EP3325781A1

EP3325781A1 - Diesel pollution control system

Info

Publication number: EP3325781A1
Application number: EP15899902.9A
Authority: EP
Inventors: Serge V. Monros
Original assignee: Individual
Current assignee: Individual
Priority date: 2015-07-24
Filing date: 2015-10-07
Publication date: 2018-05-30
Also published as: JP2018521266A; CA2992998A1; AU2015403404A1; BR112018001512A2; KR20180033215A; WO2017019112A1; EA201890372A1; CN108026804A; IL257020A

Abstract

A pollution control system for diesel engines includes a PCV valve and an oil filter positioned together in a canister. An open/closed state of the PCV is regulated by a controller, preferably wirelessly, responsive to sensed blow-by conditions, including pressure, temperature, composition, and/or flow rate. The controller also wirelessly receives measurements from an in-line blow-by gas sensor for regulating the PCV valve. The oil filter cleans particulate matter out of the blow-by gas, and condenses oil to return to the engine. The controller regulates the amount of blow-by gas vented through the system.

Description

DIESEL POLLUTION CONTROL SYSTEM D ESC RI PTI O N

FIELD OF THE INVENTION

[Para 1 ] The present invention generally relates to a system for controlling pollution. More particularly, the present invention relates to a system that filters engine fuel by-products for recycling through a PCV valve assembly in order to reduce emissions and improve engine performance.

BACKGROUND OF THE INVENTION

[Para 2] The basic operation of standard internal combustion engines vary somewhat based on the type of combustion process, the quantity of cylinders and the desired use/functionality. For instance, in a traditional two-stroke engine, oil is pre-mixed with fuel and air before entry into the crankcase. The oil/fuel/air mixture is drawn into the crankcase by a vacuum created by the piston during intake. The oil /fuel mixture provides lubrication for the cylinder walls, crankshaft and connecting rod bearing in the crankcase. In a standard gasoline engine, the fuel is then compressed in the combustion chamber and ignited by a 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 the heat and compression in the combustion chamber. The piston is then pushed downwardly and the exhaust fumes are allowed to exit the cylinder when the piston exposes the exhaust port. The movement of the piston pressurizes the remaining oil /fuel in the crankcase and allows additional fresh oil/fuel/air to rush into the cylinder, thereby simu ltaneously pushing the remaining exhaust out the exhaust port. Momentum drives the piston back into the compression stroke as the process repeats itself.

[Para 3] Alternatively, in a four-stroke engine, oil lubrication of the crankshaft and connecting rod bearing is separate from the fuel/air mixture. Here, the crankcase is filled mainly with air and oil. It is the intake manifold that receives and mixes fuel and air from separate sources. The fuel/air mixture in the intake manifold is drawn into the combustion chamber where it is ignited by the spark plugs (in a standard gasoline engine) and burned. In a diesel engine, the fuel /air mixture is ignited by heat and pressure in the combustion chamber. The combustion chamber is largely sealed off from the crankcase by a set of piston rings that are disposed around an outer diameter of the pistons within the piston cylinder. This keeps the oil in the crankcase rather than 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 off the piston cylinder. Consequently, crankcase oil intended to lubricate the cylinder is, instead, drawn into the combustion chamber and burned during the combustion process. Additionally, combustion waste gases comprising unburned fuel and exhaust gases in the cylinder simultaneously pass the piston rings and enter the crankcase. The waste gas entering the crankcase is commonly called "blow-by" or "blow-by gas".

[Para 4] Blow-by gases mainly consist of contaminants such as

hydrocarbons (unburned fuel), carbon dioxide or water vapor, all of which are harmful to the engine crankcase. The quantity of blow-by gas in the crankcase can be several times that of the concentration of hydrocarbons in the intake manifold. Simply venting these gases to the atmosphere increases air pollution. Although trapping the blow-by gases in the crankcase allows the contaminants to condense out of air and accumulate therein over time. Condensed

contaminants form corrosive acids and sludge in the interior of the crankcase that dilutes the lubricating oil. This decreases the ability of the oil to lubricate the cylinder and the crankshaft. Degraded oil that fails to properly lubricate the crankcase components (e.g. the crankshaft and connecting rods) can be a factor in poor engine performance. Inadequate crankcase lu brication contributes to unnecessary wear on the piston rings which simultaneously reduces the quality of the seal between the combustion chamber and the crankcase. As the engine ages, the gaps between the piston rings and cylinder walls increase resulting in larger quantities of blow-by gases entering the crankcase. Too much blow-by gases entering the crankcase can cause power loss and even engine failure. Moreover, condensed water in the blow-by gases can cause engine parts to rust. [Para 5] These issues are especially problematic in diesel engines. Diesel engines burn diesel fuel which is much more oily and heavy than gasoline. As it burns, diesel fuel produces carcinogens, particulate matter (soot), and NOx (nitrogen contaminants). This is why most diesel engines are associated with the images of a big rig truck belching black smog from its exhaust pipes.

Similarly, the blow-by gas produced in the crankcase of a diesel engine is much more oily and heavy than gasoline blow-by gas. Hence, crankcase ventilation systems for diesel engines were developed to remedy the existence of blow-by gases in the crankcase. In general, crankcase ventilation systems expel blow- by gases out of a positive crankcase ventilation (PCV) valve and into the intake manifold to be re-burned. In a diesel engine, the diesel blow-by gases are much heavier and oilier than in a gasoline engine. As such, the diesel blow-by gases must be filtered before they can be recycled through the intake manifold.

