MX2015004438A - Pcv valve and pollution control system. - Google Patents

Abstract

A PCV valve and pollution control system for combustion engines. The PCV valve has an inlet and an outlet adapted to vent blow-by gasses from the crank case of a combustion engine. The inlet of the PCV valve is in fluid communication with a port on an engine oil cap on an engine oil inlet tube. The PCV valve may be integral with the engine oil cap or connected thereto by a hose. The outlet of the PCV valve directs vented blow-by gasses to a fuel/air inlet to the combustion chamber of the engine. The combination of the PCV valve with the engine oil cap facilitates installation of the system on a combustion engine.

Description

DIRECT CRANKSHAFT VENTILATION VALVE (PCV) AND SYSTEM POLLUTION CONTROL Field of the Invention The present invention relates, in general, to a system for the control of contamination. More particularly, the present invention relates to a system that filters the fuel bypass products of the engine for re-recirculation through a PCV valve assembly for the purpose of reducing emissions and improving engine performance.

Background of the Invention The basic operation of standard internal combustion engines varies somewhat depending on the type of combustion process, the number of cylinders and the desired use / functionality. For example, in a traditional two-stroke engine, the oil is previously mixed with fuel and air before entering the crankshaft. The oil / fuel / air mixture is extracted to the crankshaft by means of a vacuum created by the piston during intake. The oil / fuel mixture provides lubrication to the cylinder walls, the crankshaft and the connecting rod bearing on the crankshaft. In a standard gasoline engine, the fuel is subsequently compressed in the combustion chamber and ignited by a REF.:255784 Spark plug that causes the fuel to burn. There are no spark plugs in a diesel engine, so combustion in a diesel engine occurs only as a result of heat and compression in the combustion chamber. Then, the piston is pushed down and the exhaust gases of the cylinder are allowed to escape when the piston exposes the exhaust port. Piston movement pressurizes the remaining oil / fuel in the crankshaft and allows an additional amount of oil / fuel / fresh air to flow into the cylinder, thereby simultaneously pushing the remaining exhaust gas out of the exhaust port. The moment pushes the piston back in the direction of the compression stroke as the process repeats itself.

Alternately, in a four-stroke engine, the oil lubrication of the crankshaft and the connecting rod bearing is separated from the fuel / air mixture. Here, the crankshaft is mainly filled with air and oil. This is the intake manifold that receives and mixes the fuel and air that come from separate sources. The fuel / air mixture in the intake manifold is drawn into the combustion chamber where it is ignited by means of the spark plugs (in a standard gasoline engine) and subsequently burned. In a diesel engine, the fuel / air mixture is ignited by the heat and pressure in the combustion chamber. The combustion chamber is largely sealed from the crankshaft by a set of piston rings that are located around the outside diameter of the pistons inside the piston cylinder. This keeps the oil in the crankshaft instead of allowing it to burn as part of the combustion stroke, as in a two-stroke engine. Unfortunately, the piston rings are unable to completely seal the piston cylinder. Consequently, the crankshaft oil intended to lubricate the cylinder, instead, is drawn into the combustion chamber and burned during the combustion process. Additionally, the waste combustion gases comprising the unburnt fuel and the exhaust gases in the cylinder simultaneously pass the piston rings and enter the crankshaft. The waste gas entering the crankshaft is commonly called the "unburned mixture in the crankcase" or the "unburned gas in the crankcase".

The gases in the unburned mixture in the crankcase mainly consist of contaminants such as hydrocarbons (unburned fuel), carbon dioxide or water vapor, all of which are dangerous in the engine crankshaft. The amount of gas in the unburned mixture in the crankcase in the crankshaft can be several times the concentration of hydrocarbons in the intake manifold. Simple ventilation of these gases into the atmosphere increases air pollution. Although the trapping of gases from the unburned mixture in the crankcase in the crankshaft allows the pollutants to condense from the air and accumulate in the same with respect to time. The condensed contaminants form corrosive acids and sludge inside the crankshaft that dilute the lubricating oil. This decreases the ability of the oil to lubricate the cylinder and the crankshaft. Degraded oil that fails to properly lubricate crankshaft components (eg, crankshaft and connecting rods) can be a factor in poor engine performance. Inadequate lubrication of the crankshaft contributes to unnecessary wear on the piston rings, which simultaneously reduces the quality of the seal between the combustion chamber and the crankshaft. As the engine ages, the gaps between the piston rings and the cylinder walls increase, causing larger amounts of unburned gas in the crankcase to enter the crankshaft. Too many gases from the unburned mixture in the crankcase entering the crankshaft can cause a loss of power and even engine failure. In addition, water condensed in the gases of the unburned mixture in the crankcase can cause rust in the engine parts.

These problems are especially problematic in diesel engines. Diesel engines burn diesel fuel that is much more oily and heavier than gasoline. As it burns, diesel fuel produces carcinogens, particulate matter (soot), and NOx (nitrogen pollutants). This is why most diesel engines are associated with the images of a large oil-burning equipment truck dropping black smoke from its exhaust pipes. Similarly, the gas in the unburned mixture in the crankcase produced in the crankshaft of a diesel engine is much more oily and heavier than the gas in the unburned mixture in the crankcase. Therefore, crankcase ventilation systems for diesel engines were developed to remedy the existence of the gases of the unburned mixture in the crankcase in the crankshaft. In general, crankshaft venting systems expel gases from the unburned mixture in the crankcase outward from a direct crankcase ventilation valve (PCV) and into the intake manifold to be burned again. In a diesel engine, the diesel gases in the unburned mixture in the crankcase are much heavier and more oily than in a gasoline engine. As such, diesel gases from the unburned mixture in the crankcase have to be filtered before they can be reciepted through the intake manifold.

The PCV valves recirculate (ie ventilate) the gases from the unburned mixture in the crankcase back to the intake manifold to be burned once again with a fresh supply of air / fuel during combustion. This is particularly desirable since the hazardous gases from the unburned mixture in the diesel crankcase are not simply vented to the atmosphere. A crankcase ventilation system also has to be designed to limit, or ideally eliminate, the gas from the unburned mixture in the crankcase to the crankshaft to keep the crankshaft as clean as possible. The anterior PCV valve simply comprised one-way check valves. These PCV valves simply depended on the pressure differentials between the crankshaft and the intake manifold to function properly. When a piston travels down during intake, the air pressure in the intake manifold becomes lower than the surrounding ambient air. This result is commonly called the "engine vacuum". The vacuum draws the air to the intake manifold. As a result, the air is able to be drawn from the crankshaft and into the intake manifold via a PCV valve that provides a conduit therebetween. The PCV valve basically opens a one-way path for the non-mixing gases burned in the crankcase for crankshaft ventilation back to the intake manifold. In case the pressure difference changes (ie, the pressure in the intake manifold becomes relatively higher than the pressure in the crankshaft), the PCV valve closes and prevents the gases from leaving the intake manifold and entering to the crankshaft. Therefore, the PCV valve is a "direct" crankshaft ventilation system, where only gases are allowed to flow in an outward direction of the crankshaft and into the intake manifold. The one-way check valve is basically an all-or-nothing valve. That is, the valve is fully open during periods when the pressure in the intake manifold is relatively less than the pressure in the crankshaft. Alternately, the valve is fully closed when the pressure in the crankshaft is relatively lower than the pressure in the intake manifold. One-way check valve base PCV valves are unable to take into account changes in the amount of the unburnt mixture gases in the crankcase that exit at the crankshaft at any given time. The quantity of the gases in the unburned mixture in the crankcase in the crankshaft varies under different driving or driving conditions and by the make and model of the engine.

