuel / air mixture in the intake manifold is drawn into a combustion chamber in which the fuel / air mixture is ignited and burned (in the case of a standard gasoline engine) by an ignition plug. In a diesel engine, the fuel / air mixture is ignited by heat and pressure within the combustion chamber. The combustion chamber is generally sealed from the crankcase by a set of piston rings disposed about the outer diameter of the piston in the piston cylinder. As a result, the oil is held in the crankcase, rather than causing the oil to burn as part of the combustion stroke, as in a two-stroke engine. Unfortunately, the piston ring can not completely seal the piston cylinder. As a result, the crankcase oil intended to lubricate the cylinder is instead pulled and burned into the combustion chamber during the combustion process. Further, the combustion waste gas and the exhaust gas containing the unburned fuel in the cylinder simultaneously pass through the piston ring and enter the crankcase. The waste gas entering the crankcase is commonly referred to as "blow-by" or "blow-by gas".

Blow-by gas consists mainly of contaminants such as hydrocarbons (unburned fuel), carbon dioxide or water vapor, all of which are harmful to the engine crankcase. The amount of blow-by gas in the crankcase may be a multiple of the concentration of hydrocarbons in the intake manifold. Simply discharging these gases into the atmosphere increases air pollution. However, capturing the blow-by gas in the crankcase can condense contaminants from the air and accumulate over time in the crankcase. Condensed contaminants form caustic acid and sludge inside the crankcase, which dilutes the lubricating oil. This reduces the performance of the oil lubricating the cylinder and the crankshaft. Degraded oil that fails to adequately lubricate the crankcase components (crankshaft and connecting rod) can be a factor in poor engine performance. Inadequate crankcase lubrication contributes to wear of the unnecessary piston rings, which simultaneously reduces the quality of the seal between the combustion chamber and the crankcase. As the engine ages, the gap between the piston ring and the cylinder wall increases and the amount of blow-by gas entering the crankcase increases. If too much blow-by gas enters the crankcase, it can cause loss of power and even damage the engine. In addition, condensed water in the blow-by gas can cause corrosion of engine components.

This problem is particularly problematic in diesel engines. Diesel engines are more oily than gasoline and burn heavy diesel fuel. When diesel fuel burns, diesel fuel generates carcinogens, particulate matter (soot) and NOx (nitrogen contaminants). This is why most diesel engines are associated with images of large rig trucks that emit black smoke from exhaust pipes. Similarly, the blow-by gas produced in the crankcase of a diesel engine is more oily and heavier than gasoline blow-by gas. Thus, a crankcase exhaust system for diesel engines has been developed to eliminate the presence of blow-by gas in the crankcase. Generally, the crankcase venting system discharges the blow-by gas from the positive crankcase ventilation (PCV) valve into the intake manifold to re-burn. In diesel engines, diesel blow-by gas is heavier and more oil than gasoline engines. Therefore, the diesel blow-by gas must be filtered before being regenerated through the intake manifold.

The PCV valve recycles (i.e., exhausts) the blow-by gas from the crankcase into the intake manifold so that the blow-by gas is again combusted with fresh air / fuel feed during combustion. This is particularly desirable since harmful blow-by gas is not simply discharged into the atmosphere. The crankcase exhaust system should also be designed to limit or, ideally, eliminate blow-by gas in the crankcase to keep the crankcase as clean as possible. The initial PCV valve was simply configured as a one-way check valve. This PCV valve relies solely on the pressure difference between the crankcase and the intake manifold to function properly. When the piston moves downward during the intake stroke, the air pressure in the intake manifold becomes lower than the ambient atmospheric pressure. This result is commonly referred to as "engine vacuum ". The engine vacuum draws air towards the intake manifold. Thus, air can be drawn to the intake manifold through the PCV valve, which provides a conduit from the crankcase and between the crankcase and the intake manifold. The PCV valve basically opens a one-way path for blow-by gas to vent from the crankcase back into the intake manifold. When the pressure difference changes (i.e., the pressure in the intake manifold is relatively higher than the pressure in the crankcase), the PCV valve closes and prevents gas from exiting the intake manifold and entering the crankcase. Thus, the PCV valve is a " positive "crankcase venting system, wherein the gas is allowed to flow only in one direction, i.e., into the intake manifold in the crankcase. One-way check valves are essentially all-or-nothing valves. That is, the valve is fully opened in a period in which the pressure in the intake manifold is relatively smaller than the pressure in the crankcase. Instead, the valve is fully closed when the pressure in the crankcase is relatively lower than the pressure in the intake manifold. A one-way check valve-based PCV valve can not account for changes in the amount of blow-by gas present in the crankcase at any given time. The amount of blow-by gas in the crankcase is varied under various operating conditions and by the engine manufacturer and model.

The PCV valve is improved over the basic one-way check valve and can better control the amount of blow-by gas discharged from the crankcase into the intake manifold. One PCV valve design uses a spring to position an internal limiter, such as a cone or disc, against the outlet through which blow-by gas flows from the crankcase to the intake manifold. The inner restrictor is located near the outlet at a distance proportional to the level of engine vacuum for the spring tension. The purpose of the spring is to respond to changes in vacuum pressure between the crankcase and the intake manifold. This design is intended to improve alternative one-way check valves. For example, the engine vacuum during idling is high. The spring-biasing limiter is set to discharge a large amount of blow-by gas in consideration of the large pressure difference even when the engine produces a relatively small amount of blow-by gas. The spring positions the inner limiter to allow air to substantially flow from the crankcase to the intake manifold. During acceleration, the engine vacuum is reduced due to an increase in engine load. As a result, the engine produces more blow-by gas, but the spring may return the internal limiter downward to reduce airflow from the crankcase to the intake manifold. Thereafter, the vacuum pressure increases as the acceleration decreases (i.e., as the engine load decreases) as the vehicle moves toward a constant cruising speed. Again, the spring retracts the inner limiter away from the outlet to a position that substantially allows the flow of air from the crankcase to the intake manifold. In this situation, it is desirable that the air flow from the crankcase to the intake manifold increases based on the pressure difference, because the engine produces more blow-by gas at the cruise speed due to the higher engine RPM. Thus, this improved PCV valve, which relies solely on engine vacuum and spring-on-limster limiters, is particularly advantageous in that the intake from the crankcase from the crankcase in situations where the vehicle is constantly changing speed (i.e., It is not optimal to discharge the blow-by gas to the manifold.