[Para 6] PCV valves recirculate (i.e. vent) blow-by gases from the crankcase back into the intake manifold to be burned again with a fresh supply of air/fuel during combustion. This is particularly desirable as the harmful blow-by gases are not simply vented to the atmosphere. A crankcase ventilation system should also be designed to limit, or ideally eliminate, blow-by gas in the crankcase to keep the crankcase as clean as possible. Early PCV valve

comprised simple one-way check valves. These PCV valves relied solely on pressure differentials between the crankcase and intake manifold to function correctly. When a piston travels downward during intake, the air pressure in the intake manifold becomes lower than the surrounding ambient atmosphere. This result is commonly called "engine vacuum". The vacuum draws air toward the intake manifold. Accordingly, air is capable of being drawn from the crankcase and into the intake manifold through a PCV valve that provides a conduit therebetween. The PCV valve basically opens a one-way path for blow- by gases to vent from the crankcase back into the intake manifold. In the event the pressure difference changes (i.e. the pressure in the intake manifold becomes relatively higher than the pressure in the crankcase), the PCV valve closes and prevents gases from exiting the intake manifold and entering the crankcase. Hence, the PCV valve is a "positive" crankcase ventilation system, wherein gases are only allowed to flow in one direction - out from the

crankcase and into the intake manifold. The one-way check valve is basically an all-or-nothing valve. That is, the valve is completely open during periods when the pressure in the intake manifold is relatively less than the pressure in the crankcase. Alternatively, the valve is completely closed when the pressure in the crankcase is relatively lower than the pressu re in the intake manifold. One-way check valve-based PCV valves are unable to account for changes in the quantity of blow-by gases that exist in the crankcase at any given time. The quantity of blow-by gases in the crankcase varies under different driving conditions and by engine make and model.

[Para 7] PCV valve designs have been improved over the basic one-way check valve and can better regulate the quantity of blow-by gases vented from the crankcase to the intake manifold. One PCV valve design uses a spring to position an internal restrictor, such as a cone or disk, relative to a vent through which the blow-by gases flow from the crankcase to the intake manifold. The internal restrictor is positioned proximate to the vent at a distance

proportionate to the level of engine vacuum relative to spring tension. The purpose of the spring is to respond to vacuum pressure variations between the crankcase and intake manifold. This design is intended to improve on the all- or-nothing one-way check valve. For example, at idle, engine vacuum is high. The spring-biased restrictor is set to vent a large quantity of blow-by gases in view of the large pressure differential, even though the engine is producing a relatively small quantity of blow-by gases. The spring positions the internal restrictor to substantially allow air flow from the crankcase to the intake manifold. During acceleration, the engine vacuum decreases due to an increase in engine load. Consequently, the spring is able to push the internal restrictor back down to reduce the air flow from the crankcase to the intake manifold, even though the engine is producing more blow-by gases. Vacuum pressure then increases as the acceleration decreases (i.e. engine load decreases) as the vehicle moves toward a constant cruising speed. Again, the spring draws the internal restrictor back away from the vent to a position that substantially allows air flow from the crankcase to the intake manifold. In this situation, it is desirable to increase air flow from the crankcase to the intake manifold, based on the pressure differential, because the engine creates more blow-by gases at cruising speeds due to higher engine RPMs. Hence, such an improved PCV valve that solely relies on engine vacuum and spring-biased restrictor does not optimize the ventilation of blow-by gases from the crankcase to the intake manifold, especially in situations where the vehicle is constantly changing speeds (e.g. city driving or stop and go highway traffic).

[Para 8] One key aspect of crankcase ventilation is that engine vacuum varies as a function of engine load, rather than engine speed, and the quantity of blow-by gases varies, in part, as a function of engine speed, rather than engine load. For example, engine vacuum is higher when engine speeds remain relatively constant (e.g. idling or driving at a constant velocity). Thus, the amount of engine vacuu m present when an engine is idling (perhaps 900 rotations per minute (rpm)) is essentially the same as the amount of vacuum present when the engine is cruising at a constant speed on a highway (for example between 2, 500 to 2 ,800 rpm). The rate at which blow-by gases are produced is much higher at 2, 500 rpm than at 900 rpm. But, a spring-based PCV valve is unable to account for the difference in blow-by gas production between 2 , 500 rpm and 900 rpm because the spring-based PCV valve experiences a similar pressure differential between the intake manifold and the crank case at these different engine speeds. The spring is only responsive to changes in air pressure, which is a function of engine load rather than engine speed. Engine load typically increases when accelerating or when climbing a hill, for example. As the vehicle accelerates blow-by gas production increases, but the engine vacuum decreases due to the increased engine load. Thus, the spring-based PCV valve may vent an inadequate quantity of blow-by gases from the crankcase during acceleration. Such a spring-based PCV valve system is incapable of venting blow-by gases based on blow-by gas production because the spring is only responsive to engine vacuum.

[Para 9] U.S. Patent No. 5,228,424 to Collins, the contents of which are herein incorporated by reference, is an example of a two-stage spring-based PCV valve that regulates the ventilation of blow-by gases from the crankcase to the intake manifold. Specifically, Collins discloses a PCV valve having two disks therein to regulate air flow between the crankcase and the intake manifold. The first disk has a set of apertures therein and is disposed between a vent and the second disk. The second disk is sized to cover the apertures in the first disk. When little or no vacuum is present, the second disk is held against the first disk, resulting in both disks being held against the vent. The new result is that little air flow is permitted through the PCV valve. Increased engine vacuum pushes the disks against a spring and away from the vent, thereby allowing more blow-by gases to flow from the crankcase, through the PCV valve and back into the intake manifold. The mere presence of an engine vacuum causes at least the second disk to unseat from the first disk such that small quantities of blow-by gases vent from the engine crankcase through the aforementioned apertures in the first disk. The first disk typically substantially covers the vent whenever the throttle position indicates that the engine is operating at a low, constant speed (e.g. idling). Upon vehicle acceleration, the first disk may move away from the vent to increase the rate at which the blow-by gases exit the crankcase. The first disk may also unseat from the vent when the throttle position indicates the engine is accelerating or operating at a constant yet higher speed. The positioning of the first disk is based mostly on throttle position and the positioning of the second disk is based mostly on vacuum pressure between the intake manifold and crankcase. But, blow-by gas production is not based solely on vacuum pressure, throttle position, or a combination. Instead, blow-by gas production is based on a plurality of different factors, including engine load. Hence, the Collin's PCV valve also inadequately vents blow-by gases from the crankcase to the intake manifold when the engine load varies at similar throttle positions.

[Para 1 0] Maintenance of a PCV valve system is important and relatively simple. The lubricating oil must be changed periodically to remove the harmful contaminants trapped therein over time. Failure to change the lubricating oil at adequate intervals (typically every 3 ,000 to 6,000 miles) can lead to a PCV valve system contaminated with sludge. A plugged PCV valve system will eventually damage the engine. The PCV valve system should remain clear for the life of the engine assuming the lubricating oil is changed at an adequate frequency.

