Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
  • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M13/00—Crankcase ventilating or breathing
  • F01M13/0011—Breather valves
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M13/00—Crankcase ventilating or breathing
  • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
  • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
  • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
  • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
  • F02D19/0686—Injectors
  • F02D19/0694—Injectors operating with a plurality of fuels
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
  • F02M25/06—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding lubricant vapours
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M13/00—Crankcase ventilating or breathing
  • F01M13/0011—Breather valves
  • F01M2013/0022—Breather valves electromagnetic
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M13/00—Crankcase ventilating or breathing
  • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
  • F01M2013/0433—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a deflection device, e.g. screen
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
  • F01M13/00—Crankcase ventilating or breathing
  • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
  • F01M2013/0461—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a labyrinth
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2250/00—Engine control related to specific problems or objectives
  • F02D2250/08—Engine blow-by from crankcase chamber
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

• the present invention generally relates to fuel systems for an internal combustion engine. More particularly, the present invention relates to a multi- fuel system for an internal combustion engine that utilizes both diesel and natural gas.
• piston rings disposed around the outer diameter of the pistons within the piston cylinder, are intended to seal off from the crankcase the unburned and burned fuel and air injected into the combustion chamber, the piston rings are unable to completely seal off the piston cylinder. Thus, waste gas enters the
• crankcase which is commonly called “blow-by” gas.
• Blow-by gasses mainly consist of contaminants such as hydrocarbons (unburned fuel), carbon dioxide and/or water vapor, all of which are harmful to the engine crankcase.
• the trapping of blow-by gasses in the crankcase allows the contaminants to condense and accumulate over time in the engine crankcase. Condensed contaminants form corrosive acids and sludge in the interior of the crankcase. This decreases the ability of the engine oil in the crankcase to lubricate the cylinder and crankshaft.
• the degraded oil that fails to properly lubricate the crankshaft components can be a factor in increased wear and tear in the engine, as well as poor engine performance.
• crankcase ventilation systems have been developed to expel blow-by gasses out of a positive crankcase ventilation (PCV) valve and into the intake manifold to be re-burned.
• PCV positive crankcase ventilation
• blow-by gasses removed from the crankcase often contain relatively high levels of lubricating oil and the like, which are introduced into the air intake manifold and thus into the combustion chamber, which increases the pollution generated by the vehicle.
• Natural gas is also sometimes used as a fuel for internal combustion engines. It has the capability of producing less combustion pollutants and decreasing engine operating costs without complex emission control devices. Its use is anticipated to reduce the rate of world fossil fuel consumption.
• the present invention fulfills these needs, and provides other related advantages.
• the present invention is directed to a multi-fuel engine system.
• the multi-fuel engine system starts with a diesel engine having a diesel tank fluidly connected to a combustion chamber by a first supply line.
• the diesel engine may include a fuel injector rail and a fuel injector that extends into the combustion chamber, in which case the first supply line is fluidly connected to the combustion chamber through the fuel injector rail and fuel injector.
• the fuel injector is responsive to a microcontroller as described below.
• the engine preferably has a plurality of combustion chambers corresponding to any number of a plurality of pistons in the engine.
• the engine may also include a plurality of fuel injectors extending from the fuel injector rail into each combustion chamber.
• the system also has a natural gas tank fluidly connected to the combustion chamber by a second supply line, which may also pass through the fuel injector rail and fuel injector if present.
• the natural gas tank is preferably made from a puncture resistant material or carbon fiber.
• the natural gas tank and the second supply line are preferably pressurized.
• the system also has a mixing chamber disposed in-line with the first and second supply lines, wherein the mixing chamber mixes diesel fuel from the diesel tank and natural gas from the natural gas tank to form a multi- fuel mixture before the combustion chamber.
• a microcontroller is coupled to a sensor monitoring an operational characteristic of the diesel engine,
• the mixing chamber is responsive to the microcontroller for selectively modulating formation of the multi-fuel mixture.