One important aspect of crankcase venting is that the engine vacuum is changed to a function of the engine load, not engine speed, and the amount of blow-by gas is changed, in part, as a function of engine speed, not engine load. For example, the engine vacuum is higher when the engine speed is kept relatively constant (i.e., when idling or traveling at a constant speed). Thus, the amount of engine vacuum when the engine revolves (approximately 900 rpm) is essentially the same as the amount of vacuum when the engine cruises at constant speed on the highway (e.g., 2500-2800 rpm). The rate at which blow-by gas is generated is much higher at 2500 rpm than at 900 rpm. However, the spring-biased PCV valve can not account for the difference in blow-by gas production between 2500 rpm and 900 rpm, because the spring-biased PCV valve is able to achieve similar pressure between the crankcase and intake manifold at such different engine speeds It is because it experiences the car. The spring only responds to changes in air pressure, which is a function of engine load, not engine speed. The engine load typically increases, for example, when accelerating or climbing hills. When the vehicle accelerates, the blow-by gas generation is increased, but the engine vacuum is reduced due to the increased engine load. Thus, the spring-biased PCV valve can discharge an inappropriate amount of blow-by gas from the crankcase during acceleration. This spring-biased PCV valve system can not discharge blow-by gas on the basis of blow-by gas generation because the spring only responds to engine vacuum.

U.S. Patent No. 5,228,424 to Collins, the contents of which is incorporated herein by reference, relates to an example of a two-stage spring-biased PCV valve that regulates blow-by gas discharge from a crankcase to an intake manifold. Specifically, the Collins patent discloses a PCV valve having two discs inside to regulate the air flow between the crankcase and the intake manifold. The first disc has a set of openings therein and is disposed between the outlet and the second disc. The second disc has a size covering the opening in the first disc. When there is little or no vacuum, the second disc is held against the first disc so that the two discs are held against the discharge opening. The new result is that airflow through the PCV valve is virtually unacceptable. The increased engine vacuum presses the discs against the spring and away from the outlet, allowing more blow-by gas to flow from the crankcase through the PCV valve and back into the intake manifold. At least when the engine vacuum is not present, at least the second disc is detached from the first disc and a small amount of blow-by gas is discharged through the opening in the first disc from the crankcase. The first disc typically covers the outlet substantially whenever the throttle position indicates that the engine is operating at a constant low speed (e.g., idle). During vehicle acceleration, the first disc can move away from the outlet, increasing the rate at which the blow-by gas exits the crankcase. Also, the first disc can be detached from the outlet when the throttle position indicates that the engine is accelerating or constantly operating at a higher speed. The positioning of the first disc is generally based on the throttle position and the positioning of the second disc is generally based on the vacuum pressure between the intake manifold and the crankcase. However, blow-by gas generation is not based solely on vacuum pressure, throttle position, or combination thereof. Instead, blow-by gas generation is based on a plurality of different factors including engine load. Thus, Collin's PCV valve also improperly discharges blow-by gas from the crankcase to the intake manifold when the engine load changes at similar throttle positions.

Maintenance of the PCV valve system is important and relatively simple. Lubricating oil must be replaced periodically to remove harmful contaminants trapped inside as time passes. Failure to replace the lubricating oil at appropriate intervals (typically 3000 to 6000 miles) will contaminate the PCV valve system with sludge. A pluggable PCV valve system will eventually damage the engine. The PCV valve system should be kept clean for the life of the engine, assuming that the lubricating oil is replaced at an appropriate frequency.

Prior art pollution control systems have required tapping or drilling in a crankcase or similar engine compartment containing blow-by gas to regenerate blow-by gas. Such tap forming or puncturing into the crankcase may cause damage to the engine block or may impair the integrity of the engine. In addition, the installation of the PCV valve on the OEM or parts market in the engine is complicated and time-consuming because it is difficult to approach a conventional PCV valve for removal and replacement or to attach a new PCV valve in the engine compartment Process.

Thus, there is a need for a contaminant control system or a corresponding PCV valve that is easier, more convenient, and less expensive to install. The present invention meets this need and provides other related advantages.

The present invention relates to a PCV valve configured to discharge blow-by gas from a crankcase of a combustion engine. The inlet on the PCV valve of the present invention is in fluid communication with the port on the engine oil cap and the engine oil cap is configured for attachment to the oil filler tube to the crankcase. The outlet on the PCV valve of the present invention is configured to be in fluid communication with the fuel / air inlet of the combustion engine. The PCV valve of the present invention includes a two-stage check valve between the inlet and the outlet. The first stage of the check valve is configured to be opened and closed by a solenoid mechanism responsive to the controller. The second stage of the check valve is biased to the closed position to open only at vacuum pressures in the combustion engine greater than the predetermined threshold value.

The inlet of the PCV valve may be connected by a hose to fluid flow to a port on the engine oil cap. Alternatively, the inlet of the PCV valve may have the same area as the port on the engine oil cap, so that it is formed integrally with the PCV valve of the engine oil cap, and the inlet of the PCV valve is the port on the engine oil cap. Preferably, the filter screen covers the port in the engine oil cap.

In the contamination control system, the PCV valve is reconfigured to vent blow-by gas from the crankcase of the combustion engine. The inlet of the PCV valve is in fluid communication with the port on the engine oil cap of the combustion engine so that the blow-by gas is discharged through the oil filler tube of the crankcase. The outlet of the PCV valve is in fluid communication with the fuel / air inlet of the combustion engine. The PCV valve again comprises a two-stage check valve, the first stage being controlled by the controller, and the second stage being compatible with OEM settings and so that the check valve is opened only under sufficient vacuum pressure, . The controller is coupled to the sensor for monitoring the operating characteristics of the combustion engine. The controller is configured to selectively regulate the engine vacuum pressure to adjustably increase or decrease the fluid flow rate of the blow-by gas discharged from the combustion engine.

The inlet of the PCV valve may be as wide as the port on the engine oil cap such that the PCV valve is integrally formed with the engine oil cap and the inlet of the PCV valve is the port on the engine oil cap. The filter screen may be contained over the port in the engine oil cap.

The outlet of the PCV valve can be in fluid communication with the regeneration line on the OEM pollution control system, the OEM pollution control system venting directly to the crankcase and the regeneration line inserted into the fuel / air inlet. The fuel / air inlet may be an intake manifold, a fuel line, an air line, and a fresh air intake. The fuel / air inlet may be a fresh air intake for the air filter inserted into the supercharger on the combustion engine.

The system may also include an oil separator in fluid communication with the outlet from the PCV valve. An oil outlet from the oil separator is in fluid communication with the crankcase of the combustion engine. The gas outlet from the oil separator is in fluid communication with the fuel / air inlet of the combustion engine.

The combustion engine can operate with gasoline, methanol, diesel, ethanol, compressed natural gas, liquid propane gas, hydrogen or alcohol-based fuels.

The controller can reduce the engine vacuum pressure during the reduced production period of the blow-by gas to reduce the fluid flow rate through the PCV valve, and to increase the fluid flow rate through the PCV valve, The engine vacuum pressure can be increased during the generation period. Preferably, the controller may comprise a preprogrammed software program, a new updateable software program or a behavior learning software program. The controller may also include a wireless transmitter or a wireless receiver. The controller may further include a window switch coupled to the engine RPM sensor and the engine vacuum pressure is adjusted based on a predetermined engine RPM or multi-engine RPM setting by the window switch.

The controller may also include an on-delay timer to interrupt the fluid flow of the blow-by gas for a predetermined duration after activation of the combustion engine. The predetermined duration of the on-delay timer may be a function of time, engine temperature or engine RPM. The sensor includes an engine temperature sensor, an ignition plug sensor, an accelerometer sensor, a PCV valve sensor or an exhaust sensor. Also, the operating characteristics include the engine temperature, the capacity of the engine cylinder, the real time acceleration calculation or the engine RPM.