[Para 1 1 ] Accordingly, a problem exists in that there is no crankcase ventilation system available for a diesel engine that provides for blow-by gas filtration and controlled venting of the blow-by gases for recycling through the intake manifold of the diesel engine. The present invention fulfills these needs and provides other related advantages.

SUMMARY OF THE INVENTION

[Para 1 2] The present invention is directed to a diesel pollution control system. The system includes a PCV valve having an inlet and an outlet adapted to vent blow-by gas from a crankcase of a diesel combustion engine. An oil separator having an inlet and top and bottom outlets is also included. The inlet is fluidly coupled to the crankcase. The bottom outlet is fluidly coupled to a return port on the crankcase and a top outlet is fluidly coupled to the PCV valve. A blow-by line fluidly connects the outlet of the PCV valve to an intake manifold on the diesel combustion engine. A blow-by sensor is in-line with the inlet on the oil separator, the top outlet on the oil separator, or the blow-by line. The blow-by sensor measures real-time blow-by conditions including blow-by pressure, blow-by temperature, blow-by composition, or blow-by fluid flow rate. A controller is electrically connected to the blow-by sensor and PCV valve. The controller selectively modulates an open/closed state of the PCV valve so as to adjustably increase or decrease a fluid flow rate of blow-by gas from the crankcase.

[Para 1 3] The oil separator preferably comprises a plurality of permeable mesh layers adapted to separate the blow-by gas into fuel vapors and oil droplets. The plurality of permeable mesh layers preferably have different sizes or gauges and are made from metal. Preferable materials for construction include steel, stainless steel, aluminum, copper, brass or bronze. The plurality of mesh layers may all be constructed from the same material or different metal materials.

[Para 1 4] The electrical connection between the controller, on the one hand, and the blow-by sensor and PCV valve, on the other hand, is preferably wireless. Such wireless connection may be via Wi-Fi, radio, ultrasonic, infrared, or SMS communication methods.

[Para 1 5] The PCV valve and the oil separator may be separately disposed or integral with one another such that the top outlet of the oil separator is the inlet of the PCV valve. An oil filter is preferably disposed between and fluidly coupled with the bottom outlet of the oil separator and the return port on the crankcase. A plurality of oil separators may be arranged in parallel or series in the system. The blow-by line may be fluidly coupled to a main fuel line into the diesel combustion engine. An oil accumulator may also be disposed between and fluidly coupled with the oil filter and the return port on the crankcase.

[Para 1 6] Regulation of the open/closed state of the PCV valve may be accomplished utilizing various forms of orifice control technology. In place of a solenoid mechanism, the PCV valve may utilize an electromagnetic orifice control mechanism, an inductive field orifice control mechanism, or a fiber optic orifice control mechanism. In addition, the controller and blow-by sensor may utilize superconductors in place of wiring and integrated circuit chipsets. [Para 1 7] A process for controlling pollution in a diesel combustion engine comprises the steps of venting blow-by gasses from a crankcase of a diesel combustion engine; sensing real-time blow-by gas conditions, including pressure, temperature, composition, or flow-rate; modulating an open/closed state of the PCV valve responsive to the real-time blow-by gas conditions;

adjusting the blow-by fluid flow rate of blow-by gas from the crankcase;

separating the blow-by gasses into liquid oil and fuel vapors; returning the liquid oil to the crankcase; and recycling the fuel vapors to an intake manifold of the diesel combustion engine. The process may further comprise the step of filtering the liquid oil prior to the returning step. The process may also comprise the step of mixing the fuel vapors with an alternative fuel prior to the recycling step.

[Para 1 8] Other features and advantages of the present invention will become apparent from the following more detailed description, taken in conjunction with the accompanying drawings, which illustrate, by way of example, the principles of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

[Para 1 9] The accompanying drawings illustrate the invention. In such drawings: [Para 20] FIGURE 1 is a schematic illustrating a pollution control device for diesel engines having a controller operationally coupled to nu merous sensors and a PCV valve;

[Para 21 ] FIGURE 2 is a schematic illustrating the general functionality of the PCV valve with a combustion-based diesel engine;

[Para 22] FIGURE 2A is a schematic illustrating the general functionality PCV valve with a combustion-based diesel engine and an in-line sensor;

[Para 23] FIGURE 3 is a perspective view of a PCV valve for use with the pollution control system for diesel engines;

[Para 24] FIGURE 4 is an exploded perspective view of the PCV valve of FIG. 3;

[Para 25] FIGURE 4A is an exploded perspective view of an alternate

embodiment of the PCV valve including alternate orifice control technologies;

[Para 26] FIGURE 5 is a partially exploded perspective view of the PCV valve of FIG. 4, illustrating assembly of an air flow restrictor;

[Para 27] FIGURE 6 is a partially exploded perspective view of the PCV valve of FIG. 4, illustrating partial depression of the air flow restrictor;

[Para 28] FIGURE 7 is a cross-sectional view of the PCV valve taken along line

7- 7 of FIG. 3 , illustrating no air flow;

[Para 29] FIGURE 8 is a cross-sectional view of the PCV valve taken along line

8- 8 of FIG. 3 , illustrating restricted air flow;

[Para 30] FIGURE 9 is another cross-sectional view of the PCV valve taken along line 9-9 of FIG.3 , illustrating full air flow; [Para 31 ] FIGURE 1 0 is a schematic illustrating PCV valves and oil filters in a series of canisters;

[Para 32] FIGURE 1 1 is a perspective view of the canister containing the PCV valve and oil filter;

[Para 33] FIGURE 1 2 is a partial enlarged view of the top of the canister illustrating the vent line port, PCV valve, and exhaust port;

[Para 34] FIGURE 1 3 is a partial enlarged view of the bottom of the canister illustrating the oil return, bottom lid, and side clamps;

[Para 35] FIGURE 1 3A is a partial exploded view of the bottom of the canister illustrating the oil return, bottom lid, gasket and side clamps;

[Para 36] FIGURE 1 4 is a partial cross-sectional view of the canister illustrating the PCV valve and layers of mesh filters within the canister;

[Para 37] FIGURE 1 5 is a partial cross-sectional view of the canister illustrating an alternate embodiment of the layers of mesh filters within the canister;

[Para 38] FIGURE 1 6 is a schematic illustration showing an alternative embodiment of the general functionality of the diesel pollution control system on a diesel combustion engine;

[Para 39] FIGURE 1 7 is a schematic illustration showing an alternate embodiment of the diesel pollution control system on a diesel combustion engine; [Para 40] FIGURE 1 7A is a schematic showing an alternate embodiment of the diesel pollution control system on a diesel combustion engine with an in-line sensor before the inlet on the oil separator;

[Para 41 ] FIGURE 1 7B is a schematic showing an alternate embodiment of the diesel pollution control system on a diesel combustion engine with an in-line sensor after the top outlet on the oil separator;

[Para 42] FIGURE 1 8 is a perspective illustration of an alternate embodiment of the oil separator of the present invention; and

[Para 43] FIGURE 1 9 is an exploded view of the oil separator of FIG. 1 8.