• the mixing chamber preferably processes the multi-fuel mixture by expanding, aerating, pressurizing, heating, or cooling, which is done in response to a signal from the microcontroller.
• the mixing chamber preferably mixes the diesel fuel and the natural gas in a range from pure diesel to a 1 : 1 ratio, also in response to a signal from the microcontroller.
• the diesel tank preferably includes a diesel level sensor that is wirelessly connected to the microcontroller.
• the natural gas tank also preferably has a natural gas level sensor wirelessly connected to the microcontroller.
• the microcontroller is configured to selectively modulate formation of the multi-fuel mixture responsive to signals from the diesel level sensor and the natural gas level sensor.
• the microcontroller is preferably configured to increase diesel fuel in the mixing chamber in response to increased torque, increased load, or increased altitude of the engine. The increased torque, increased load, or increased altitude of the engine is determined by analysis of the operational characteristic of the diesel engine by the sensor.
• the system preferably comprises a blow-by gas system comprising a PCV valve disposed in-line with a recirculating line extending from a crankcase of the diesel engine to the mixing chamber.
• the blow-by gas system further includes an oil filter in the recirculating line between the crankcase and the PCV valve.
• the system may also include a display device wirelessly connected to the microcontroller, the diesel level sensor, and the natural gas level sensor.
• the display device is may be configured to display a level of diesel fuel in the diesel tank, a level of natural gas in the natural gas tank, and a ratio of diesel fuel to natural gas in the multi-fuel mixture in the mixing chamber.
• the display device may be a smart phone or a dashboard mounted monitor.
• the display device may be configured to receive user input and transmit control signals to the microcontroller.
• the control signals may manually modulate formation of the multi-fuel mixture.
• the user input may be received by touch screen, button, or voice recognition.
• FIGURE 1 is a schematic illustration of vehicle with a multi-fuel system of the present invention
• FIGURE 2 is a schematic illustration of an engine incorporating a multi-fuel system of the present invention
• FIGURE 3 is a schematic illustration of the fuel injector rail and fuel injectors of the multi-fuel system of the present invention
• FIGURE 4 is a schematic illustration of the multi-fuel system of the present invention.
• FIGURE 5 is a schematic illustration of a multi-fuel system of the present invention having a microcontroller operationally coupled to numerous sensors and a PCV valve;
• FIGURE 6 is a schematic illustration of the general functionality of the multi-fuel system of the present invention
• FIGURE 7 is an elevational view of the blow-by filter, illustrating placement of the intake, exhaust, and oil drainage ports;
• FIGURE 8 is an enlarged side view of the area indicated by circle 8 of FIG. 7, illustrating the closed top portion of the canister of the blow-by filter;
• FIGURE 9 is an enlarged fragmented view taken from circle 9 of FIG.
• FIGURE 1 0 is a cut-away side view of the blow-by filter, illustrating the filtering assembly with its multiple layers of metal mesh of differing gauges;
• FIGURE 1 1 is a schematic illustration of an alternate embodiment of the multi-fuel system of the present invention.
• the present invention resides in a dual diesel and natural gas system for a diesel combustion engine.
• a diesel engine system is converted into a multiple fuel engine which operates on a combination of diesel fuel and natural gas fuel.
• the multiple fuel system operates on diesel as a first fuel and natural gas as a second fuel, being combined with diesel to lessen emissions.
• the system of the present invention can also potentially cause a dramatic increase in engine efficiency, such that the user can keep his car fueled for much less than it would cost to fuel a standard diesel engine.
• existing diesel engines can be retrofitted with as little modification to the standard diesel engine as possible.
• the only additions required to the standard diesel engine would be a tank for the natural gas and fuel line, a mixing chamber for the mixing of the fuels, a microcontroller, and in one embodiment a PCV valve and a blow-by gas filter.
• calibrated fuel injectors may be used, these are not necessary, and no additional alterations are needed for the actual engine.
• the dual fuel system is generally referred to herein by the reference number 1 0.