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

The accompanying drawings illustrate the present invention. In the drawings,
1 schematically shows a pollution control device for a diesel engine having a PCV valve and a controller operatively coupled to a plurality of sensors,
Figure 2 schematically shows the general correlation of a PCV valve system in a combustion engine,
Figure 3 schematically shows a general correlation of an alternative embodiment of a PCV valve system in a combustion engine,
Figure 4 schematically illustrates a general correlation of another alternative embodiment of a PCV valve system within a combustion engine,
5 is a perspective view of a PCV valve integral with an oil cap for use with the system of the present invention,
Fig. 6 is an exploded perspective view of the oil cap and the PCV valve of Fig. 5,
Figure 7 is a partially exploded perspective view of the PCV of Figure 6 showing an assembly of an air flow restrictor,
Fig. 8 is a partially exploded perspective view of the PCV valve of Fig. 6, showing a partial depression of the air flow restrictor,
9 is a cross-sectional view of the PCV valve taken along line 9-9 of Fig. 5,
10 is a cross-sectional view of the PCV valve taken along line 10-10 of Fig. 5, showing the limited air flow,
11 is another cross-sectional view of the PCV valve taken along line 11-11 of Fig. 5, showing the total air flow,
12 is a perspective view of an alternative embodiment of a PCV valve integral with an oil cap for use with the system of the present invention,
13 is a perspective view of the oil separator of the present invention,
Figure 14 is an exploded view of the oil separator of Figure 13;

The present invention for a pollution control system for a combustion engine, as shown in the figures for purposes of illustration, is generally referred to by reference numeral 10. In Figure 1, the contamination control system 10 is shown with a controller 12 that is preferably mounted under the hood 14 of the vehicle 16 generally. The controller 12 is electrically coupled to any one of a plurality of sensors that monitor and measure the real-time operating conditions and performance of the vehicle 16. [ The controller 12 adjusts the flow rate of the blow-by gas by adjusting the engine vacuum in the combustion engine through digital control of the PCV valve 18. [ The controller 12 includes sensors that may include an engine temperature sensor 20, a battery sensor 24, a PCV valve sensor 26, an engine RPM sensor 28, an accelerometer sensor 30 and an exhaust sensor 32 Lt; / RTI > The data obtained by the controller 12 from the sensors 20-32 is used to adjust the PCV valve 18 as described in more detail below.

The controller 12 may control other devices in the vehicle engine. The controller 12 can control the flow of oil to the outside of the oil filter or oil separator 19. [ The controller 12 can also adjust the engine temperature and the aerated conditioning chamber designed to regulate the fuel returning to the fuel line or vacuum manifold by feeding and mixing the fuel before reintroducing the fuel. The controller 12 may also adjust the purging system in the event that it does not operate normally in the pollution control system 10-the purge system may be an OEM system, i.e. an OEM PCV system or other type of blow- And triggers the engine to return to the system. The controller 12 may also provide an alarm to the driver of the engine. The alarm can be blinked to receive an alarm if it is not operating normally and to report the actual sensed status of the engine. An alarm, such as an alarm or an illuminated signal, can be conveyed in a sensed state. The controller 12 is fully upgradeable to a flash memory or other similar device. This means that the same controller 12 and system 10 can substantially act on any type of engine that uses all the different types of fuel. The pollution control system 10 may be applied to any internal combustion engine. For example, the pollution control system 10 can be a gasoline, methanol, diesel, ethanol, compressed natural gas (CNG), liquid propane gas (LPG), hydrogen, an alcohol engine or virtually any other combustible gas and / ≪ / RTI > This includes all 2-stroke and 4-stroke IC engines and all light, heavy and heavy duty configurations.

2 to 4 show a schematic view of a pollution control system 10 for a combustion engine 36. As shown in Fig. The PCV valve 18 (and optionally the oil separator 19) is disposed between the crankcase 35 of the engine 36 and the intake manifold 38, as shown in the above figures. In operation, the intake manifold 38 receives air through the air line 42. An air filter 44 may be disposed between the air intake line 46 and the air line 42 to filter fresh air entering the contamination control system 10. [ The air in the intake manifold 38 is transferred to the piston cylinder 48 when the piston 50 descends in the cylinder 48 from the top dead center. When the piston 50 descends, a vacuum is generated in the combustion chamber 52. Thus, the input camshaft 54, which rotates at half the speed of the crankshaft 34, is designed to open the input valve 56 and apply an engine vacuum to the intake manifold 38. Thus, the air is drawn into the combustion chamber 52 from the intake manifold 38.

When the piston 50 is at the bottom of the piston cylinder 48, the vacuum effect is terminated and air is no longer drawn from the intake manifold 38 into the combustion chamber 52. At this time, the piston 50 starts to move the piston cylinder 48 upward again, and the air in the combustion chamber 52 is compressed. Next, fuel is injected directly into the combustion chamber 52 from the fuel line 40. [ This injection can be further assisted by compressed air from the compressed air line. Depending on the type of fuel, combustion may be generated by sparking, compression, heating or other known methods. The fuel is ignited after the fuel is injected into the combustion chamber.

The rapid expansion of the ignited fuel / air within the combustion chamber 52 causes the piston 50 to descend within the cylinder 48. After combustion, the exhaust camshaft 60 opens the exhaust valve 62 to allow the escape of the combustion gas from the combustion chamber 52 to the exhaust line 64. Typically, during a combustion cycle, the exhaust gas - "blow-by gas" - slips off a pair of piston rings 66 mounted within the head 68 of the piston 50.

This blow-by gas enters the crankcase 35 as a gas of high pressure and temperature. As time passes, these particulate matter in the blow-by gas and harmful exhaust gases such as hydrocarbons, carbon monoxide, nitrous oxide and carbon dioxide are condensed or settled from the gaseous state to coat the interior of the crankcase 35, Is mixed with the oil 70 which lubricates the mechanism in the cylinder. The diesel pollution control system 10 is designed to regenerate the content of this blow-by gas again from the crankcase 35 to the combustion intake section so as to be combusted by the engine 36. This is achieved by using the pressure difference between the crankcase 35 and the intake manifold 38.

Fig. 2 shows an embodiment in which the PCV valve 18 communicates with the crankcase 35 via the engine oil cap 37. Fig. An engine oil cap 37 is mounted on the oil inlet of the filler tube 39 into the crankcase 35. The oil inlet tube 39 is preferably the same port through which the oil passes and is added to the engine 36. In this embodiment, the PCV valve 18 is integral with the engine oil cap 37 such that the inlet port 84 of the PCV valve 18 passes through the cap 37 and opens into the inlet tube 39 . In this manner, the blow-by gas is drawn from the crankcase 35 over the inlet tube 39 and through the cap 37. 5) may be included within the interior of the cap 37 to capture and remove at least a portion of the oil from the blow-by gas as the blow-by gas passes through the screen 85 It is for this reason. An outlet 86 from the PCV valve 18 is in fluid communication with the intake manifold 38 to return the blow-by gas to the combustion chamber 52. The blow-by gas can be fed directly into the intake manifold 38, the air line 42, the fresh air line 46, or the fuel line 40. In an engine having a particular type of engine 36, particularly a turbocharger 45 that changes operating conditions between vacuum and positive pressure, the blow-by gas is preferably fed into the air filter 44 before the turbocharger 45 do. The PCV valve 18 is electrically connected to the controller 12 to be controlled as described herein.