BRIEF DESCRIPTION OF THE PREFERRED EMBODIMENTS

[Para 44] As shown in the drawings for purposes of illustration, the present invention for a pollution control system for diesel engines is referred to generally by the reference number 1 0. In FIGURE 1 , the pollution control system for diesel engines 1 0 is generally illustrated as having a controller 1 2 preferably mounted under a hood 1 4 of an automobile 1 6. The controller 1 2 is electrically coupled to any one of a plurality of sensors that monitor and measure the real-time operating conditions and performance of the automobile 1 6. The controller 1 2 regulates the flow rate of blow-by gases by regulating the engine vacuum in a combustion engine through digital control of a PCV valve 1 8. The controller 1 2 receives real-time input from sensors that might include an engine temperature sensor 20, a battery sensor 24, a PCV valve sensor 26, an engine RPM sensor 28, and accelerometer sensor 30 and an exhaust sensor 32. Data obtained from the sensors 20-32 by the controller 1 2 is used to regulate the PCV valve 1 8 and oil filter/separator 1 9, as described in more detail below.

[Para 45] Alternatively, the controller 1 2 may receive input from in-line sensors 1 92 in a connecting tube, as in a vent line 74 either before or after the oil separator, or a blow-by line 41 (FIGS. 2A, 1 7A and 1 7B). By placing the inline sensors 1 92 in the connecting tube as opposed to at the crankcase, the intake manifold, or another part of the engine, the controller 1 2 receives more accurate and more direct readings resulting in better responsiveness for switching function in the PCV valve 1 8, as described more fully below. The in^¬ line sensors 1 92 may include pressure sensors, temperature sensors, blow-by gas constituent analyzers, and/or fluid flow rate sensors.

[Para 46] The controller 1 2 may also control other devices in the vehicle engine. The controller 1 2 may control the flow of oil out of an oil filter or oil separator 1 9. The controller 1 2 may also regulate engine temperatures, and an aerated conditioning chamber, which is designed to condition fuel going back into the fuel line or back into the vacuum manifold by aerating and mixing the fuel before reintroducing it. The controller 1 2 may also regulate a purging system in case of failure in the pollution control system 1 0 - the purging system triggers the engine to revert back to an OEM system, typically an open draft tube. Controller 1 2 may also provide alerts to the operator of the engine. The alerts may blink an LED readout so as to report on the actual sensed condition of the engine and receive alerts in the case of failure. Alerts such as alarms or illuminated signals can communicate the sensed conditions. The controller 1 2 is fully upgradable with flash memory or other similar devices. This means that the same controller 1 2 and system 1 0 could work on virtually any type of engine with all different types of fuels. The pollution control system 1 0 is adaptable to any internal combustion engine. For example, the pollution control system 1 0 may be used with gasoline, methanol, diesel, ethanol, compressed natural gas (CNG), liquid propane gas (LPG), hydrogen, alcohol-based engines, or virtually any other combustible gas and /or vapor- based engine. This includes both two and four stroke IC engines and all light medium and heavy duty configurations.

[Para 47] Instead of being hard wired, the controller 1 2 may utilize wireless network connections, such as Wi-Fi using pulse width modulation, radio, ultrasonic, infrared, SMS, or similar send/receive telemetry or telecommand. (See FIG. 1 illustrating antennas on the controller 1 2 and the PCV valve 1 8). Replacing hard wired connections between the controller 1 2 and the other components of the pollution control system 1 0 facilitates installation of the system 1 0 in any size engine and any size compartment. The wireless connection allows for installation of the various components of the system 1 0 without the need to run wired connections across the engine or through the engine compartment. [Para 48] FIGURE 2 is a schematic illustrating the operation of the diesel pollution control system 1 0 for diesel engines 36. As shown in FIG. 2, the PCV valve 1 8 and oil separator 1 9 are disposed between a crank case 35 , of an engine 36, and an intake manifold 38. In operation, the intake manifold 38 receives air via an air line 42. An air filter 44 may be disposed between the air line 42 and an air intake line 46 to filter fresh air entering the pollution control system 1 0. The air in the intake manifold 38 is delivered to a piston cylinder 48 as a piston 50 descends downward within the cylinder 48 from the top dead center. As the piston 50 descends downward, a vacuum is created within a combustion chamber 52. Accordingly, an input camshaft 54 rotating at half the speed of the crankshaft 34 is designed to open an input valve 56 thereby subjecting the intake manifold 38 to the engine vacuum. Thus, air is drawn into the combustion chamber 52 from the intake manifold 38.

[Para 49] Once the piston 50 is at the bottom of the piston cylinder 48, the vacuum effect ends and air is no longer drawn into the combustion chamber 52 from the intake manifold 38. At this point, the piston 50 begins to move back up the piston cylinder 48, and the air in the combustion chamber 52 becomes compressed. Next, fuel is injected directly into the combustion chamber 52 from the fuel line 40. This injection is further aided by more compressed air from a compressed air line 58. As the air in the combustion chamber 52 is compressed, it heats up. This means that the fuel ignites after it is injected into the heated, compressed air. This is the main difference between diesel and gasoline engines. A gasoline engine relies on spark plugs to provide fuel ignition, while a diesel engine needs only heat and compression.