• a vehicle 1 2 is shown with an engine 1 4, a fuel injector rail 24 and four fuel injectors 26.
• fuel injection systems have replaced the old carburetor systems.
• Carburetors supplied fuel to the engine based on suction, while fuel injection systems supply fuel via a direct injection spray.
• the amount of fuel sprayed into the engine's combustion chamber may correspond to the amount of air entering the engine, resulting in the fuel injection system making the engine much more efficient.
• a fuel injection system only functions with one type of fuel.
• the dual fuel system of the present invention functions with both standard diesel as well as natural gas fuels.
• the dual fuel system 1 0 can be retrofitted into an existing vehicle, or it can be factory installed into a new vehicle.
• the vehicle 1 2 illustrated in FIG. 1 is for exemplary and illustration purposes only. It will be appreciated that the system 1 0 of the present invention can be used in a variety of vehicles and in fact in conjunction with diesel engines which are not part of a vehicle.
• the system 1 0 of the present invention requires both the standard diesel tank 1 6 as well as a separate natural gas tank 1 8.
• the natural gas tank 1 8 may be made of carbon fiber or some other material that is puncture resistant and capable of transporting materials under pressure.
• the vehicle is retrofit, such that the natural gas tank 1 8 is mounted within a sufficiently large space of the vehicle, the undercarriage of the vehicle 1 2 , or any other place where the tank 1 8 will fit without compromising the safety and functionality of the vehicle 1 2.
• FIG. 2 a partial cross-sectional and diagrammatic view of a typical engine is shown. Air is received through the intake manifold 30 into the combustion chamber 38 as the intake cam shaft 42 is drawn up. This creates the vacuum necessary to draw the air in.
• fuel is injected into the combustion chamber 38 by the fuel injector 26.
• the fuel injector 26 basically acts as an atomizer, producing a fine spray of fuel that is easily ignited by a glow plug 40 as the piston 32 is raised by the crankshaft 36, compressing the fuel to a point of ignition. The resulting combustion forces the piston 32 down into the crankcase 34, which in turn rotates the crankshaft 36.
• the fuel injector 26 is supplied by the fuel supply line 50 from the expansion and mixing chamber 20, which is supplied the diesel fuel 52 from tank 1 6 and/or the natural gas 54 from tank 1 8. Typically, the engine will run on either diesel fuel from supply line 52 alone, or a combination of diesel fuel from line 52 and natural gas from line 54.
• Hoses or fuel supply lines 28 interconnect the diesel and natural gas tank 1 6 and 1 8 with a mixing and expansion chamber 20.
• the diesel fuel supply from tank 1 6 is illustrated with its supply line 52 to mixing and expansion chamber 20.
• the natural gas supply tank 1 8 is shown with supply line 54 to the mixing and expansion chamber 20.
• the fuels are aerated and conditioned as necessary for proper mixing and use. The ratio of each fuel supplied can vary depending upon engine parameters.
• the fuel may be heated or cooled in the mixing chamber 20.
• the mixed and conditioned fuel is then sent via line 50 either directly to the engine, such as the illustrated fuel injector rail 24 having apertures 56 which lead to the fuel injectors 26 themselves.
• microcontroller or ECU 58 is used to control the input of the fuel through the fuel injectors 26 into the cylinders of the engine.
• the electronic control unit (ECU) 58 tells the fuel injectors 26 when to inject fuel and how much fuel to inject.
• the ECU 58 is typically part of the vehicle's computer control system. It is also contemplated by the present invention that the mixed fuel be delivered to the intake manifold 30 where it will be mixed with a portion of air for introduction into the cylinder and combustion chamber 38. [Para 42] With reference now to FIG. 4, a schematic drawing of the system of the present invention is shown. The supplies of diesel fuel 1 6 and natural gas fuel 1 8 are fed into the expansion and mixing chamber 20.
• a microcontroller 60 is used to determine the proportion of diesel fuel to natural gas fuel at any given time.