3 shows another embodiment in which the PCV valve 18 communicates again with the crankcase 35 via the engine oil cap 37. Fig. In this embodiment, however, the PCV valve 18 is connected to the engine oil cap 37 by a hose 43. The hose 43 is connected to the inlet port 84 of the PCV valve 18 with a mating port 87 through which the cap 37 passes. As in the previous embodiment, blow-by gas is drawn from the crankcase 35 over the inlet tube 39, through the cap 37 and the hose 43, and into the PCV valve 18. A filter screen 85 may be included within the interior of the cap 37. The outlet 86 from the PCV valve 18 is in fluid communication with the intake manifold 38 to return the blow-by gas to the combustion chamber 52. However, the outlet 86 from the PCV valve 18 may first pass through the oil separator 19, as described below. Blow-by gas from the outlet 174 of the oil separator 19 may be fed directly into the intake manifold 38, the air line 42, the fresh air line 46 or the fuel line 40. The PCV valve 18 is electrically connected to the controller 12 to be controlled as described herein.

Fig. 4 shows another alternative embodiment in which the PCV valve 18 communicates again with the crankcase 35 via the engine oil cap 37. Fig. In this embodiment, the PCV valve 18 is integral with the engine oil cap 37, but may also be configured as shown in Fig. As in other embodiments, the blow-by gas is drawn from the crankcase 35 over the inlet tube 39 and through the cap 37. Again, the filter screen 85 may be contained within the interior of the cap 37. In this embodiment, the PCV valve 18 is installed with an OEM PCV valve system connected to the outlet port 72 on the crankcase 35. The outlet line 74 connects the outlet port 72 to the OEM PCV valve 21 which is then connected to the intake manifold 38 or other engine inlet by the return line 76. The outlet 86 from the PCV valve 18 is in fluid communication with the return line 76 of the OEM PCV system to return the blow-by gas to the combustion chamber 52 by the same means. The PCV valve 18 is electrically connected to the controller 12 to be controlled as described herein. In this embodiment, blow-by gas will pass most of the PCV valve 18 of the system of the present invention as a path of minimum resistance. OEM PCV systems tend to have smaller orifices or ports than those found in the PCV valve system 10 of the present invention. Since the flow rate of the blow-by gas is determined by the pressure difference, i.e., the vacuum generated during the piston cycle, the blow-by gas will follow the minimum resistance path.

In operation, the blow-by gas exits the relatively higher pressure crankcase 35 through the PCV valve 18 and then returns to the combustion chamber 52 of the engine 36 as described. The less pure blow-by gas can be discharged from the crankcase 35 to the intake manifold 38 via the blow-by-line 41, while the fuel line 40 can receive the more pure fuel vapor. have. This process is digitally adjusted by the controller 12 shown in Fig. The fuel vapor to the fuel line 40 may be passed to the fuel filter before being reintroduced into the engine 36.

The PCV valve 18 of FIG. 5 is generally electrically coupled to the controller 12 via a pair of electrical connections 78. The controller 12 at least partially regulates the amount of blow-by gas flowing through the PCV valve 18 through the electrical connection 78. [ In Figure 5, the PCV valve 18 includes a rubber housing 80 surrounding a portion of the rigid outer housing 82. The connector wire 78 extends outwardly from the outer housing 82 through an inner opening (not shown). Preferably, the outer housing 82 is unitary and comprises an intake orifice 84 and an exhaust orifice 86. The controller 12 operates the restrictor inside the outer housing 82 to regulate the flow rate of the blow-by gas entering the intake orifice 84 and advancing from the exhaust orifice 86.

Fig. 6 shows an exploded perspective view of the PCV valve 18. Fig. The rubber housing 80 substantially encapsulates the outer housing 82 and covers the end cap 88 housing the solenoid mechanism 90 and the airflow restrictor 92. The solenoid mechanism 90 includes a plunger 94 disposed within the solenoid 96. The connector wire 78 actuates the solenoid 96 and extends through the end cap 88 through the interior opening 98. Likewise, the rubber housing 80 includes an opening (not shown) to allow the connector wire 78 to be electrically coupled to the controller 12.

Generally, due to the engine vacuum present in the intake manifold 38, the blow-by gas is pulled out of the crankcase 35 and out of the exhaust orifice 86 through the intake orifice 84 in the PCV valve 18 . The airflow restrictor 92 shown in FIG. 6 is one mechanism for adjusting the amount of blow-by gas discharged from the crankcase 35 to the intake manifold 38. The pollution control system 10 can increase the flow rate of the blow-by gas discharged from the crankcase 35 during the higher blow-by gas generation period and the flow rate of the blow-by gas from the crankcase 35 during the lower blow- It is particularly advantageous to adjust the blow-by-gas air flow rate, since it is possible to reduce the flow rate of the blow-by gas discharged from the blow-by gas. Controller 12 is coupled to the plurality of sensors 20-32 to monitor the overall efficiency and operation of the vehicle 16 and to maximize the regeneration of the blow-by gas in accordance with the measurements taken by the sensors 20-32 The PCV valve 18 is operated in real time.

The operating characteristics and generation of the blow-by are unique for each vehicle and each engine in which the individual engine is installed. The pollution control system 10 may be installed in a factory or in subsequent production to maximize vehicle fuel efficiency, reduce hazardous emissions, recycle oil and other gases, and remove contaminants in the crankcase. The purpose of the pollution control system 10 is to strategically discharge the blow-by gas from the crankcase 35 on the basis of blow-by gas production, to filter the blow-by gas and to remove any Oil and fuel. Thus, the controller 12 digitally adjusts and controls the PCV valve 18 based on real-time measurements taken by the sensors 20-32 and engine speed and other operating characteristics. The pollution control system 10 may be incorporated in a stationary engine used for industrial use or for generating energy.

In particular, venting blow-by gas based on the engine speed and other operating characteristics of the vehicle reduces the overall amount of hydrocarbon, carbon monoxide, nitrogen oxide, carbon dioxide and particulate emissions. The pollution control system 10 regenerates these gases and particulates by burning blow-by gas in the combustion cycle. No more contaminants are discharged from the engine through the exhaust. Thus, the pollution control system 10 can reduce air pollution by as much as 40 to 50% for each engine, increase output per gallon by 20 to 30% for each engine, and increase horsepower performance , Reduce engine wear (due to internal low carbon retention), and reduce the frequency of oil change by about 10 times. Given that in the US approximately 87 million gallons of oil are consumed per day, a 15% reduction in blow-by gas recycling using the pollution control system 10 translates to approximately 13 million gallons per day in the United States alone . Globally, nearly 3.3 billion gallons of oil will be consumed per day, and approximately 50 million gallons of oil will be saved daily.