[Para 50] The rapid expansion of the ignited fuel/air in the combustion chamber 52 causes depression of the piston 50 within the cylinder 48. After combustion, an exhaust camshaft 60 opens an exhaust valve 62 to allow escape of the combustion gases from the combustion chamber 52 out an exhaust line 64. Typically, during the combustion cycle, an excess portion of exhaust gases - "blow-by gasses" - slip by a pair of piston rings 66 mounted in a head 68 of the piston 50.

[Para 51 ] These blow-by gases enter the crankcase 35 as high pressure and temperature gases. Over time, harmful exhaust gases such as hydrocarbons, carbon monoxide, nitrous oxide and carbon dioxide, as well as particulates, in these blow-by gasses can condense or settle out of the gaseous state and coat the interior of the crankcase 35 and mix with the oil 70 that lubricates the mechanics within the crankcase 35. The diesel pollution control system 1 0 is designed to recycle the contents of these blow-by gases from the crankcase 35 back to the combustion intake so as to be burned by the engine 36. This is accomplished by using the pressure differential between the crankcase 35 and intake manifold 38. In operation, the blow-by gases exit the relatively higher pressure crankcase 35 through a vent 72 and travel through a vent line 74, an oil separator 1 9, the PCV valve 1 8, and then return to the engine 36 via either the fuel line 40 or the blow-by line 41 . The fuel line 40 receives fuel vapors that are more pure, while the less pure blow-by gases are vented from the crankcase 35 to the intake manifold 38 via the blow-by line 41 . This process is digitally regulated by the controller 1 2 shown in FIG. 1 . The fuel vapors to the fuel line 40 may be passed through the fuel filter before being reintroduced to the engine 36.

[Para 52] The PCV valve 1 8 in FIGURE 3 is generally electrically coupled to the controller 1 2 via a pair of electrical connections 78. The controller 1 2 at least partly regulates the quantity of blow-by gases flowing through the PCV valve 1 8 via the electrical connections 78. In FIG. 3, the PCV valve 1 8 includes a rubber housing 80 that encompasses a portion of a rigid outer housing 82. The connector wires 78 extend out from the outer housing 82 via an aperture therein (not shown). Preferably, the outer housing 82 is unitary and comprises an intake orifice 84 and an exhaust orifice 86. In general, the controller 1 2 operates a restrictor internal to the outer housing 82 for regulating the rate of blow-by gases entering the intake orifice 84 and exiting the exhaust orifice 86.

[Para 53] FIGURE 4 illustrates the PCV valve 1 8 in an exploded perspective view. The rubber housing 80 covers an end cap 88 that substantially seals to the outer housing 82 thereby encasing a solenoid mechanism 90 and an air flow restrictor 92. The solenoid mechanism 90 includes a plunger 94 disposed within a solenoid 96. The connector wires 78 operate the solenoid 96 and extend through the end cap 88 through an aperture 98 therein. Similarly, the ru bber housing 80 includes an aperture (not shown) to allow the connector wires 78 to be electrically coupled to the controller 1 2 (FIG. 2).

[Para 54] In substitution for the solenoid mechanism 90, the PCV valve 1 8 may instead use an electromagnetic orifice control, an inductive field control, or a fiber optic control. Such alternate orifice control technologies 1 94, as shown in FIG. 4A, may provide for more precise opening/closing of the PCV valve 1 8 to improve the overall operation of the pollution control system 1 0.

[Para 55] In general, engine vacuum present in the intake manifold 38 (FIG. 2) causes blow-by gases to be drawn from the crankcase 35, through the intake orifice 84 and out the exhaust orifice 86 in the PCV valve 1 8 (FIG. 4). The air flow restrictor 92 shown in FIG. 4 is one mechanism that regulates the quantity of blow-by gases that vent from the crankcase 35 to the intake manifold 38. Regu lating blow-by gas air flow rate is particularly advantageous as the pollution control system 1 0 is capable of increasing the rate blow-by gases vent from the crankcase 35 during times of higher blow-by gas production and decreasing the rate blow-by gases vent from the crankcase 35 during times of lower blow-by gas production. The controller 1 2 is coupled to the plurality of sensors 20-32 to monitor the overall efficiency and operation of the

automobile 1 6 and operates the PCV valve 1 8 in real-time to maximize recycling of blow-by gases according to the measurements taken by the sensors 20-32. [Para 56] The operational characteristics and production of blow-by is unique for each engine and each automobile in which individual engines are installed. The pollution control system 1 0 is capable of being installed in the factory or post production to maximize automobile fuel efficiency, reduce harmful exhaust emissions, recycle oil and other gas and eliminate

contaminants within the crankcase. The purpose of the pollution control system 1 0 is to strategically vent the blow-by gases from the crankcase 35 based on blow-by gas production, filter the blow-by gas, and recycle any oil and fuel that may come out of the blow-by gas. Accordingly, the controller 1 2 digitally regulates and controls the PCV valve 1 8 based on engine speed and other operating characteristics and real-time measurements taken by the sensors 20-32. The pollution control system 1 0 may be integrated into immobile engines used to produce energy or used for industrial purposes.

[Para 57] In particular, venting blow-by gases based on engine speed and other operating characteristics of an automobile decreases the overall quantity of hydrocarbons, carbon monoxide, nitrogen oxide, carbon dioxide, and particulate emissions. The pollution control system 1 0 recycles these gases and particulates by burning them in the combustion cycle. No longer are large quantities of the contaminants expelled from the engine via the exhaust.

Hence, the pollution control system 1 0 is capable of reducing air pollution by as much as forty to fifty percent for each engine, increasing output per gallon by as much as twenty to thirty percent, increasing horsepower performance, reducing engine wear (due to low carbon retention therein) and reducing the frequency of oil changes by approximately a factor of ten. Considering that the United States consu mes approximately 870 million gallons of petroleum a day, a fifteen percent reduction through the recycling of blow-by gases with the pollution control system 1 0 translates into a savings of approximately 1 30 million gallons of petroleum a day in the United States alone. Worldwide, nearly 3.3 billion gallons of petroleum are consumed per day, which would result in approximately 500 million gallons of petroleum saved every day.