The PCV valve designs have been improved with respect to the one-way basic check valve and can be better regulate the amount of gases from the unburned mixture in the ventilated crankcase to the intake manifold. A PCV valve design uses a spring to position an internal restrictor, such as a cone or disc, relative to a vent through which gases from the unburned mixture in the crankcase flow from the crankshaft to the intake manifold. The internal restrictor is positioned close to the ventilation at a distance proportional to the motor vacuum level in relation to the spring tension. The purpose of the spring is to respond to variations in vacuum pressure between the crankshaft and the intake manifold. The design is intended to improve the one-way or all-in-one check valve. For example, in the slow gear, the engine vacuum is high. The spring-biased restrictor is positioned to vent a large amount of the gases from the unburned mixture in the crankcase in view of the large pressure differential, even though the engine is producing a relatively small amount of gases from the unburned mixture in the sump. The spring positions the internal restrictor to substantially allow air flow from the crankshaft to the intake manifold. During acceleration, the motor vacuum decreases due to the increase in motor load. Consequently, the spring is able to push the internal restrictor back down to reduce air flow from the crankshaft to the intake manifold, even if the engine is producing more gases from the unburned mixture in the crankcase. Then, the vacuum pressure increases as the acceleration decreases (ie, the engine load decreases) as the vehicle moves toward a constant cruise or travel speed. Again, the spring pulls the inner restrictor back out of the vent to a position that substantially allows air flow from the crankshaft to the intake manifold. In this situation, it is desirable to increase the flow of air from the crankshaft to the intake manifold, as a function of the pressure differential, because the engine creates more gases from the unburned mixture in the crankcase at cruising or travel speeds due to the highest engine RPMs. Therefore, this improved PCV valve that simply depends on the engine vacuum, the spring-loaded restrictor does not optimize the ventilation of the gases from the unburned mixture in the crankcase to the intake manifold, especially in situations where the vehicle it is constantly changing speeds (for example, driving or stopping in the city and continuing to motorway traffic).

A key aspect of crankshaft ventilation is that the engine vacuum varies as a function of the engine load, rather than the engine speed, and the amount of the gases in the unburned mixture in the crankcase varies, in part, as a function of engine speed, rather than engine load. For example, the engine vacuum is higher when the engine speeds remain relatively constant (for example, idling or driving at a constant speed). In this way, the amount of engine vacuum present when a motor is at idle (perhaps at 900 revolutions per minute (rpms)) is essentially the same as the amount of vacuum present when the engine is at cruising speed at a speed constant on a highway (for example between 2,500 to 2,800 rpms). The speed at which the gases from the unburned mixture in the crankcase are produced is much higher at 2,500 rpms than at 900 rpms. Although the spring-based PCV valve is unable to take into account the difference in gas production of the unburned mixture in the crankcase between 2,500 rpms and 900 rpms because the spring-based PCV valve experiences a similar differential of pressure between the intake manifold and the crankshaft at these different engine speeds. The spring is only sensitive to changes in air pressure, which is a function of the engine load rather than the engine speed. The engine load typically increases when accelerating or when climbing or climbing a mountain, for example. As the vehicle accelerates gas production the unburned mixture in the crankcase increases, although the engine vacuum decreases due to the increase in motor load. In this way, the spring-based PCV valve could vent an inadequate amount of the gases from the unburned mixture into the crankcase during acceleration. This spring-based PCV valve system is unable to vent gases from the unburned mixture in the crankcase as a function of the gas production of the unburned mixture in the crankcase because the spring is only sensitive to motor vacuum .

U.S. Patent No. 5, 228,424 to Collins, the contents of which are incorporated herein by reference, is an example of a two-stage spring-based PCV valve that regulates the venting of gas from the unburned mixture in the crankcase to the intake manifold. Specifically, Collins describes a PCV valve that has two discs in it to regulate the air flow between the crankshaft and the intake manifold. The first disc has a set of openings in it and is located between the ventilation and the second disc. The second disc itself mentioned to cover the openings in the first disc. When little or no vacuum is present, the second disc is retained against the first disc, causing both discs to be retained against ventilation. The new result is that little air flow through the PCV valve is allowed. The increase of the motor vacuum pushes the discs against a spring and out of the vent, thereby allowing more gases from the unburned mixture in the crankcase to flow from the crankshaft, through the PCV valve and back into the intake manifold. The simple presence of an engine vacuum causes at least the second disk to come out of the seat of the first disk, so that small quantities of gases from the unburned mixture in the crankcase are vented from the engine crankshaft through the openings mentioned with Previously on the first disk. Typically, the first disc substantially covers the ventilation each time the regulation position indicates that the engine is operating at a low constant speed (eg, slow speed). Depending on the acceleration of the vehicle, the first disc could move out of the ventilation to increase the speed at which the gases from the unburned mixture in the crankcase exit the crankshaft. The first disc could also exit the ventilation seat when the regulation position indicates that the engine is accelerating or operating at an even higher constant speed. The positioning of the first disk is mainly based on the regulation position and the positioning of the second disk is based mainly on the vacuum pressure between the intake manifold and the crankshaft. Although, the gas production of the unburned mixture in the crankcase is not based simply on the vacuum pressure, the position of regulation, or a combination. Instead, the gas production of the unburned mixture in the crankcase is based on a plurality of different factors, including engine load. Therefore, the Collins PCV valve also improperly ventilates gases from the unburned mixture in the crankcase to the intake manifold when the engine load varies at similar regulation positions.

The maintenance of a PCV valve system is important and relatively simple. The lubrication oil must be changed, periodically, to remove the dangerous contaminants trapped in it over time. Failure to change the lubrication oil at suitable intervals (typically every 4287 to 9654 km (3,000 to 6, p00 miles)) can lead to a PCV valve system contaminated with sludge. A capped PCV valve system will eventually damage the motor. The PCV valve system must remain clean during the life of the engine assuming that the lubrication oil is changed at a suitable frequency.

Pollution control systems of the prior art have required striking or puncturing the crankshaft or similar engine compartment containing gases from the unburned mixture in the crankcase for the purpose of recieling them. This bump or puncture in the crankshaft rotates the disc of the damaged engine block or that is otherwise dangerous to the integrity of the engine. In addition, the installation stage of a PCV valve in an engine, either OEM or after purchase or sale, could be a time-consuming or involved process due to the difficulty with the coupling of a new PCV valve in the compartment. of the motor or to the access of an existing PCV valve for its removal and replacement.

Consequently, there is a need for a pollution control system to a corresponding PCV valve that is easier, more convenient and less expensive to install. The present invention meets those needs and provides other relative advantages.

Summary of the Invention The present invention is directed to a PCV valve adapted to vent the gases of the unburned mixture in the crankcase of a crankshaft of a combustion engine. An input in the inventive PCV valve is in fluid communication with a port in a motor oil cover, the motor oil cover is configured for the coupling of an oil filler tube with the crankshaft. An output on the inventive PCV valve is configured for fluid communication with a fuel / air inlet of the combustion engine. The inventive PCV valve includes 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 a solenoid mechanism in response to a controller. The second stage of the check valve is biased in a closed position to open only under a vacuum pressure in the combustion engine larger than a predetermined threshold.

The PCV valve inlet could be connected, in fluid form, to the port in the motor oil cover by means of a hose. Alternately, the PCV valve inlet could be coextensive with the port in the engine oil cap, so that the engine oil cap is integrally formed with the PCV valve and the PCV valve inlet is the port in the engine oil cover. Preferably, a filter screen covers the port in the engine oil cover.

In a pollution control system, the PCV valve is again adapted to vent gases from the unburned mixture in the crankcase of a crankshaft of the combustion engine. The PCV valve inlet is in fluid communication with a port in the engine oil cap of the combustion engine, so that the gases from the unburned mixture in the crankcase are vented through the crankcase oil filler tube . An output of the PCV valve is in fluid communication with a fuel / air inlet of the combustion engine. The PCV valve once again comprises a two-stage check valve, where the first stage is controlled by the controller, and the second stage is compatible with the OEM settings, so that the check valve opens only under a sufficient vacuum pressure in case the controller fails. The controller is coupled with a sensor for monitoring an operational characteristic of the combustion engine. The controller is configured to selectively modulate the vacuum pressure of the motor so as to increase or decrease the fluid flow velocity of the ventilation of the gases of the unburned mixture in the crankcase of the combustion engine.