In one embodiment, the amount of blow-by gas entering the intake orifice 84 of the PCV valve 18 is regulated by the air flow restrictor 92 as generally shown in FIG. The airflow restrictor 92 includes a rod 100 having a rear portion 102, a middle portion 104, and a front portion 106. The front portion 106 has a slightly smaller diameter than the rear portion 102 and the middle portion 104. A forward spring 108 is disposed concentrically over the middle portion 104 and the front portion 106, including over the front surface 110 of the rod 100. [ Preferably, the forward spring 108 is a coil spring whose diameter decreases from the intake orifice 84 toward the front surface 110. The indent collar 112 separates the rear portion 102 from the intermediate portion 104 and provides a position in which the rear snap ring 114 is attached to the rod 100. The diameter of the forward spring 108 should be similar to or slightly less than the diameter of the rear snap ring 114. The rear snap ring 114 engages the front spring 108 on one side and the rear spring 116 is spaced from the wider diameter near the solenoid 96 by a diameter that is slightly less than or substantially the same as the diameter of the rear snap ring 114 . Preferably, the rear spring 116 is a coil spring, and is wedged between the rear snap ring 114 and the front surface 118 of the solenoid 96. The forward portion 106 also includes an indented collar 120 that provides an attachment point for the forward snap ring 122. [ The diameter of the front snap ring 122 is smaller than the diameter of the tapered front spring 108. The front snap ring 122 rigidly holds the front disc 124 on the front portion 106 of the rod 100. Thus, the front disk 124 is fixedly wedged between the front snap ring 122 and the front surface 110. The front disc 124 has an inner diameter configured to slidably engage the front portion 106 of the rod 100. The front spring 108 is sized to engage with the rear disc 126 as described below.

The discs 124 and 126 enter the intake orifice 84 and determine the amount of blow-by gas entering the exhaust orifice 86. Figures 7 and 8 illustrate an airflow restrictor 92 that is external to the outer housing 82 and the rubber housing 80 and that is assembled to the solenoid mechanism 90. [ Thus, the plunger 94 fits within the rear portion of the solenoid 96 as shown in the figure. The connector wire 78 couples to the solenoid 96 to determine the position of the plunger 94 within the solenoid 96 by regulating the current delivered to the solenoid 96. Increasing or decreasing the current through the solenoid 96 will correspondingly increase and decrease the magnetic field formed therein. The magnetized plunger 94 is responsive to changes in the magnetic field by sliding in or out in the solenoid 96. Increasing the current delivered to the solenoid 96 through the connector wire 78 increases the magnetic field within the solenoid 96 and causes the magnetized plunger 94 to further descend within the solenoid 96. Conversely, when the current supplied to the solenoid 96 through the connector wire 78 is reduced, the magnetization of the magnetized plunger 94 slides outwardly from the inside of the solenoid 96. Positioning the plunger 94 within the solenoid 96 at least partially determines the amount of blow-by gas that can enter the intake orifice 84 at any given time, as described in more detail below. This is accomplished by the interaction of the plunger 94 with the rod 100 and the corresponding front disk 124 secured thereto.

Figure 7 specifically shows the air flow restrictor 92 in the closed position. The rear portion 102 of the rod 100 has an outer diameter that is similar to the size of the inner diameter of the solenoid 96. Thus, the rod 100 can slide within the solenoid 96. The position of the rod 100 in the outer housing 82 is determined according to the position of the plunger 94 due to the engagement of the plunger 94 and the rear portion 106 as shown more specifically in Figures 9-11. do. The rear spring 116 is compressed between the front surface 118 of the solenoid 96 and the rear snap ring 114, as shown in FIG. As a result, the rear disk 126 is compressed against the front disk 124. Similarly, the front spring 108 is compressed between the rear disk 126 and the rear snap spring 114. For this reason, the rear disk 126 can be separated from the front disk 124 as shown in Fig.

9-11, taken along line 9-9, line 10-10 and line 11-11 in FIG. 5), the front disk 124 is smaller than the diameter of the feet 132 And an extension 130 having a diameter. The foot portion 132 of the rear disk 126 is similar in diameter to the tapered forward spring 108. In this manner, the forward spring 108 fits over the extension 130 of the rear disk 126 and engages a flat surface of the larger diameter foot 132. The inner diameter of the rear disk 126 is similar to the size of the outer diameter of the middle portion 104 of the rod 100, which is smaller in diameter than either of the rear portion 102 or the middle portion 104. In this regard, the front disk 124 is locked in place on the front portion 106 of the rod 100 between the front snap ring 122 and the front surface 110. Thus, the position of the front disk 124 is determined by the position of the rod 100 coupled to the plunger 94. The plunger 94 slides in or out in the solenoid 96 depending on the amount of current delivered by the connecting wire 78 as described above.

8 shows that the increased vacuum generated between the crankcase 35 and the intake manifold 38 causes the rear disc 126 to retract in a direction away from the intake orifice 84 so that air is drawn through the intake orifice 84 Lt; RTI ID = 0.0 > 18 < / RTI > In this situation, the engine vacuum pressure applied to the disc 126 will overcome the opposing force exerted by the forward spring 108. Here, a small amount of blow-by gas can pass through the PCV valve 18 through the pair of openings 134 in the front disk 124.

9-11 more specifically illustrate the function of the PCV valve 18 in accordance with the contamination control system 10. Figure 9 shows the PCV valve 18 in the closed position. Here, the blow-by gas does not enter the intake orifice 84. As shown, the front disc 124 is immediately adjacent to the flange 136 formed in the intake orifice 84. The diameter of the foot portion 132 of the rear disk 126 extends over and surrounds the opening 134 in the front disk 124 to prevent any airflow from passing through the intake orifice 84. In this position, the plunger 94 is disposed within the solenoid 96 to pressurize the rod 100 toward the intake orifice 84. Thus, the rear spring 116 is compressed between the rear snap ring 114 and the front surface 118 of the solenoid 96. Similarly, the forward spring 108 is compressed between the foot 132 of the rear disk 126 and the rear snap ring 114.

10 shows a state in which the vacuum pressure applied by the intake manifold to the crankcase is greater than the pressure applied by the front spring 108 to position the rear disc 126 immediately adjacent to the front disc 124 . In this case, the rear disk 126 can slide along the outer diameter of the rod 100, thus opening the opening 134 in the front disk 124. A limited amount of blow-by gas is allowed to enter the PCV valve 18 through the intake orifice 84 as indicated by the directional arrows in the figure. Naturally, the blow-by gas exits the PCV valve 18 through the exhaust orifice 86 as indicated by the directional arrow in the figure. In the position shown in FIG. 10, the blow-by gas flow is still limited because the front disc 124 is seated against the flange 136. Thus, only a limited airflow can pass through opening 134. When the engine vacuum is increased, the air pressure applied to the rear disc 126 is increased. Thus, the forward spring 108 is further compressed so that the rear disc 126 continues to move away from the front disc 124 to create a larger airflow path to allow for escape of additional blow-by gas. The plunger 94 in the solenoid 96 is also configured to apply some pressure on the springs 108 and 116 to limit or allow the airflow through the intake orifice 84 as determined by the controller 12. In addition, The rod 100 can be positioned within the valve 18.