[Para 58] In one embodiment, the quantity of blow-by gases entering the intake orifice 84 of the PCV valve 1 8 is regulated by the air flow restrictor 92 as generally shown in FIG. 4. The air flow restrictor 92 includes a rod 1 00 having a rear portion 1 02, an intermediate portion 1 04, and a front portion 1 06. The front portion 1 06 has a diameter slightly less than the rear portion 1 02 and the intermediate portion 1 04. A front spring 1 08 is disposed concentrically over the intermediate portion 1 04 and the front portion 1 06, including over a front surface 1 1 0 of the rod 1 00. The front spring 1 08 is preferably a coil spring that decreases in diameter from the intake orifice 84 toward the front surface 1 1 0. An indent collar 1 1 2 separates the rear portion 1 02 from the intermediate portion 1 04 and provides a point where a rear snap ring 1 1 4 may attach to the rod 1 00. The diameter of the front spring 1 08 shou ld be approximately or slightly less than the diameter of the rear snap ring 1 1 4. The rear snap ring 1 1 4 engages the front spring 1 08 on one side and a rear spring 1 1 6 tapers from a wider diameter near the solenoid 96 to a diameter approximately the size of or slightly smaller than the diameter of the rear snap ring 1 1 4. The rear spring 1 1 6 is preferably a coil spring and is wedged between a front surface 1 1 8 of the solenoid 96 and the rear snap ring 1 1 4. The front portion 1 06 also includes an indented collar 1 20 providing a point of attachment for a front snap ring 1 22. The diameter of the front snap ring 1 22 is smaller than that of the tapered front spring 1 08. The front snap ring 1 22 fixedly retains a front disk 1 24 on the front portion 1 06 of the rod 1 00. Accordingly, the front disk 1 24 is fixedly wedged between the front snap ring 1 22 and the front surface 1 1 0. The front disk 1 24 has an inner diameter configured to slidably engage the front portion 1 06 of the rod 1 00. The front spring 1 08 is sized to engage a rear disk 1 26 as described below.

[Para 59] The disks 1 24, 1 26 govern the quantity of blow-by gases entering the intake orifice 84 and exiting the exhaust orifice 86. FIGS. 5 and 6 illustrate the air flow restrictor 92 assembled to the solenoid mechanism 90 and external to the rubber housing 80 and the outer housing 82. Accordingly, the plunger 94 fits within a rear portion of the solenoid 96 as shown therein. The

connector wires 78 are coupled to solenoid 96 and govern the position of the plunger 94 within the solenoid 96 by regulating the current delivered to the solenoid 96. Increasing or decreasing the electrical current through the solenoid 96 correspondingly increases or decreases the magnetic field

produced therein. The magnetized plunger 94 responds to the change in magnetic field by sliding into or out from within the solenoid 96. Increasing the electrical current delivered to the solenoid 96 through the connector wires 78 increases the magnetic field in the solenoid 96 and causes the magnetized plunger 94 to depress further within the solenoid 96. Conversely, reducing the electrical current supplied to the solenoid 96 via the connector wires 78 reduces the magnetic field therein and causes the magnetized plunger 94 to slide out from within the interior of the solenoid 96. As will be shown in more detail herein, the positioning of the plunger 94 within the solenoid 96 at least partially determines the quantity of blow-by gases that may enter the intake orifice 84 at any given time. This is accomplished by the interaction of the plunger 94 with the rod 1 00 and the corresponding front disk 1 24 secured thereto.

[Para 60] FIGURE 5 specifically illustrates the air flow restrictor 92 in a closed position. The rear portion 1 02 of the rod 1 00 has an outer diameter

approximately the size of the inner diameter of the solenoid 96. Accordingly, the rod 1 00 can slide within the solenoid 96. The position of the rod 1 00 in the outer housing 82 depends upon the position of the plu nger 94 due to the engagement of the rear portion 1 06 with the plunger 94 as shown more specifically in FIGURES 7-9. As shown in FIG. 5 , the rear spring 1 1 6 is

compressed between the front surface 1 1 8 of the solenoid 96 and the rear snap ring 1 1 4. This in turn compresses the rear disk 1 26 against the front disk 1 24. Similarly, the front spring 1 08 is compressed between the rear snap spring 1 1 4 and the rear disk 1 26. This allows for the rear disk 1 26 to be separated from the front disk 1 24, as shown in FIGURE 6.

[Para 61 ] As better shown in FIGS. 7-9 (taken along lines 7-7, 8-8, and 9-9 of FIG.3), the front disk 1 24 includes an extension 1 30 having a diameter less than that of a foot 1 32. The foot 1 32 of the rear disk 1 26 is approximately the diameter of the tapered front spring 1 08. In this manner, the front spring 1 08 fits over an extension 1 30 of the rear disk 1 26 to engage the planar surface of the diametrically larger foot 1 32 thereof. The inside diameter of the rear disk 1 26 is approximately the size of the external diameter of the intermediate portion 1 04 of the rod 1 00, which is smaller in diameter than either the intermediate portion 1 04 or the rear portion 1 02. In this regard, the front disk 1 24 locks in place on the front portion 1 06 of the rod 1 00 between the front surface 1 1 0 and the front snap ring 1 22. Accordingly, the position of the front disk 1 24 is dependent upon the position of the rod 1 00 as coupled to the plunger 94. The plunger 94 slides into or out from within the solenoid 96 depending on the amount of current delivered by the connecting wires 78, as described above.

[Para 62] FIG. 6 illustrates the PCV valve 1 8 wherein increased vacuum created between the crankcase 35 and the intake manifold 38 causes the rear disk 1 26 to retract away from the intake orifice 84 thereby allowing air to flow therethrough. In this situation the engine vacuum pressure exerted upon the disk 1 26 must overcome the opposite force exerted by the front spring 1 08. Here, small quantities of blow-by gases may pass through the PCV valve 1 8 through a pair of apertures 1 34 in the front disk 1 24.

[Para 63] FIGS. 7-9 more specifically illustrate the functionality of the PCV valve 1 8 in accordance with the pollution control system 1 0. FIG. 7 illustrates a PCV valve 1 8 in a closed position. Here, no blow-by gas may enter the intake orifice 84. As shown, the front disk 1 24 is flush against a flange 1 36 defined in the intake orifice 84. The diameter of the foot 1 32 of the rear disk 1 26 extends over and encompasses the apertures 1 34 in the front disk 1 24 to prevent any air flow through the intake orifice 84. In this position, the plunger 94 is disposed within the solenoid 96 thereby pressing the rod 1 00 toward the intake orifice 84. The rear spring 1 1 6 is thereby compressed between the front surface 1 1 8 of the solenoid 96 and the rear snap ring 1 1 4. Likewise, the front spring 1 08 compresses between the rear snap ring 1 1 4 and the foot 1 32 of the rear disk 1 26.