The PCV valve inlet could be coextensive with the port in the engine oil cap, so that the PCV valve is integrally formed with the engine oil cap and the valve inlet PCV is the port in the cap of the valve. Motor oil. A filter screen could be included through the port in the motor oil cover.

The output of the PCV valve could be in fluid communication with a recielado line in an OEM contamination control system, where the OEM contamination control system is ventilated directly from the crankshaft and the recycling line feeds the intake fuel / air. The fuel / air inlet could be an intake manifold, a fuel line, an air line, or a fresh air intake. The entry of Fuel / air could be a fresh air intake for an air filter that is fed into a supercharger in the combustion engine.

The system could also include an oil separator in fluid communication with the output of the PCV valve. An oil outlet of the oil separator is in fluid communication with the crankshaft of the combustion engine. A gas outlet of the oil separator is in fluid communication with the fuel / air inlet of the combustion engine.

The combustion engine could operate based on gasoline, methanol, diesel, ethanol, compressed natural gas, liquid propane gas, hydrogen or an alcohol-based fuel.

The controller could decrease the engine vacuum pressure during periods of decreased production of gases from the unburned mixture in the crankcase to decrease the fluid flow velocity through the PCV valve, and could increase the vacuum pressure of the valve. engine during periods of increased production of gases from the unburned mixture in the crankcase to increase the fluid flow velocity through the PCV valve. Preferably, the controller includes a pre-programmed software program, a software update program by 'flash', or a software program of behavioral learning. The controller could also include a wireless transmitter or a wireless receiver. The controller could further include a window switch coupled with an engine RPM sensor, wherein the engine vacuum pressure is modulated based on the predetermined engine RPMs or at multiple engine RPMs set by the window switch.

The controller may also include an ignition delay timer, so as to prevent the flow of fluid from the gases of the unburned mixture in the crankcase for a predetermined duration after activation of the combustion engine. The default duration of the ignition delay timer could be a function of time, engine temperature or engine RPMs. The sensor comprises a motor temperature sensor, a spark plug sensor, an accelerometer sensor, a PCV valve sensor, or an exhaust gas sensor. In addition, the operational characteristic includes the temperature of the engine, the number of cylinders of the engine, the calculation in real time of the celebration, or the RPMs of the engine.

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

Brief Description of the Figures The attached figures illustrate the invention. In these figures: Figure 1 is a schematic view illustrating a pollution control device for diesel engines having a controller coupled, operatively, with numerous sensors and a PCV valve; Figure 2 is a schematic view illustrating the general functionality of the PCV valve system in a combustion base engine; Figure 3 is a schematic view illustrating the general functionality of an alternate embodiment of the PCV valve system in a combustion base engine; Figure 4 is a schematic view illustrating the general functionality of another alternate embodiment of the PCV valve system in a combustion base engine; Figure 5 is a perspective view of an integral PCV valve with an oil cap for use with the inventive system; Figure 6 is an exploded perspective view of the PCV valve and the oil cap of Figure 5; Figure 7 is a partially exploded perspective view of the PCV valve of Figure 6, illustrating the mounting of an air flow restrictor; Figure 8 is a partially perspective view in exploded view of the PCV valve of Figure 6, illustrating the partial depression of the air flow restrictor; Figure 9 is a cross-sectional view of the PCV valve taken along line 9-9 of Figure 5, illustrating the lack of air flow; Figure 10 is a cross-sectional view of the PCV valve taken along line 10-10 of Figure 5, illustrating the restricted flow of air; Figure 11 is another cross-sectional view of the PCV valve taken along line 11-11 of Figure 5, illustrating the total air flow; Figure 12 is a perspective view of an alternate embodiment of an integral PCV valve with an oil cap for use with the inventive system; Figure 13 is a perspective illustration of the oil separator of the present invention; Y Figure 14 is an exploded view of the oil separator of Figure 13.

Detailed description of the invention As shown in the figures for purposes of illustration, the present invention of a pollution control system for combustion engines is generally referred to by reference number 10. In Figure 1, the pollution control system 10 it is generally illustrated that it has a preferable controller 12 mounted by under a bonnet 14 of an automobile 16. The controller 12 is electrically coupled with any one of a plurality of sensors that monitor and measure the operating conditions in real time and the performance of the automobile 16. The controller 12 regulates the flow rate of gases from the unburned mixture in the crankcase when regulating the engine vacuum in a combustion engine through the digital control of a PCV valve 18. The controller 12 receives the real-time input of the sensors that could include a sensor of engine temperature 20, a battery sensor 24, a PCV valve sensor 26, an engine RPM sensor 28 and an accelerometer sensor 30 and an exhaust gas sensor 32. The data obtained from the sensors 20-32 by the controller 12 are used to regulate the PCV valve 18, as described in more detail below.

The controller 12 could also control other devices in the vehicle engine. The controller 12 could control the flow of oil out of an oil filter or oil separator 19. The controller 12 could also regulate the temperatures of the engine, and an aerated conditioning chamber, which is designed to condition the fuel back toward the fuel line or back to the vacuum distributor by aerating and mixing the fuel before its reintroduction. Controller 12 could also regulate the purge system in case of failure in the pollution control system 10, the purge system activates the engine to revert back to the OEM system, if an OEM PCV system or another type of gas passing from the explosion chamber to the C rter management system. Controller 12 could also provide alerts to the motor operator. The alerts could flash an LED reading to report on the current detected engine conditions and receive alerts in the event of failure. Alerts, such as alarms or illuminated signals, can communicate the detected conditions. The controller 12 can be fully updated with a flash type memory or other similar devices. This means that the same controller 12 and system 10 could work on virtually any type of engine with all different types of fuels. The pollution control system 10 can be adapted to any internal combustion engine. For example, the pollution control system 10 could be used with gasoline, methanol, diesel, ethanol, compressed natural gas (CNG), liquid propane gas (LPG, for its acronym in English), hydrogen, alcohol-based engines, or virtually any other gas-based and / or steam-based fuel engine. This includes both two- and four-stroke IC engines and all light and heavy medium duty configurations.

Figures 2-4 depict schematic illustrations of the pollution control system 10 for the combustion engines 36. As shown in these figures, the PCV valve 18 (and optionally, the oil separator 19) are located between a crankshaft 35, of an engine 36, and an intake manifold 38. In operation, the intake manifold 38 receives the air by means of an air line 42. An air filter 44 could be located between the air line 42 and a air intake line 46 for filtering fresh air entering the pollution control system 10. Air in the intake manifold 38 is supplied to a piston cylinder 48 as the piston 50 descends downwardly into the cylinder 48 of top dead center. As the piston 50 descends downward, a vacuum is created within the combustion chamber 52. Accordingly, an input distribution shaft 54 that rotates to the target of the speed of the distribution shaft 34 is designed to open a inlet valve 56, whereby the intake manifold 38 is subjected to the engine vacuum. In this way, the air is drawn into the combustion chamber 52 from the intake manifold 38.

Once the piston 50 is in the lower part of the piston cylinder 48, the vacuum effect ends and the air is no longer drawn into the chamber. combustion 52 from the intake manifold 38. At this point, the piston 50 begins to move back the piston cylinder 48, and the air is compressed in the combustion chamber 52. Next, the fuel is directly injected into the combustion chamber 52 from fuel line 40. This injection could be further aided by the compressed air of a compressed air line. Depending on the type of fuel, the combustion could be generated by a spark, compression, heating or other known methods. The fuel is burned after it is injected into the combustion chamber.

The rapid expansion of the fuel / air burned in the combustion chamber 52 causes the depression of the piston 50 inside the cylinder 48. After combustion, an exhaust distribution shaft 60 opens an exhaust valve 62 to allow the escape of the gases of combustion of the combustion chamber 52 out of an exhaust line 64. Typically, during the combustion cycle, an excess portion of the exhaust gases, "the gases of the unburned mixture in the crankcase", it slides through a pair of piston rings 66 mounted on the head 68 of the piston 50.