Figure 11 shows another condition where an additional airflow is allowed to flow through the intake orifice 84 by changing the current through the connector wire 78 to retract the plunger 94 within the solenoid 96. [ By reducing the current flowing through the solenoid 96, the corresponding magnetic field generated therein can be reduced and the magnetic plunger 94 can be retracted. Thus, the rod 100 is retracted with the plunger 94 in a direction away from the intake orifice 84. As a result, the front disk 124 can be detached from the flange 136, so that additional airflow can enter the intake orifice 84 around the outer diameter of the front disk 124. Of course, an increase in airflow through the intake orifice 84 and through the exhaust orifice 86 allows for an increased discharge of blow-by gas from the crankcase 35 to the intake manifold 38. The plunger 94 allows the front disc 124 and the rear disc 126 to move in and out of the intake orifice 84 so as not to further restrict the airflow through the intake orifice 84 and through the exhaust orifice 86. [ The rod 100 can be completely restricted within the housing 82. [ This is particularly desirable in high engine RPM and high engine loads where an increased amount of blow-by gas is produced by the engine. The engine load is not a RPM but a more reliable indicator of the amount of blow-by gas being generated. Also, a stationary engine, i.e., an engine that is not geared to a generator or transmission, operates at a constant RPM. Thus, the system 10 or PCV valve 18 is preferably controlled based on sensed load conditions or periodic on / off cycles, i.e., 2 minutes on-2 minutes off. Of course, the springs 108, 116 may have different spring constants depending on the particular vehicle in which the PCV valve 18 will be incorporated in the contamination control system 10. [

The controller 12 effectively determines the placement of the plunger 94 within the solenoid 96 by increasing or decreasing the current through the connector wire 78. [ The controller 12 itself may include any one of a variety of electrical circuits including switches, timers, interval timers, timers with relays, or other vehicle control modules known in the art. The controller 12 operates the PCV valve 18 in response to the operation of one or more of these control modules. For example, the controller 12 may include an RWS window switch provided by Baker Electronix of Beckly, W. VA. The RWS module is an electrical switch that is activated above the pre-selected engine RPM and deactivated above a higher pre-set engine RPM. The RWS module is considered a "window switch" because the output is active during the RPM's window (during a window of RPM). The RWS module can work with the engine RPM sensor 28 to adjust the air flow rate of the blow-by gas exiting the crankcase 35, for example.

Preferably, the RWS module works in conjunction with the standard coil signal used by most anemometers when setting the position of the plunger 94 within the solenoid 96. Automobile speedometer is a device that measures real-time engine RPM. In one embodiment, the RWS module can activate the plunger 94 in the solenoid 96 at low engine RPM, where blow-by gas generation is minimal. Here, the plunger 94 urges the rod 100 toward the intake orifice 84 so that the front disk 124 is seated against the flange 136 as shown generally in FIG. In this regard, the PCV valve 18 discharges a small amount of blow-by gas from the crankcase to the intake manifold through the opening 134 in the front disc 124, even though the engine vacuum is high. The high engine vacuum urges the blow-by gas through the opening 134 to urge the rear disc 126 in a direction away from the front disc 124, which compresses the front spring 108. At idle, the RWS module activates the solenoid 96 to prevent the front disc 124 from being detached from the flange 136, thereby preventing a large amount of air from flowing between the intake manifold and the engine crankcase . This is particularly desirable for low engine RPMs because the amount of blow-by gas produced in the engine is relatively low, even though the engine vacuum is relatively high. The controller 12 can adjust the PCV valve 18 simultaneously with the other components of the pollution control system 10 to set the air flow rate of the blow-by gas discharged from the crankcase 35.

Blow-by gas generation increases during acceleration, during increased engine load and with higher engine RPM. The RWS module thus causes the plunger 94 to retract outward within the solenoid 96 to disengage the front disc 124 from the flange 136 (Fig. 11) and to move from the crankcase 35 to the intake manifold 38 It is possible to turn off or reduce the current to the solenoid 96 so that a larger amount of blow-by gas can be discharged. This function may occur at a selected range of selected RPMs pre-programmed at the selected RPM or into the RWS module. The RWS module can be reactivated when the vehicle is deactivated (eclipse) with another pre-selected RWS, e.g., higher RPM, to recombine with the plunger 94 within the solenoid 96. In an alternative embodiment, a modification of the RWS module may be used to selectively pull the plunger 94 outwardly within the solenoid 96. For example, the current delivered to the solenoid 96 may initially cause the plunger 94 to engage the front disc 124 with the flange 136 of the intake orifice 84 at 900 RPM. At 1700 rpm, the RWS module can activate the first stage in which the current delivered from the solenoid 96 is reduced by 1/2. In this case, the plunger 94 is retracted outwardly in the solenoid 96 to partially open the intake orifice 84 to the blow-by gas flow. For example, when the engine RPM reaches 2500, the RWS module may remove the current to the solenoid 96 so that the plunger 94 fully retracts outwardly within the solenoid 96 to fully open the intake orifice 84 . In this position, the front disk 124 and the rear disk 126 do not further restrict airflow between the intake orifice 84 and the exhaust orifice 86. These steps may be adjusted by calculation made by the engine RPM or other parameters and controller 12 and based on the readings from the sensors 20-32.

The controller 12 may be pre-programmed, programmed after installation, or updated or flashed to meet specific automotive or on-board diagnostics (OBD) specifications. In one embodiment, the controller 12 is equipped with self-learning software, and such a switch (in the case of the RWS module) is used to activate or deactivate the solenoid 96 or to optimize fuel efficiency And to optimize the time for stepping the position of the plunger 94 within the solenoid 96 to reduce air contamination. In a particularly preferred embodiment, the controller 12 optimizes the discharge of the blow-by gas based on the real-time measurements taken by the sensors 20-32. For example, the controller 12 may determine that the automobile 16 is discharging an increased amount of harmful exhaust through feedback from the exhaust sensor 32. In this case, the controller 12 controls the solenoid 96 (not shown) to exhaust additional blow-by gas from the crankcase to reduce the amount of contaminant discharged through the exhaust of the automobile 16 as measured by the exhaust sensor 32 The withdrawal of the plunger 94 can be activated.

In another embodiment, the controller 12 includes a power LED and a flashing LED to indicate that the controller 12 is waiting to receive an engine speed pulse. The LED may also be used to determine whether the controller 12 is operating properly. The LED flashes until the car reaches a certain RPM, at which point the controller 12 changes the current delivered to the solenoid 96 through the connector wire 78. In a particularly preferred embodiment, the controller 12 maintains the amount of current delivered to the solenoid 96 until the engine RPM falls below 10% below the activation point. This apparatus is referred to as hysteresis. Hysteresis is implemented in the contamination control system 10 to eliminate on / off pulsations, also known as chattering, when the engine RPM jumps above or below a set point in a relatively short time period. The hysteresis phenomenon may also be realized by the electronically-based step system described above.