• the conditioning of the mixed fuel such as by aerating, pressurizing, heating or cooling, etc. is also controlled by the microcontroller 60.
• the microcontroller 60 may be a separate microcontroller from the ECU 58, but may also comprise the ECU 58 or a modified ECU 58.
• the controller 58 and/or 60 has sensor inputs to make these determinations.
• Sensors may include engine temperature sensor 62, battery sensor 64, a PCV valve sensor 66, an engine RPM sensor 68, an accelerometer sensor 70, and an exhaust sensor 72.
• Other sensors that are typically found in the vehicle and which provide data and signals to the ECU 58 may also be used. In fact, the data from the sensors may be fed directly to the microcontroller 60, or to the ECU 58, which then supplies the data to the microcontroller 60.
• an alternate embodiment of the system may include wireless features for various components.
• Each of the diesel fuel supply 1 6 and the natural gas fuel supply 1 8 may include a fuel level sensor 1 6a, 1 8a.
• each fuel supply 1 6, 1 8 may also include wireless antennae 1 6b, 1 8b configured to communicate information obtained by the fuel level sensors 1 6a, 1 8a.
• the fuel level sensors 1 6a, 1 8a may communicate the information to a display device such as a dash mounted monitor or smart phone 1 1 6.
• the purpose of such a wireless configuration is to permit aftermarket installation of the system so as not to require hardwiring into the OEM systems of an engine or automobile.
• the microcontroller 60 may also include an antenna 60a to permit wireless communication.
• the microcontroller 60 may wirelessly receive fuel level information from the sensors 1 6a, 1 8a and use that information to control the proportion of diesel fuel to natural gas fuel introduced to the mixing chamber 20 based upon the amounts of each left.
• the dash mounted monitor or smart phone 1 1 6 may also receive manual input, as by touch screen, buttons, or similar input devices, to transmit control signals to the
• the dash mounted monitor or smart phone 1 1 6 may be provided with an app to give a graphical user interface to permit manual control of the fuel proportions.
• the same app may also be programmed to respond to voice commands to control switching of the fuel proportions without requiring physical manipulation.
• the system may also use the engine sensors 62-72 to detect engine conditions such as increased torque, increased load, or increased altitude. In such instances, the microcontroller 60 may adjust the proportions of diesel fuel and natural gas fuel to a more advantageous mixture. Such engine conditions would benefit from a greater amount of diesel fuel in a mixture.
• the system may be configured to automatically switch to fuel proportions based upon the sensing of one or more of increased torque, increased load, and/or increased altitude.
• the present invention contemplates the use of a unique fuel injector rail 24 which is designed to supply the combined and mixed diesel and natural gas fuel to the combustion chambers of the cylinders of the engine.
• a single fuel injector 26 will be used in each combustion chamber of each cylinder of the engine so as to supply the already premixed fuel supply.
• the existing fuel intake and injecting system of the engine be used so as to modify the engine as little as possible to minimize the complexity and expense of retrofitting the vehicle or engine.
• a PCV valve 74 which is controlled by microcontroller 60, regulates the flow of blow-by gasses drawn from the engine crankcase 34 and supplied to the engine for burning. This may be done, for example, by regulating the engine vacuum in a combustion engine through a digital control of the PCV valve 74.
• the data obtained from the sensors 62-72 by the controller 58 and/or 60 may be used to regulate the PCV valve 74 as well as an oil filter 76.
• FIG. 1 1 shows the PCV valve 74 including an antenna 74a. With this antenna 74a, the state (open/closed) of the PCV valve 74 may be wirelessly monitored by the microcontroller 60. The microcontroller 60 may also wirelessly control the state of the PCV valve 74 based upon the sensed condition of the engine 1 4.
• the oil filter 76 illustrated in the figures herein is typically in addition to the regular oil filter, wherein the oil itself is filtered to remove contaminants. Instead, this filter 76 is for the filtering of oil from the blow-by gas removed from the crankcase.