These gases from the unburned mixture in the crankcase enter the crankshaft 35 as high pressure and temperature gases. With the passage of time, dangerous exhaust gases such as hydrocarbons, carbon monoxide, rust nitrous and carbon dioxide, as well as the particulates in these gases of the unburned mixture in the crankcase can condense or settle the gaseous state and can coat the inside of the crank shaft 35 and can be mixed with the oil 70 which lubricates the mechanisms inside. of the crankshaft 35. The diesel pollution control system 10 is designed to reciever the contents of these gases from the unburned mixture in the crankcase 35 back to the combustion intake to be burned by the engine 36. This it is achieved by using the pressure differential between the crankshaft 35 and the intake manifold 38.

Figure 2 illustrates an embodiment wherein the valve PCV 18 is in communication with the crankshaft 35 through an engine oil cover 37. The engine oil cover 37 is mounted in a fill pipe oil inlet 39 in the crankshaft 35. Preferably, the oil inlet pipe 39 is the same port through which the oil is added to the engine 36. In this embodiment, the PCV valve 18 is integral with the engine oil cover 37, of so that the inlet port 84 of the valve PCV 18 passes through the cover 37 and is open to the inlet pipe 39. In this way, the gases of the unburned mixture in the crankcase are removed from the crank 35, upwards of the inlet tube 39, and through the lid 37. A filter screen 85 (Figure 5) could be included inside the cover 37 for catching and removing at least a portion of the oil from the gases of the unburned mixture in the crankcase as they pass through the screen 85. An outlet 86 of the PCV valve 18 is in fluid communication with the intake manifold 38 for return the gases from the unburned mixture in the crankcase to the combustion chamber 52. The gases from the unburned mixture in the crankcase could be directly fed to the intake manifold 38, the air line 42, the fresh air line 46, or the fuel line 40. In certain types of engines 36, in particular, those with a supercharger 45 that alternate the operating states between a vacuum and positive pressure, the gases of the unburned mixture in the crankcase are preferably fed into an air filter 44, prior to the supercharger 45. The PCV valve 18 is electrically connected to the controller 12 to be controlled as it is written elsewhere in the present.

Figure 3 illustrates an alternate embodiment wherein the PCV valve 18 is again in communication with the crankshaft 35 through the engine oil cover 37. However, in this embodiment, the PCV valve 18 is connected to the oil cap motor 37 by means of a hose 43. The hose 43 is connected to the inlet port 84 of the PCV valve 18 with a coupling port 87 through the cover 37. In a similar manner to the previous mode, the gases from the unburned mixture in the crankcase are extracted from the crankshaft 35, then brought upwards from the inlet tube 39, through the cover 37 and the hose 43 and then, towards the PCV valve 18. A screen filter 85 could be included inside the lid 37. The outlet 86 of the PCV valve 18 is in fluid communication with the intake manifold 38 to return the gases from the unburned mixture in the crankcase to the combustion chamber 52. However, the outlet 86 of the PCV valve 18 could first pass through an oil separator 19, as described below. The gases of the unburned mixture in the crankcase from the outlet 174 of the oil separator 19 could be directly fed to 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 it is written elsewhere in the present.

Figure 4 illustrates another alternate embodiment wherein the PCV valve 18 is again in communication with the crankshaft 35 through the engine oil cover 37. In this embodiment, the PCV valve 18 is again integral with the engine oil cover 37, although it could be configured as shown in Figure 3. In the same way as with the other modes, the gases of the unburned mixture in the crankcase are extracted from the crankshaft 35, upwards of the inlet tube 39 and through the lid 37. Once again, a filter screen 85 could be included inside the lid 37. In this embodiment, the PCV valve 18 is installed in conjunction with an OEM valve system PCV which is connected with an output port 72 on the crankshaft 35. A ventilation line 74 connects the output port 72 with the OEM PCV 21 valve, which in turn is connected to the intake manifold 38 or other input of the valve. motor by means of a return line 76. The output 86 of the PCV valve 18 is in fluid communication with the return line 76 of the OEM PCV system to return the gases from the unburned mixture in the crankcase to the combustion chamber 52 by the same means. The PCV valve 18 is electrically connected to the controller 12 to be controlled as it is written elsewhere in the present. In this embodiment, the gases from the unburned mixture in the crankcase will mainly pass through the PCV valve 18 of the inventive system as the path of least resistance. PCV OEM systems tend to have smaller ports or ports than those found in the inventive PCV 10 valve system. Because the gas flow rate of the unburned mixture in the crankcase depends on the pressure differentials , that is to say, the vacuum generated during the piston cycle, the gases that pass from the explosion chamber will continue or continue along the least restrictive path.

In operation, the gases from the unburned mixture in the crankcase leave the crankshaft of a relatively higher pressure through the PCV valve 18 and then return to the combustion chamber 52 of the engine 36 as described. The fuel line 40 could receive the fuel vapors which are purer while the less pure gases of the unburned mixture in the diesel crankcase could be vented from the crankshaft 35 to the intake manifold 38 by means of the bypass line 41 This process is digitally regulated by the controller 12 shown in Figure 1. The fuel vapors to the fuel line 40 could be passed through the fuel filter before being reintroduced to the engine 36.

The PCV valve 18 in Figure 5 is electrically coupled, generally, to the controller 12 by means of a pair of electrical connections 78. The controller 12 regulates, at least partially, the amount of the gases in the mixture not burned in the crankcase flowing through the PCV valve 18 by means of electrical connections 78. In Figure 5, the PCV valve 18 includes a rubber housing 80 that includes a portion of an outer rigid housing 82. The connecting wires 78 extend outwardly from the outer housing 82 by means of an opening therein (not shown). Preferably, the outer housing 82 is unitary and comprises an intake port 84 and an exhaust port 86. In general, the controller 12 operates an internal restrictor to the outer housing 82 for regulation of the gas velocity of the unburned mixture in the crankcase entering the intake port 84 and coming out of the exhaust port 86.

Figure 6 illustrates the PCV valve 18 is an exploded perspective view. The rubber housing 80 covers an end cap 88 which substantially seals the outer housing 82 thereby enclosing the solenoid mechanism 90 and the air flow restrictor 92. The solenoid mechanism 90 includes a plunger 94 located within a solenoid 96. The connector wires 78 operate the solenoid 96 and extend through the end cap 88 through an opening 98 therein. Similarly, the rubber housing 80 includes an opening (not shown) that allows the connecting wires 78 to be electrically coupled with the controller 12.

In general, the motor vacuum present in the intake manifold 38 causes the gases in the unburned mixture in the crankcase to be extracted from the crankshaft 35, through the intake port 84 and out of the exhaust port 86 in the PCV valve 18. The air flow restrictor 92 shown in Figure 6 is a mechanism that regulates the amount of the gases in the mixture not burned in the crankcase which are vented from the crankshaft 35 to the intake manifold 38. The regulation of the gas of the unburned mixture in the crankcase of the air flow rate is particularly advantageous since the pollution control system 10 is capable of increasing the velocity of the gases of the unburned mixture in the crankcase which are vented from the crankshaft during the times of the highest gas production of the unburned mixture in the crankcase and decreasing the velocity of the gases of the mixture unburned in the crankcase which are vented from the crankshaft during times of the lowest gas production of the unburned mixture in the crankcase. The controller 12 is coupled with the plurality of sensors 20-32 to monitor the efficiency and total operation of the automobile 16 and operates the PCV 18 valve in real time to maximize reclosure of the gases from the unburned mixture in the crankcase according to the measurements taken by the sensors 20-32.