The controller 12 may also include an on-delay timer, such as the KH1 analog series on-delay timer manufactured by Instrumentation & Control Systems, Inc. of Addison, Illinois. A delay timer is particularly preferred for use during initial start-up. Blow-by gas is scarcely generated at low engine RPM. Thus, the delay timer can be integrated into the controller 12 to delay activation of the solenoid 96 and its corresponding plunger 94. The delay timer is maintained such that the plunger 94 is retained in the fully inserted body within the solenoid 96 so that the front disk 124 is held in the immediate vicinity of the flange 136 and thereby enters the intake orifice 84 Thereby ensuring that the amount of blow-by gas flow is limited. The delay timer may be set to activate the release of any one of the disks 124, 126 from the intake orifice 84 after a predetermined duration (e.g., one minute). Alternatively, the delay timer may be determined based on the engine temperature measured by the engine temperature sensor 20, the engine RPM sensor 28, the engine RPM measured by the accelerometer sensor 30, the battery sensor 24 or the exhaust sensor 32, Lt; / RTI > can be set by the controller 12 as a function of The delay sensor may comprise a variable range according to any of the above teachings. The variable timer may also be integrated with the RWS switch.

The controller 12 is preferably mounted within the hood 14 of the vehicle 16, as generally shown in Fig. The controller 12 can be packaged with a mounting kit so that a user can attach the controller 12 as shown. Electrically, the controller 12 is powered by any suitable 12 volt circuit breaker. The kit with the controller 12 may include an adapter, with one 12 volt circuit breaker replaced with an adapter (not shown) that is removed from the circuit panel and connected to the connector wire 78 of the PCV valve 18 in one direction So that the user installing the pollution control system 10 can not cross the wires between the PCV valve 18 and the controller 12. [ The controller 12 can be accessed wirelessly via a remote control or portable unit to access or download real-time calculations and measurements, stored data or other information read, stored or computed by the controller 12, or downloaded.

In another aspect of the pollution control system 10, the controller 12 adjusts the PCV valve 18 based on the engine operating frequency. For example, the controller 12 may activate or deactivate the plunger 94 when the engine passes a resonant frequency. In a preferred embodiment, the controller 12 blocks all airflow from the crankcase 35 to the intake manifold 38 until the engine has passed the resonant frequency. The controller 12 can also be programmed to adjust the PCV valve 18 based on the sensed frequency of the engine at various operating conditions, as described above.

In addition, the pollution control system 10 can also be a gasoline, methanol, diesel, ethanol, compressed natural gas (CNG), liquid propane gas (LPG), hydrogen and alcohol engines or substantially all other combustion gases and / And can be used with a wide variety of engines including. The pollution control system 10 may also be used with larger stationary engines or used with boats or other heavy equipment. The pollution control system 10 may also include one or more controllers 12 and one or more PCV valves 18 in combination with a plurality of sensors that measure engine or vehicle performance. The use of the pollution control system 10 is associated with the car as detailed above, which is only a preferred embodiment. Obviously, the pollution control system 10 has utility across a wide variety of disciplines employing combustible materials that produce exhaust gases that can be regenerated or re-used.

In another aspect of the contamination control system 10, the controller 12 may adjust the control of the PCV valve 18. [ The main function of the PCV valve 18 is to control the amount of engine vacuum between the crankcase 35 and the intake manifold 38. The positioning of the plunger 94 within the solenoid 96 largely determines the air flow rate of the blow-by gas from the crankcase 35 to the intake manifold 38. In some systems, the PCV valve 18 ensures that the relative pressure between the crankcase 35 and the intake manifold 38 does not fall below a certain threshold according to the original equipment manufacturer (OEM) Airflow can be controlled. If the controller 12 is not operating normally, the contamination control system 10 initiates the setting to the OEM setting, where the PCV valve 18 functions as a two-stage check valve. Certain specific aspects of the contamination control system 10 are compatible with current and future OBD standards through the inclusion of a flash-updatable controller 12. [ In addition, the operation of the contamination control system 10 does not affect the operating conditions of the current OBD and OBD-II systems. The controller 12 may be accessed and queried according to the standard OBD protocol and the flash-update may change the bio so that the controller 12 maintains compatibility with future OBD standards. Preferably, the controller 12 operates the PCV valve 18 to regulate the engine vacuum between the intake manifold 38 and the crankcase 35 to optimize the blow-by gas in the system 10 To determine the air flow between the crankcase and the intake manifold.

In another aspect of the pollution control system 10, the controller 12 may adjust the activation and / or deactivation of the operating components, for example, as described in detail above for the PCV valve 18. This adjustment is achieved, for example, by the above-described RWS switch, on-delay or other electronic circuitry, and digitally activates, deactivates, or selectively positions the control components described above intermediately. For example, the controller 12 may selectively activate the PCV valve 18 for a period of one to two minutes and then selectively deactivate the PCV valve 18 for ten minutes. This activation / deactivation order can be set, for example, according to a predetermined or learned order based on the driving style. The predetermined timing sequence may be changed via flash-update of the controller 12. [

Fig. 12 shows an alternative embodiment of a PCV valve 18 integral with the engine oil cap 37. Fig. Unlike the embodiment shown in FIG. 5, this embodiment has a PCV valve 18 attached to the engine oil cap 37 by an elbow or curved connector. The elbow or curvature connector directs the PCV valve 18 to a low profile position, i.e., a generally horizontal position, when the engine oil cap 37 is attached to the engine oil inlet 39. This low profile position of the PCV valve 18 itself orientates itself substantially along the surface of the engine 36. This is particularly useful in an engine compartment where the engine oil inlet 39 is located on top of the engine 36 and the hood 14 provides little clearance over the engine 36. [ The angle or curvature is preferably 90 degrees, but may be provided at other angles when a particular engine design is required. The PCV valve 18 functions in the same manner as in the above-described embodiment.

The wires 78 extending from the PCV valve 18 may include waterproof connectors 79a and 79b to facilitate connection to the controller 12.

13 and 14 show a configuration for the oil separator 19. The oil separator 19 has a canister 134 having a top portion 166 and a bottom portion 168. A handle 170 is attached to the canister 134 with an inlet port 172 and an outlet port 174. Figure 14 shows an oil separator 19 in an exploded view wherein the orientation of the oil separator reverses the orientation of Figure 13. It will be appreciated that the handle 170 is attached to the upper portion 166 by a screw 176 or other similar attachment means. The interior of the upper portion 166 is divided into an inlet chamber 178 and an outlet chamber 180. A metal screen 182 is disposed across the openings of the inlet chamber 178 and the outlet chamber 180. Preferably, the screen 182 is held in place by a screw 184. Preferably, the interior of the bottom portion 168 includes an open chamber (not shown) configured to capture the condensed oil from the blow-by gas. The bottom portion 168 may comprise a steel wool 186 or other similar mesh layer material. The lower side of the bottom portion 168 includes an oil drain port 138.