• the typically cylindrical filters 76 can be clamped in place or threaded into place as needed. Off-the-shelf after market separators or oil filters or the uniquely designed filter 76 illustrated and described herein can be used.
• FIG. 6 a schematic view of an engine 1 4 and the operation of the blow-by filter 76 in conjunction with a PCV valve 74 are shown.
• the blow-by filter 76 and the PCV valve 74 are disposed in-line in a recirculating line 75 between the crankcase 34 of the engine 1 4 and the intake manifold 30 and fuel line 50 of the engine 1 4.
• the intake manifold 30 receives a mixture of fuel and air via fuel line 50 and air line 78.
• Fuel line 50 also provides fuel for direct injection into the combustion chamber 38. In a gasoline engine, the fuel line 50 does not directly inject fuel into the combustion chamber 38, rather, the fuel line 50 is only connected to the intake manifold 30.
• An air filter 80 receives fresh air 82, which is delivered through the intake manifold 30 to a piston cylinder and combustion chamber 38 as the piston 32 descends downwardly within the cylinder 84 from the top dead center. As the piston 32 descends downward within the cylinder 84, a vacuum is created within the combustion chamber 38. Accordingly, an input camshaft 42, rotating at a speed timed with the crankshaft 36 is designed to open an input valve 88 thereby subjecting the intake manifold 30 to the engine vacuum. Thus, air is drawn into the combustion chamber 38 from the intake manifold 30.
• PCV valve 74 includes a one-way check valve (not shown) that opens to allow blow-by gasses through the valve 74 when the vacuum between the intake manifold 30 and the crankcase 34 is strong enough. With the check valve open, blow-by gasses pass through the PCV valve 74 to be recycled through the intake manifold 30.
• the check valve can also be controlled by a microcontroller for added fuel efficiency.
• Blow-by gasses are not pure fuel vapors. Rather, when the un- ignited fuel is pulled into the crankcase 34, past the piston rings 94, the fuel vapors mix with the oil 95 that lubricates the mechanics within the crankcase 34. Over time, harmful exhaust gasses such as hydrocarbons, carbon monoxide, nitrous oxide and carbon dioxide can condense out from a gaseous state to mix with the oil 95 and the fuel vapors. Thus, the resulting blow-by gasses contain harmful impurities making them unsuitable for re-burning in the engine. In a diesel engine, diesel fuel contains more oil than gasoline, so the blow-by gasses are significantly oilier. Oily and sludgy blow-by gasses are not only non-suitable for re-burn, they also tend to gum up the PCV valve 74 making it impossible for the blow-by gasses to be recycled at all.
• the present invention incorporates a filter 76 to clean the impurities out of the blow-by gasses before they enter the PCV valve 74.
• the blow-by filter 76 also returns filtered engine oil 95 back into the crankcase 34 by return line 77 for further use.
• a check valve is used in the return of the oil back into the crank case. This prevents untreated oil from entering into the oil drainage port of the filter 76.
• Sensors may be used to detect if the filter 76 becomes too full, and a purging system may be used to resort back to the OEM.
• a warning system including alarms, LED lights, etc. may be used to notify the operator of such a situation.
• the blow-by filter 76 is particularly illustrated in FIGS.
• the blow-by filter 76 is shown in a side view.
• the blow-by filter 76 includes a canister 98 with a closed top portion or lid 1 00 and a bottom portion 1 02.
• the canister 98 may be made of metal, plastic, or any other material or composite that is suitable for use in high temperature, high pressure tasks.
• the closed top portion 1 00 of the canister 98 includes a blow-by intake port 1 04 and a fuel vapor exhaust port 1 06.
• the blow-by intake port 1 04 receives the blow-by gasses into the interior of the canister 98.
• the fuel vapor exhaust port 1 06 vents purified blow-by gasses from the interior of the canister 98 to the PCV valve 74, as illustrated in FIG. 6.
• FIG. 7 As illustrated in FIG. 7, the closed top portion 1 00 of the canister 98 is typically not removable from the canister 98. However, the bottom portion 1 02 of the canister 98 includes a removable cover 1 08 with clamps 1 1 0.