The operational characteristics and the production of the unburned mixture in the crankcase are unique to each engine and each automobile in which individual engines are installed. The pollution control system 10 is capable of being installed in the factory or after production to maximize the fuel efficiency of the automobile, to reduce hazardous emissions of exhaust gases, to reduce oil and other gases and to eliminate the contaminants inside the crankshaft. The purpose of the pollution control system 10 is to strategically ventilate the gases of the unburned mixture in the crankcase 35 as a function of the gas production of the unburned mixture in the crankcase, the gas filtrate of the the unburned mixture in the crankcase and the recielado of any combustible oil that could come from the gas of the unburned mixture in the crankcase. Accordingly, the controller 12 regulates and digitally controls the PCV valve 18 as a function of the engine speed and other operating characteristics and real-time measurements taken by the sensors 20-32. The pollution control system 10 could be integrated into automobile engines used to produce energy or used for industrial purposes.

In particular, venting the gases from the unburned mixture in the crankcase as a function of engine speed and other operating characteristics of a car decreases the total amount of hydrocarbons, carbon monoxide, nitrogen oxide, carbon dioxide and emissions of particulate matter. The pollution control system 10 recycles these gases and particulate matter by burning them in the combustion cycle. There are no longer large amounts of pollutants issued from the engine through the exhaust. Therefore, the pollution control system 10 is capable of reducing the air pollution as much as 40 to 50% for each engine, to increase output or performance per gallon as much as 20 to 30%, to increase horsepower output, to reduce engine wear (due to low carbon sequestration in it) and reduce the frequency of oil changes by a factor of ten. Considering that the United States consumes approximately 14628.6 million liters (3870 million gallons) of oil per day, a reduction of 15% through the recielado of the gases of the unburned mixture in the crankcase with the pollution control system 10 translates into savings of approximately 492.05 million liters (130 million gallons) of oil per day in the United States alone. Across the world, nearly 12.49 trillion liters (3.3 trillion gallons) of oil are consumed per day, which would result in approximately 1892.5 million liters (500 million gallons) of oil saved each day.

In one embodiment, the amount of gases from the unburned mixture in the crankcase entering the intake port 84 of the PCV valve 18 is regulated by the air flow restrictor 92 as is generally shown in Figure 6. The restrictor of the air flow 92 includes a rod 100 having a rear portion 102, an intermediate portion 104 and a front portion 106. The portion The front 106 has a slightly smaller diameter than the rear portion 102 and the intermediate portion 104. A front spring 108 is located in a concentric position on the intermediate portion 104 and the front portion 106, which includes on a front surface 110 of the rod 100. The front spring 108 is preferably a coil spring which decreases its diameter of the intake port 84 towards the front surface 110. A detent collar 112 separates the rear portion 102 from the intermediate portion 104 and provides a point where a rearward spring pressure 114 could be coupled with the rod 100. The diameter of the front spring 108 has to be approximately or slightly smaller than the diameter of the back pressure spring 114. The back pressure spring 114 engages with the front spring 108 on one side and a spring rear 116 is made conical of a wider diameter next to solenoid 96 to a diameter that is approximately the size or slightly smaller than the diameter of the back pressure spring 114. The rear spring 116 is preferably a coil spring and is wedged between a front surface 118 of the solenoid 96 and the back pressure spring 114. The front portion 106 also includes a indented collar 120 which provides a coupling point for a pressurized front ring 122. The diameter of the pressurized front ring 122 is smaller than the diameter of the conical front spring 108.

The pressurized front ring 122 retains, in a fixed manner, a front disk 124 on the front portion 106 of the rod 100. Accordingly, the front disk 124 is wedged, in a fixed manner, between the pressurized front ring 122 and the surface front 110. The front disk 124 has an inner diameter configured to engage, slidably, with the front portion 106 of the rod 100. The front spring 108 is disengaged to engage with a rear disc 126 as described below.

The discs 124, 126 govern the amount of the gases in the unburned mixture in the crankcase entering the intake port 84 and exiting the exhaust port 86. FIGS. 7 and 8 illustrate the air flow restrictor 92 which is assembled in the solenoid mechanism 90 and external to the rubber housing 80 and the outer housing 82. Accordingly, the plunger 94 is positioned within the rear portion of the solenoid 96 as shown herein. The connecting wires 78 are coupled with the solenoid 96 and govern the position of the plunger 94 within the solenoid 96 by regulating the current supplied to the solenoid 96. The increase or decrease of the electric current through the solenoid 96 increases or decreases, so corresponding, the magnetic field produced in it. The magnetized plunger 94 responds to the change in the magnetic field by sliding in or out from within the solenoid 96. The increase of the electric current supplied to the solenoid 96 through the connecting wires 78 and increases the magnetic field in the solenoid 96 and causes the magnetized piston 94 to be further depressed within the solenoid 96. On the contrary, the reduction of the electric current supplied to the solenoid 96 by means of the connecting wires 78 reduces the magnetic field therein and causes the magnetized piston 94 to slide outwardly from within the interior of the solenoid 96. As will be shown in greater detail herein , the positioning of the plunger 94 within the solenoid 96 determines, at least partially, the amount of the gases of the unburned mixture in the crankcase that could enter the intake orifice 84 at any given time. This is achieved by the interaction of the plunger 94 with the rod 100 and the corresponding front disc 124 secured therewith.

Figure 7 illustrates, in a specific manner, the restrictor of the air flow 92 in a closed position. The rear portion 102 of the rod 100 has an outer diameter about the size of the inner diameter of the solenoid 96. Accordingly, the rod 100 can slide within the solenoid 96. The position of the rod 100 in the outer housing 82 depends on the position of the plunger 94 due to the clutch of the rear portion 106 with the plunger 94 as shown more specifically in Figures 9-11. As shown in Figure 7, the rear spring 116 is compressed between the front surface 118 of the solenoid 96 and the pressurized back spring 114. This in turn compresses the rear disk 126 against the front disk 124. Similarly, the front spring 108 is compressed between the press rear ring 114 and the rear disc 126. This allows the rear disc 126 to be separated from the front disc 124, as shown in Figure 8.

As best shown in Figures 9-11 (taken along lines 9-9, 10-10, and 11-11 of Figure 5), the front disk 124 includes an extension 130 having a smaller diameter than the diameter of a base 132. The base 132 of the rear disc 126 is approximately the diameter of the conical front spring 108. In this way, the front spring 108 is placed on an extension 130 of the rear disc 126 to engage with the flat surface of the larger diameter base 132 thereof. The inner diameter of the rear disc 126 is approximately the size of the external diameter of the intermediate portion 104 of the rod 100, which is smaller in diameter than either the intermediate portion 104 or the rear portion 102. In this regard, the front disc 124 locks in place at the front portion 106 of the rod 100 between the front surface 110 and the pressurized front ring 122. Accordingly, the position of the front disc 124 is dependent on the position of the rod 100 as it is coupled with the plunger 94. The plunger 94 slides in or out from within the solenoid 96 depending on the amount of current supplied by the connecting wires 78, as described above.

Figure 8 illustrates the PCV valve 18 where the increased vacuum created between the crankshaft 35 and the intake manifold 38 causes the rear disc 126 to retract out of the intake port 84 thereby allowing the air to flow through it. In this situation, the engine vacuum pressure exerted on the disk 126 must overcome the opposite force exerted by the front spring 108. Here, small amounts of the gases from the unburned mixture in the crankcase could pass through the PCV valve 18 through a pair of openings 134 in the front disk 124.

Figures 9-11 illustrate, more specifically, the functionality of the PCV valve 18 according to the contamination control system 10. Figure 9 illustrates the PCV valve 18 in a closed position. Here, no gas from the unburned mixture in the crankcase could enter the intake port 84. As shown, the front disk 124 is flush against a flange 136 defined in the intake hole 84. The diameter of the base 132 of the rear disc 126 extends over and includes the openings 134 in the front disc 124 to prevent any air flow through the intake port 84. In this position, the plunger 94 is located within the solenoid 96 whereby the rod 100 is pressed towards the intake port 84. Whereupon, the rear spring 116 is compressed between the front surface 118 of the solenoid 96 and the pressurized rear spring 114. Similarly , the front spring 108 is compressed between the pressurized back spring 114 and the base 132 of the rear disc 126.