The oil separator 19 further includes an O-ring or gasket 188 disposed between the top portion 166 and the bottom portion 168. O-ring 188 seals oil separator 19 against leakage during operation under pressure. Preferably, the upper portion 166 and the bottom portion 168 are secured together by a durable but releasable connection, such as a threaded coupling, lug and channel, or setscrew. Those of ordinary skill in the art will appreciate the various means for securing the top portion 166 and the bottom portion 168 together.

When fully assembled, the oil separator 19 carries the blow-by gas into the inlet chamber 178 through the inlet port 172. Thereafter, the gas moves through the screen 182 to the bottom portion 168. As the blow-by gas passes through the screen 182, a portion of the oil contained therein condenses and drains to the bottom of the inner chamber. Blow-by gas then moves over the mesh layer 186 and through the mesh layer, where additional oil is further condensed from the blow-by gas and remains in the bottom of the inner chamber. Subsequently, a vacuum created by the pressure differential between the crankcase and the intake manifold pulls the blow-by gas upward through the screen 182 into the outlet chamber 180. This second pass through the screen 182 condenses additional oil from the blow-by gas. Screen 182 and mesh layer 186 also help filter particulates and other contaminants in the blow-by gas. When pulled into the outlet chamber 180, the blow-by gas is discharged through the outlet port 174 and transported as described in various embodiments.

It will be appreciated by those skilled in the art that the present invention for a pollution control system for a diesel engine includes a PCV valve and an oil filter for use with a diesel engine. In summary, when accelerating and transporting heavy weights, diesel engines will produce blow-by gas containing fuel vapors, oils and other contaminants. This blow-by gas is discharged from the crankcase to the oil filter. Here, the blow-by gas passes through a series of mesh filters where oil and other contaminants are filtered from the fuel vapor. The contaminants are trapped in the mesh filter, while the oil is condensed at the bottom of the oil filter. Condensed oil returns from the bottom of the oil filter to the crankcase.

The purified fuel vapor is vacuumed out of the oil filter through the PCV valve to return to the engine for refueling. The PCV valve is connected to the controller, whereby a variable amount of fuel vapor can pass through the valve according to current engine requirements. When the fuel vapor passes through the PCV valve, the fuel vapor is returned to the engine through either the fuel line or the intake manifold.

Although several embodiments have been disclosed in detail for purposes of illustration, various modifications may be made within the scope and spirit of the invention, respectively. Further, the invention is limited only by the appended claims.

Claims (22)

A pollution control system comprising:
A controller coupled to a sensor for monitoring operating characteristics of a combustion engine, the controller configured to selectively adjust engine vacuum pressure to adjustably increase or decrease a fluid flow rate of blow- A controller,
A PCV valve configured to discharge blow-by gas from a crankcase of a combustion engine, wherein the inlet of the PCV valve is adapted to deliver the blow-by gas to the crankcase through a port on the engine oil cap of the combustion engine, And the outlet of the PCV valve is in fluid communication with the fuel / air inlet of the combustion engine,
The PCV valve includes a two-stage check valve, the first stage is managed by the controller, the second stage is compatible with the OEM setting, and the check valve is opened only under a sufficient vacuum pressure when the controller is not operating normally Contamination Control System. The pollution control system according to claim 1, wherein the inlet of the PCV valve has the same area as the port on the engine oil cap. 3. The pollution control system according to claim 2, wherein the PCV valve is formed integrally with the engine oil cap such that the inlet of the PCV valve is the port on the engine oil cap. The contamination control system according to claim 1, further comprising a filter screen on the port in the engine oil cap. The pollution control system according to claim 1, wherein the outlet of the PCV valve is in fluid communication with the regeneration line on the OEM pollution control system, and the OEM pollution control system is vented directly from the crankcase. 2. The system of claim 1, wherein the fuel / air inlet comprises an intake manifold, a fuel line, an air line or a fresh air intake. The pollution control system according to claim 6, wherein the fuel / air inlet is a fresh air intake portion for an air filter to be inserted into the supercharger on the combustion engine. 2. The system of claim 1, further comprising an oil separator in fluid communication with an outlet from the PCV valve, wherein the oil outlet from the oil separator is in fluid communication with the crankcase of the combustion engine and the gas outlet from the oil separator comprises fuel / Contamination control system in fluid communication with the air inlet. The pollution control system according to claim 1, wherein the combustion engine is configured to combust gasoline, methanol, diesel, ethanol, compressed natural gas, liquid propane gas, hydrogen or alcohol-based fuel. 2. The method of claim 1, wherein the controller reduces the engine vacuum pressure during a period of reduced blow-by gas production to reduce the fluid flow rate through the PCV valve and increases the engine vacuum pressure To increase the fluid flow rate through the PCV valve. 11. The system of claim 10, wherein the controller comprises a preprogrammed software program, a flash-updatable software program, or a behavior-learning software program. 12. The pollution control system according to claim 11, wherein the controller comprises a radio transmitter or a radio receiver. 11. A pollution control system according to claim 10, wherein the controller comprises a window switch coupled to the engine RPM sensor and the engine vacuum pressure is regulated based on a multi-engine RPM set by a predetermined engine RPM or window switch. 2. The system of claim 1, wherein the controller comprises an on-delay timer to inhibit fluid flow of the blow-by gas for a predetermined duration after activation of the combustion engine. 15. The system of claim 14, wherein the predetermined duration is a function of time, engine temperature or engine RPM. The contamination control system according to claim 1, wherein the sensor comprises an engine temperature sensor, an ignition plug sensor, an accelerometer sensor, a PCV valve sensor or an exhaust sensor. 17. The pollution control system according to claim 16, wherein the operating characteristic comprises engine temperature, engine cylinder capacity, real time acceleration calculation or engine RPM. A PCV valve configured to discharge blow-by gas from a crankcase of a combustion engine,
An inlet for fluid communication with the port on the engine oil cap, the engine oil cap being configured to attach to the oil filler tube to the crankcase;
An outlet configured to be in fluid communication with the fuel / air inlet of the combustion engine,
A two-stage check valve between the inlet and the outlet,
The first stage of the check valve is configured to be opened or closed by the solenoid mechanism in response to the controller and the second stage of the check valve is biased to the closed position to open only under vacuum pressure in a combustion engine greater than a predetermined threshold value PCV valve. 19. The PCV valve of claim 18, wherein the inlet of the PCV valve is fluidly connected to a port on the engine oil cap by a hose. 19. The PCV valve of claim 18, wherein the inlet of the PCV valve has the same area as the port on the engine oil cap. 21. The PCV valve of claim 20, wherein the engine oil cap is formed integrally with the PCV valve such that the inlet is a port on the engine oil cap. 19. The PCV valve of claim 18, further comprising a filter screen covering the port within the engine oil cap.

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