• the removable cover 1 08 includes an oil drainage port 1 1 2 that allows the purified oil 95 to drain back into the crankcase 34 of the engine 1 4.
• FIGS. 8 and 9 are enlarged views of areas "8" and "9" of FIGS. 7, illustrating the upper portion 1 00 and lower portion 1 02 of the oil filter canister 98. With reference to FIG. 9, the oil drainage port 1 1 2 may be offset from the center of the removable cover 1 08 in order to account for the angle of the blow-by filter 76 as it is mounted in relation to the vehicle 1 2.
• the removable cover 1 08 allows for easy access to the interior of the canister 98, making for easy cleaning and replacement of the contents of the canister 98.
• the blow-by filter 76 is shown in a cut-away side view.
• the filtering assembly 1 1 4 comprises multiple layers of metal mesh 86 of differing gauges. These layers of metal mesh 86 are loaded into the canister 98 through the canister's open end, after removing the cover 1 08.
• the layers of metal mesh 86 may be of the same type of metal, or may be of different types of metal.
• the types of metal that may be used include, but are not limited to, steel, stainless steel, aluminum, copper, brass, bronze, etc.
• contaminants and impurities are filtered by the finer gauges of metal mesh 86. Likewise, some impurities may be trapped by certain types of metal. As the blow-by gasses work through the filtering assembly 1 1 4, contaminants and impurities are trapped leaving two main byproducts, namely, cleansed engine oil 95 and purified fuel vapor.
• the cleansed engine oil 95 eventually collects in the bottom portion 1 02 of the canister 98, where it drains via the oil drainage port 1 1 2 back to the crankcase 34 of the engine 1 4.
• the purified fuel vapor is vented through the fuel vapor exhaust port 1 06 in the closed top portion 1 00 of the canister 98 to pass to the PCV valve 74 to be recycled through the intake manifold 30 or added to the diesel and/or natural gas fuel mixture in the expansion chamber before being introduced into the combustion chamber 38 of the engine 14.
• the filtering assembly 114 When the filtering assembly 114 requires periodic cleaning and maintenance, it can be easily removed from the canister 98 by unlatching the clamps 110 and removing the lid 108 from the bottom portion of the canister 98. It will be appreciated that the blow-by oil filter 76 may include sealing gaskets and the like as necessary to create a seal between the canister 98 and the removable lid 108, so as to prevent oil and other contaminants from leaking out. The present invention contemplates that priming might be involved when changing the oil separator/filter elements of the filtering assembly 114.
• the computerized controller 60 can be used to monitor the filtering process of the blow-by gasses and the PCV valve 74 and so as to control whether and to what degree the purified blow-by gasses pass through the PCV valve 74 and into either the fuel line 50, the expansion and mixing chamber 20 or directly into the air intake manifold 30 or air line 78. In any event, the blow-by gas which has been filtered presents a much cleaner gas which produces less undesirable emissions.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Oil, Petroleum & Natural Gas (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
• Lubricants (AREA)
• Production Of Liquid Hydrocarbon Mixture For Refining Petroleum (AREA)

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• 2016
  • 2016-08-30 MX MX2018010216A patent/MX369813B/es active IP Right Grant
  • 2016-08-30 EP EP16891870.4A patent/EP3420211A4/en not_active Withdrawn
  • 2016-08-30 WO PCT/US2016/049373 patent/WO2017146771A1/en active Application Filing
  • 2016-08-30 EA EA201891835A patent/EA201891835A1/ru unknown
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  • 2016-08-30 SG SG11201807135PA patent/SG11201807135PA/en unknown
  • 2016-08-30 KR KR1020187026898A patent/KR102019278B1/ko active IP Right Grant
  • 2016-08-30 AU AU2016393847A patent/AU2016393847B2/en not_active Ceased
  • 2016-08-30 CN CN201680084902.5A patent/CN109072788A/zh active Pending

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