Figure 10 is a mode illustrating a condition wherein the vacuum pressure exerted by the intake manifold relative to the crankshaft is greater than the pressure exerted by the forward spring 108 to position the rear disc 126 flush against the front disc 124 . In this case, the rear disc 126 is able to slide along the outer diameter of the rod 100 whereby the openings 134 in the front disc 124 are opened. Limited amounts of the gases of the unburned mixture are allowed to enter the disc. crankcase to the PCV valve 18 through the intake hole 84 as observed by the direction arrows in the present. Obviously, the gases from the unburned mixture in the crankcase leave the PCV valve 18 through the exhaust port 86 as observed by the direction arrows in the present. In the position shown in Figure 10, the gas in the unburned mixture in the crankcase the air flow is still restricted as the front disk 124 remains seated against the flanges 136. In this way, only limited flow is possible. of air through the openings 134. The increase of the motor vacuum increases accordingly the air pressure exerted against the rear disc 126. Accordingly, the front spring 108 is further compressed, so that the rear disc 126 continues to move towards outside the front disc 124 whereby a larger air flow path is created which allows the escape of additional gases from the unburned mixture in the crankcase. Further, the plunger 94 in the solenoid 96 could position the rod 100 within the PCV valve 18 to exert more or less pressure on the springs 108, 116 in order to restrict or allow the flow of air through the intake port 84, as determined by the controller 12.

Figure 11 illustrates another condition where the additional air flow is allowed to flow through the intake port 84 upon retraction of the plunger 94 from within the solenoid 96 by altering the electrical current through the connector wires 78. The reduction of the electric current flowing through the solenoid 96 reduces the corresponding magnetic field generated therein and allows the magnetic plunger 94 to retract. Accordingly, the rod 100 retracts out of the intake port 84 with the plunger 94. This allows the front disk 124 to move from the tabs 136 whereby additional air flow is allowed to enter the intake port 84 around the outside diameter of the front disk 124. Obviously, the increase in air flow through the intake port 84 and outflow to through the exhaust port 86 allows the venting of the gases from the unburned mixture in the crankcase 35 to the intake manifold 38. In one embodiment, the plunger 94 allows the rod 100 to retract the entire trajectory from inside the outer housing 82, so that the front disk 124 and the rear disc 126 no longer prevent or further restrict the flow of air through the intake port 84 and toward out through the exhaust port 86. This is particularly desirable at high engine RPMs and at high engine loads, where increased amounts of the unburnt mixture gases in the crankcase are produced by the engine. The engine load is a more reliable indicator of the amount of gas in the unburned mixture in the crankcase that is being produced more than the RPMs. In addition, fixed motors, that is, generators, or those not geared to a transmission They work at constant RPMs. In this way, the system 10 with the PCV valve 18 is preferably controlled depending on the detected load conditions or on a periodic on / off cycle, that is, 2 minutes of ignition-2 minutes of shutdown. Obviously, the springs 108, 116 could be classified differently according to the specific automobile with which the PCV valve 18 will be incorporated in a contamination control system 10.

The controller 12 effectively governs the positioning of the plunger 94 within the solenoid 96 by increasing or decreasing the electric current therein by means of the connecting wires 78. The controller 12 could include by itself any one of a variety of electronic circuit assemblies that include switches, timers, interval timers, relay timers, 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, controller 12 could include a RWS window switch module provided by Baker Electronix of Beckly, W. VA. The RWS module is an electrical switch that is activated above the pre-selected engine RPMs and deactivated above the highest pre-selected engine RPMs.

The RWS module is considered as a "window switch" because the output is activated during a window of the RPMs. The RWS module could work in conjunction, for example, with the engine RPM sensor 28 to modulate the air flow velocity of the unburned mixture in the crankcase gases vented from the crankshaft 35.

Preferably, the RWS module works with a standard coil signal used by most tachometers when adjusting the position of the plunger 94 within the solenoid 96. An automobile tachometer is a device that measures the engine RPMs in real time. In one embodiment, the RWS module could activate the plunger 94 within the solenoid 96 at low engine RPMs, when the production of gas from the unburned mixture in the crankcase is minimal. Here, the plunger 94 pushes the rod 100 towards the intake port 84, so that the front disc 124 sits against the flanges 136 as is generally shown in Figure 9. In this regard, the PCV valve 18 ventilates small amounts of liquid. the gases of the unburned mixture in the crankcase to the intake manifold via the openings 134 in the front disc 124 even when the engine vacuum is high. The high motor vacuum forces the gases from the unburned mixture in the crankcase to pass through the openings 134 whereby the rear disk 126 is forced to move out of the front disk 124, compressing the front spring 108. At low speed, the RWS module activates the solenoid 96 to prevent the front disk 124 from leaving the seat or moving from the flanges 136, thereby preventing large amounts of air from flowing between the Engine crankshaft and intake manifold. This is particularly desirable at low engine RPMs since the amount of unburned gas in the crankcase produced within the engine is relatively low even though the engine vacuum is relatively high. Obviously, the controller 12 can regulate the PCV valve 18 simultaneously with other components of the pollution control system 10 to adjust the air flow velocity of the gases of the unburned mixture in the crankcase ventilated from the crankshaft 35.

The gas production of the unburned mixture in the crankcase increases during the acceleration, during the increase of the engine load and with the higher engine RPMs. Accordingly, the RWS module could turn off or reduce the electrical current that is directed towards the solenoid 96, so that the plunger 94 retracts from inside the solenoid 96 whereby, it leaves the seat or moves the front disc 124 of the eyelashes 136 (Figure 11) and allows larger quantities of unburned gas in the crankcase to be vented from the crankshaft 35 to the intake manifold 38. These functionalities could occur at RPMs. selected or within a given range of selected RPMs previously programmed in the RWS module. The RWS module could be reactivated when the car eclipses another pre-selected RWS, such as at higher RPMs, whereby the plunger 94 is again engaged within the solenoid 96. In an alternative embodiment, the variation of the RWS module could be used to stop, selectively, the plunger 94 from within the solenoid 96. For example, the current supplied to the solenoid 96 could initially cause the plunger 94 to clutch the front disk 124 with the flanges 136 of the intake port 84 to 900 rpms. At 1700 rpms, the RWS module could activate a first stage wherein the current supplied to the solenoid 96 is reduced by one half. In this case, the piston 94 retracts halfway from the inside of the solenoid 96 whereby the intake orifice 84 partially opens to the gas flow passing from the crankcase explosion chamber. When the motor rpms reach for example, 2500 rpms, the RWS module could eliminate the current going to the solenoid 96, so that the plunger 94 retracts completely from inside the solenoid 96 to completely open the intake orifice 84. In this position, it is particularly preferred that the front disk 124 and the rear disc 126 no longer restrict the air flow between the intake port 84 and the exhaust port 86. The steps could be regulated by the engine RPMs or other parameters and calculations performed by the controller 12 and based on the readings of the sensors 20-32.

The controller 12 may be pre-programmed, programmed after installation or upgraded or to meet specific automotive or on-board diagnostic (OBD) specifications. In one embodiment, the controller 12 is equipped with self-learning software, so that the switch (in the case of the RWS module) is adapted to the best time to activate or deactivate the solenoid 96, or the stage for the location of the plunger 94 in solenoid 96 in order to optimally increase fuel efficiency and reduce air pollution. In a particularly preferred embodiment, the controller 12 optimizes the ventilation of the gases of the unburned mixture in the crankcase based on the real-time measurements taken by the sensors 20-32. For example, the controller 12 could determine that the automobile 16 is expelling increased quantities of harmful exhaust gases by means of feedback from the exhaust gas sensor 32. In this case, the controller 12 could activate the separation or removal of the plunger 94. from inside the solenoid 96 to vent additional gases from the unburned mixture into the crankcase from inside the crankshaft to reduce the amount of pollutants expelled through the gases of automobile exhaust 16 as measured by the exhaust gas sensor 32.