[Para 64] FIG. 8 is an embodiment illustrating a condition wherein the vacuum pressure exerted by the intake manifold relative to the crankcase is greater than the pressure exerted by the front spring 1 08 to position the rear disk 1 26 flush against the front disk 1 24. In this case, the rear disk 1 26 is able to slide along the outer diameter of the rod 1 00 thereby opening the apertures 1 34 in the front disk 1 24. Limited quantities of blow-by gases are allowed to enter the PCV valve 1 8 through the intake orifice 84 as noted by the directional arrows therein. Of course, the blow-by gases exit the PCV valve 1 8 through the intake orifice 84 as noted by the directional arrows therein. In the position shown in FIG. 8, blow-by gas air flow is still restricted as the front disk 1 24 remains seated against the flanges 1 36. Thus, only limited air flow is possible through the apertures 1 34. Increasing the engine vacuum consequently increases the air pressure exerted against the rear disk 1 26. Accordingly, the front spring 1 08 is further compressed such that the rear disk 1 26 continues to move away from the front disk 1 24 thereby creating larger air flow path to allow escape of the additional blow-by gases. Moreover, the plunger 94 in the solenoid 96 may position the rod 1 00 within the PCV valve 1 8 to exert more or less pressure on the springs 1 08, 1 1 6 to restrict or permit air flow through the intake orifice 84, as determined by the controller 1 2.

[Para 65] FIG. 9 illustrates another condition wherein additional air flow is permitted to flow through the intake orifice 84 by retracting the plunger 94 out from within the solenoid 96 by altering the electric current through the connector wires 78. Reducing the electrical current flowing through the solenoid 96 reduces the corresponding magnetic field generated therein and allows the magnetic plunger 94 to retract. Accordingly, the rod 1 00 retracts away from the intake orifice 84 with the plunger 94. This allows the front disk 1 24 to unseat from the flanges 1 36 thereby allowing additional air flow to enter the intake orifice 84 around the outer diameter of the front disk 1 24. Of course, the increase in air flow through the intake orifice 84 and out through the exhaust orifice 86 allows increased venting of blow-by gases from the crankcase 35 to the intake manifold 38. In one embodiment, the plunger 94 allows the rod 1 00 to retract all the way out from within the outer housing 82 such that the front disk 1 24 and the rear disk 1 26 no longer restrict air flow through the intake orifice 84 and out through the exhaust orifice 86. This is particularly desirable at high engine RPMs and high engine loads, where increased amounts of blow-by gases are produced by the engine. Engine load is a more reliable indicator of the quantity of blow-by gasses being produced than RPMs. In addition, immobile engines, i.e., generators, or those not geared to a transmission run at a constant RPM. Thus, the system 1 0 or PCV valve 1 8 is preferably controlled based on sensed load conditions or in a periodic on/off cycle, i.e., 2 minutes on - 2 minutes off. Of course, the springs 1 08, 1 1 6 may be rated differently according to the specific automobile with which the PCV valve 1 8 is to be incorporated in a pollution control system 1 0.

[Para 66] The controller 1 2 effectively governs the placement of the plunger 94 within the solenoid 96 by increasing or decreasing the electrical current therein via the connector wires 78. The controller 1 2 itself may include any one of a variety of electronic circuitry that include switches, timers, interval timers, timers with relay or other vehicle control modules known in the art. The controller 1 2 operates the PCV valve 1 8 in response to the operation of one or more of these control modules. For example, the controller 1 2 could include an RWS window switch module provided by Baker Electronix of Beckly, W. VA. The RWS module is an electric switch that activates above a pre-selected engine RPM and deactivates above a higher pre-selected engine RPM. The RWS module is considered a "window switch" because the output is activated during a window of RPMs. The RWS module could work, for example, in conjunction with the engine RPM sensor 28 to modulate the air flow rate of blow-by gases vented from the crankcase 35.

[Para 67] Preferably, the RWS module works with a standard coil signal used by most tachometers when setting the position of the plunger 94 within the solenoid 96. An automobile tachometer is a device that measures real-time engine RPMs. In one embodiment, the RWS module may activate the plunger 94 within the solenoid 96 at low engine RPMs, when blow-by gas production is minimal. Here, the plunger 94 pushes the rod 1 00 toward the intake orifice 84 such that the front disk 1 24 seats against the flanges 1 36 as generally shown in FIG. 7. In this regard, the PCV valve 1 8 vents small amounts of blow-by gases from the crankcase to the intake manifold via the apertures 1 34 in the front disk 1 24 even though engine vacuum is high. The high engine vacuum forces blow-by gases through the apertures 1 34 thereby forcing the rear disk 1 26 away from the front disk 1 24, compressing the front spring 1 08. At idle, the RWS module activates the solenoid 96 to prevent the front disk 1 24 from unseating from the flanges 1 36, thereby preventing large quantities of air from flowing between the engine crankcase and the intake manifold. This is particularly desirable at low engine RPMs as the quantity of blow-by gas produced within the engine is relatively low even though the engine vacuum is relatively high. Obviously, the controller 1 2 can regulate the PCV valve 1 8 simultaneously with other components of the pollution control system 1 0 to set the air flow rate of blow-by gases vented from the crankcase 35.