In another embodiment, the controller 12 is equipped with a LED that flashes to indicate power and that the controller 12 is waiting to receive velocity pulses. The LED could also be used to calibrate or measure if the controller 12 is functioning correctly. The LED flashes until the car reaches the specific RPMs, at this point the controller 12 changes the current supplied to the solenoid 96 by means of the connector wires 78. In a particularly preferred embodiment, the controller 12 maintains the amount of current supplied to the solenoid 96 until the engine RPMs fall 10% lower than the trigger point. This mechanism is called hysteresis. The hysteresis is implemented in the pollution control system 10 to eliminate the on / off pulsation, which is otherwise known as tinkling or squealing, when the engine RPMs jump above or below the set point in a period of time. of relatively short time. The hysteresis could also be implemented in an electronic based stage system that is described above.

The controller 12 could also be equipped with an ignition delay timer, such as the ignition delay timer KH1 Analog Series manufactured by Instrumentation & Control Systems, Inc. of Addison, III. A delay timer is particularly preferred for use during initial startup. At low engine RPMs, few gases are produced from the unburned mixture in the crankcase. Accordingly, a delay timer could be integrated into the controller 12 to delay activation of the solenoid 96 and the corresponding plunger 94. Preferably, the delay time ensures that the plunger 94 remains fully inserted within the solenoid 96, so that the front disc 124 remains leveled against the flanges 136 thereby limiting the amount of gas in the unburned mixture in the crankcase to the air flow entering the intake port 84. The delay timer could be adjusted to activate releasing any one of the disks 124, 126 of the intake port 84 after a predetermined duration (eg, one minute). Alternatively, the delay timer could be adjusted by the controller 12 as a function of the engine temperature, as measured by the engine temperature sensor 20, the engine RPMs, as measured by any of the engine RPM sensor 28. or the accelerometer sensor 30, the battery sensor 24 or the exhaust gas sensor 32. The delay could include a variable range depending on any of the readings mentioned above. The variable timer could also be integrated with the RWS switch.

Preferably, the controller 12 is mounted inside the hood 14 of the automobile 16 as is generally shown in Figure 1. The controller 12 could be packaged with an installation kit to allow the user to couple the controller 12 as shown. In electrical form, the controller 12 is powered by any suitable 12 V circuit breaker. A kit having the controller 12 could include an adapter where a 12 V circuit breaker could be removed from the circuit board and could be replaced. with an adapter (not shown) that connects to the connector wires 78 of the PCV valve 18, so that the user installing the contamination control system 10 can not cross the wires between the controller 12 and the PCV valve 18 The controller 12 could also be entered, wirelessly, by means of a remote control or an independent unit to access or download the calculations and measurements in real time, the stored data or other information read, stored or calculated by the controller. .

In another aspect of the pollution control system 10, the controller 12 regulates the PCV valve 18 as a function of the operating frequency of the engine. For example, the controller 12 could activate or deactivate the plunger 94 as the motor passes through a resonant frequency. In a preferred embodiment, the controller 12 blocks all air flow from the crankshaft 35 to the intake manifold 38 until after the engine passes through the resonant frequency. The controller 12 can also be programmed to regulate the PCV valve 18 as a function of the detected frequencies of the engine under various operating conditions, as described above.

In addition, the pollution control system 10 can be used with a wide variety of engines, including gasoline engines, methanol, diesel, ethanol, compressed natural gas (CNG), liquid propane gas (LPG), hydrogen and base engines. of alcohol, or virtually any other fuel gas and / or steam base engine. The pollution control system 10 could also be used with larger fixed motors or could be used with canisters or other heavy machinery. Additionally, the pollution control system 10 could include one or more controllers 12 and one or more PCV valves 18 in combination with a plurality of sensors that measure the performance of the engine or vehicle. The use of the pollution control system 10 in association with a car, as described in detail above, is simply a preferred embodiment. Obviously, the pollution control system 10 has application through a wide variety of disciplines employing combustible materials that have an exhaust gas production that could be recielado and used.

In another aspect of the pollution control system 10, the controller 12 could modulate the control of the PCV valve 18. The primary functionality of the PCV valve 18 is the control of the amount of engine vacuum between the crankshaft 35 and the distributor of the valve. 38. The positioning of the plunger 94 within the solenoid 96 greatly imposes the air flow rate of the gases from the unburned mixture in the crankcase traveling from the crankshaft 35 to the intake manifold 38. In some systems, the valve PCV 18 could regulate the air flow to ensure that the relative pressure between the crankshaft 35 and the intake manifold 38 does not fall below a certain threshold according to the original equipment manufacturer (OEM). In the event that the controller 12 fails, the pollution control system 10 returns by default to the OEM settings where the PCV valve 18 functions as a two-stage check valve. A particularly preferred aspect of the pollution control system 10 is the compatibility with current and future OBD standards through the inclusion of a controller that can be updated by flash memory 12. In addition, the operation of the pollution control system 10 does not affects the operating conditions of the current OBD and OBD-II systems. The controller 12 could be entered and consulted in accordance with the standard OBD protocols and Updates by flash memory could modify the basic input / output system, so that controller 12 remains compatible with future OBD standards. Preferably, the controller 12 operates the PCV valve 18 to regulate the motor vacuum between the crankshaft 35 and the intake manifold 38, whereby the air flow rate between them is governed to ventilate, optimally , the gas of the unburned mixture in the crankcase inside the system 10.

In another aspect of the pollution control system 10, the controller 12 could modulate the activation and / or deactivation of the operating components, as described in detail above, for example, with respect to the PCV valve 18. This modulation is achieved, for example, through the aforementioned RWS switch, the ignition delay timer or other electronic circuitry and the digital activation or deactivation or the selectively intermediate positions of the control components mentioned above. For example, the controller 12 could selectively activate the PCV valve 18 for a period of one to two minutes and subsequently deactivate, selectively, the PCV valve 18 for 10 minutes. These activation / deactivation sequences could be established according to predetermined or learned sequences depending, for example, on the driving style.

The previously programmed timing sequences could be changed through flash memory updates of the controller 12.

Figure 12 illustrates an alternate embodiment of the integral PCV valve 18 with the engine oil cover 37. Unlike the embodiment shown in Figure 5, this embodiment has the PCV valve 18 coupled to the engine oil cover 37 by an elbow or bent connector. This elbow or bent connector orients the PCV valve 18 in a low profile position which is generally horizontal when the engine oil cover 37 is coupled with the motor oil inlet 39. This low profile position of the PCV valve 18 it orientates the same, so that it runs generally along the surface of the motor 36. This is particularly useful in engine compartments wherein the motor oil inlet 39 is in the upper part of the engine 36 and the hood 14 provides very little free space above the motor 36. Preferably, the angle or bend is a 90 ° angle, although it could be presented at other angles as a particular motor design might require. The PCV valve 18 operates in the same way as the previously described mode.

The wires 78 extending from the PCV valve 18 could include a waterproof connector 79a, 79b to facilitate connection to the controller 12.

Figures 13 and 14 illustrate a configuration for the oil separator 19. The oil separator 19 has a receptacle or container 134 with an upper portion 166 and a lower portion 168. Coupled with the container 134 is a lever 170 together with a inlet port 172 and outlet port 174. Figure 14 shows oil separator 19 in an exploded view with its orientation turned away from the orientation of Figure 13. One person may observe that lever 170 is coupled with the portion top 166 by means of a screw 176 or other similar coupling 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 located through the orifices of the inlet chamber 178 and the outlet chamber 180. Preferably, the screen 182 is held in place by means of the screws 184. Preferably, the interior of the lower portion 168 comprises an open chamber (not shown) configured to capture the condensed oil from the gases of the unburned mixture in the sump. Lower portion 168 could include steel wool 186 or other similar mesh layer materials. The lower side of the lower portion 168 includes an oil drain port 138.

The oil separator 19 further includes an O-ring or gasket 188 located between the upper portion 166 and the lower portion 168. The O-ring 188 seals the oil separator 19 against leakage or leakage during operation under pressure. Preferably, the upper portion 166 and the lower portion 168 are secured together through a durable but releasable connection, such as a threaded coupling, lugs and channels or adjustment screws. A person of ordinary skill in the art will appreciate the various securing means of the upper portion 166 and the lower portion 168.

When fully assembled, the oil separator 19 carries the gases from the unburned mixture in the crankcase to the inlet chamber 178 through the inlet port 172. Subsequently, the gases pass through the screen 182 to the lower portion 168. As the gases from the unburned mixture in the crankcase pass through the screen 182, a portion of the oil contained therein is condensed and drained to the lower part of the inner chamber. The gases from the unburned mixture in the crankcase then pass over and through the 186 mesh layers where the additional oil is further condensed from the unburned mixture gases in the crankcase to remain in the lower part of the inner chamber . The vacuum created by the pressure differential between the crankshaft and the intake manifold to then the gases of the unburned mixture in the crankcase up through the screen 182 in the direction of the outlet chamber 180. This second passage to through the screen 182 it also condenses the additional oil from the gases of the unburned mixture in the crankcase. The screen 182 and the 186 mesh layers also aid in the filtering of the particulate matter and other contaminants in the gases of the unburned mixture in the crankcase. Once extracted to the outlet chamber 180, the gases of the unburned mixture in the crankcase are released through the outlet port 174 and are transported as described in the different embodiments.

In view of the foregoing, it is understood by a person skilled in the art that the present invention for a pollution control system for diesel engines includes an oil filter and a PCV valve that are used in conjunction with a diesel engine. In summary, during acceleration and while transporting heavy loads, the diesel engine will produce gas from the unburned mixture in the crankcase, which includes fuel vapor, oil and other contaminants. This gas from the unburned mixture in the crankcase is vented from the crankshaft to the oil filter. Here, the gas from the unburned mixture in the crankcase passes through a series of mesh filters where the oil and other contaminants are filtered from the fuel vapor. The contaminants are trapped in the mesh filters, while the oil condenses in the bottom of the oil filter. The condensed oil is returned to the crankshaft out of the bottom of the oil filter.

The purified fuel vapor is drained from the oil filter through the PCV valve so that it is returned to the engine to be burned again. The PCV valve is connected to a controller that allows varying amounts of fuel vapor to pass through the valve according to current engine requirements. Once the fuel vapor passes through the PCV valve, it is returned to the engine either through the fuel line, or through the intake manifold.

Although several embodiments have been described in detail for purposes of illustration, various modifications could be made to each without departing from the scope and spirit of the invention. Accordingly, the invention is not limited, except for the appended claims.

It is noted that in relation to this date the best method known by the applicant to carry out the aforementioned invention, is that which is clear from the present description of the invention.

Claims (22)

CLAIMS Having described the invention as above, the content of the following claims is claimed as property:

1. A pollution control system, characterized in that it comprises: a controller coupled with a sensor for monitoring an operational characteristic of a combustion engine, wherein the controller is configured to selectively modulate the vacuum pressure of the engine in order to adjustably increase or decrease the flow velocity of the engine. fluid from the gases of the unburned mixture of the crankcase that are vented from the combustion engine; Y a PCV valve adapted to vent the gases from the unburned mixture in the crankcase of a crankshaft of the combustion engine, a valve inlet PCV is in fluid communication with a port in a cap of engine oil of the combustion engine of so that the gases from the unburned mixture in the crankcase are vented through an oil filler tube to the crankshaft, and a PCV valve outlet that is in fluid communication with a fuel / air inlet of the engine. combustion, where the PCV valve comprises a two-stage check valve, the first stage directed by the controller, and the second stage compatible with the OEM settings where the check valve opens only under sufficient vacuum pressure in case the controller fails.

2. The pollution control system according to claim 1, characterized in that the PCV valve inlet is coextensive with the port in the engine oil cover.

3. The pollution control system according to claim 2, characterized in that the PCV valve is integrally formed with the engine oil cover, so that the PCV valve inlet is the port in the engine oil cover.

4. The pollution control system according to claim 1, characterized in that it also comprises a filter screen through the port in the engine oil cover.

5. The pollution control system according to claim 1, characterized in that the output of the PCV valve is in fluid communication with a recielado line in an OEM contamination control system, where the OEM contamination control system is ventilated directly from the crankshaft.

6. The pollution control system according to claim 1, characterized in that the fuel / air inlet comprises an intake manifold, a fuel line, an air line or a Fresh air intake.

7. The pollution control system according to claim 6, characterized in that the fuel / air inlet is a fresh air intake for an air filter that is fed into a supercharger in the combustion engine.

8. The pollution control system according to claim 1, characterized in that it also comprises an oil separator in fluid communication with the outlet of the PCV valve, an oil outlet of the oil separator in fluid communication with the crankshaft of the combustion engine. and a gas outlet of the oil separator in fluid communication with the fuel / air inlet of the combustion engine.

9. The pollution control system according to claim 1, characterized in that the combustion engine is configured to burn gasoline, methanol, diesel, ethanol, compressed natural gas, liquid propane gas, hydrogen or alcohol-based fuel.

10. The pollution control system according to claim 1, characterized in that the controller decreases the engine vacuum pressure during periods of decreased production of the gases from the unburned mixture in the crankcase to decrease the fluid flow rate to through the PCV valve, and increases the Engine vacuum pressure during periods of increased production of gases from the unburned mixture in the crankcase to increase the fluid flow velocity through the PCV valve.

11. The pollution control system according to claim 10, characterized in that the controller includes a previously programmed software program, a flash software update program, or a behavior learning software program.

12. The pollution control system according to claim 11, characterized in that the controller includes a wireless transmitter or a wireless receiver.

13. The pollution control system according to claim 10, characterized in that the controller includes a window switch coupled with a motor RPM sensor, and wherein the motor vacuum pressure is modulated based on the predetermined motor RPMs or in multiple motor RPMs set by the window switch.

14. The pollution control system according to claim 1, characterized in that the controller includes an ignition delay timer, so as to prevent the flow of fluid from the gases of the Unburned mixture in the crankcase for a predetermined duration after activation of the combustion engine.

15. The pollution control system according to claim 14, characterized in that the predetermined duration is a function of time, engine temperature or engine RPMs.

16. The pollution control system according to claim 1, characterized in that the sensor comprises a motor temperature sensor, a spark plug sensor, an accelerometer sensor, a PCV valve sensor, or an exhaust gas sensor .

17. The pollution control system according to claim 16, characterized in that the operational characteristic comprises the temperature of the engine, the number of cylinders of the engine, the calculation in real time of the celebration, or the RPMs of the engine.

18. A PCV valve adapted to vent the gases of the unburned mixture in the crankcase of a crankshaft of a combustion engine, characterized in that it comprises: an input in fluid communication with a port in a motor oil cover, the motor oil cover is configured for coupling in an oil filling tube with the crankshaft; an output configured for smooth communication with the fuel / air inlet of the combustion engine; and a two-stage check valve between inlet and outlet, wherein the first stage of the check valve is configured to be opened or closed by a solenoid mechanism in response to a controller, and the second stage of the valve The retainer is diverted in a closed position to open only under a vacuum pressure in the combustion engine larger than a predetermined threshold.

19. The PCV valve according to claim 18, characterized in that the inlet of the PCV valve is fluidly connected to the port in the engine oil cover by means of a hose.

20. The PCV valve according to claim 18, characterized in that the PCV valve inlet is coextensive with the port in the engine oil cover.

21. The PCV valve according to claim 20, characterized in that the engine oil cover is integrally formed with the PCV valve, so that the inlet is the port in the engine oil cover.

22. The PCV valve according to claim 18, characterized in that it also comprises a filter screen that covers the port in the engine oil cover.