[Para 68] Blow-by gas production increases during acceleration, during increased engine load and with higher engine RPMs. Accordingly, the RWS modu le may turn off or reduce the electric current going to the solenoid 96 such that the plunger 94 retracts out from within the solenoid 96 thereby unseating the front disk 1 24 from the flanges 1 36 (FIG. 9) and allowing greater quantities of blow-by gas to vent from the crankcase 35 to the intake manifold 38. These functionalities may occur at a selected RPM or within a given range of selected RPMs pre-programmed into the RWS module. The RWS module may reactivate when the automobile eclipses another pre-selected RWS, such as a higher RPM, thereby re-engaging the plunger 94 within the solenoid 96. In an alternative embodiment, a variation of the RWS module may be used to selectively step the plunger 94 out from within the solenoid 96. For example, the current delivered to the solenoid 96 may initially cause the plunger 94 to engage the front disk 1 24 with the flanges 1 36 of the intake orifice 84 at 900 rpm. At 1 700 rpm the RWS module may activate a first stage wherein the cu rrent delivered to the solenoid 96 is reduced by one-half. In this case, the plunger 94 retracts halfway out from within the solenoid 96 thereby partially opening the intake orifice 84 to blow-by gas flow. When the engine RPMs reach 2, 500, for example, the RWS module may eliminate the current going to the solenoid 96 such that the plunger 94 retracts completely out from within the solenoid 96 to fully open the intake orifice 84. In this position, it is particularly preferred that the front disk 1 24 and the rear disk 1 26 and longer restrict air flow between the intake orifice 84 and the exhaust orifice 86. The stages may be regulated by engine RPM or other parameter and calculations made by the controller 1 2 and based on readings from the sensors 20-32.

[Para 69] The controller 1 2 can be pre-programmed, programmed after installation or otherwise updated or flashed to meet specific automobile or on^¬ board diagnostics (OBD) specifications. In one embodiment, the controller 1 2 is equipped with self-learning software such that the switch (in the case of the RWS module) adapts to the best time to activate or deactivate the solenoid 96, or step the location of the plunger 94 in the solenoid 96 to optimally increase fuel efficiency and reduce air pollution. In a particularly preferred embodiment, the controller 1 2 optimizes the venting of blow-by gases based on real-time measurements taken by the sensors 20-32. For example, the controller 1 2 may determine that the automobile 1 6 is expelling increased amounts of harmful exhaust via feedback from the exhaust sensor 32. In this case, the controller 1 2 may activate withdrawal of the plunger 94 from within the solenoid 96 to vent additional blow-by gases from within the crankcase to reduce the quantity of pollutants expelled through the exhaust of the automobile 1 6 as measured by the exhaust sensor 32. [Para 70] In another embodiment, the controller 1 2 is equipped with an LED that flashes to indicate power and that the controller 1 2 is waiting to receive engine speed pulses. The LED may also be used to gauge whether the controller 1 2 is functioning correctly. The LED flashes u ntil the automobile reaches a specified RPM at which point the controller 1 2 changes the current delivered to the solenoid 96 via the connector wires 78. In a particularly preferred embodiment, the controller 1 2 maintains the amou nt of current delivered to the solenoid 96 until the engine RPMs fall ten-percent lower than the activation point. This mechanism is called hysteresis. Hysteresis is implemented into the pollution control system 1 0 to eliminate on/off pulsing, otherwise known as chattering, when engine RPMs jump above or below the set point in a relatively short time period. Hysteresis may also be implemented into the electronically-based step system described above.

[Para 71 ] The controller 1 2 may also be equipped with an On Delay timer, such as the KH l Analog Series On Delay timer manufactured by Instrumentation & Control Systems, Inc. of Addison, III. A delay timer is particularly preferred for use during initial start up. At low engine RPMs little blow-by gases are produced. Accordingly, a delay timer may be integrated into the controller 1 2 to delay activation of the solenoid 96 and corresponding plunger 94.

Preferably, the delay time ensures that the plunger 94 remains fully inserted within the solenoid 96 such that the front disk 1 24 remains flush against the flanges 1 36 thereby limiting the quantity of blow-by gas air flow entering the intake orifice 84. The delay timer may be set to activate release of either one of the disks 1 24, 1 26 from the intake orifice 84 after a predetermined duration (e.g. one minute). Alternatively, the delay timer may be set by the controller 1 2 as a function of engine temperature, measured by the engine temperature sensor 20, engine RPMs, measured by either the engine RPM sensor 28 or the accelerometer sensor 30, the battery sensor 24 or the exhaust sensor 32. The delay may include a variable range depending on any of the aforementioned readings. The variable timer may also be integrated with the RWS switch.

[Para 72] The controller 1 2 preferably mounts to the interior of the hood 1 4 of the automobile 1 6 as shown in FIG. 1 . The controller 1 2 may be packaged with an installation kit to enable a user to attach the controller 1 2 as shown. Electrically, the controller 1 2 is powered by any suitable twelve volt circuit breaker. A kit having the controller 1 2 may include an adapter wherein one twelve volt circuit breaker may be removed from the circuit panel and replaced with an adapter (not shown) that connect one-way to the connector wires 78 of the PCV valve 1 8 so a user installing the pollution control system 1 0 cannot cross the wires between the controller 1 2 and the PCV valve 1 8. The controller 1 2 may also be accessed wirelessly via a remote control or hand-held unit to access or download real-time calculations and measurements, stored data or other information read, stored or calculated by the controller 1 2.

[Para 73] In another aspect of the pollution control system 1 0, the controller 1 2 regulates the PCV valve 1 8 based on engine operating frequency. For instance, the controller 1 2 may activate or deactivate the plunger 94 as the engine passes through a resonant frequency. In a preferred embodiment, the controller 1 2 blocks all air flow from the crankcase 35 to the intake manifold 38 until after the engine passes through the resonant frequency. The controller 1 2 can also be programmed to regulate the PCV valve 1 8 based on sensed frequencies of the engine at various operating conditions, as described above.

[Para 74] Moreover, the pollution control system 1 0 is usable with a wide variety of engines, including diesel automobile engines. The pollution control system 1 0 may also be used with larger stationary engines or used with boats or other heavy machinery. Additionally, the pollution control system 1 0 may include one or more controllers 1 2 and one or more PCV valve 1 8 in

combination with a plurality of sensors measuring the performance of the engine or vehicle. The use of the pollution control system 1 0 is association with an automobile, as described in detail above, is merely a preferred embodiment. Of course, the pollution control system 1 0 has application across a wide variety of disciplines that employ combustible materials having exhaust gas production that could be recycled and reused.

[Para 75] In another aspect of the pollution control system 1 0, the controller 1 2 may modulate control of the PCV valve 1 8. The primary functionality of the PCV valve 1 8 is to control the amount of engine vacuum between the crankcase 35 and the intake manifold 38. The positioning of the plunger 94 within the solenoid 96 largely dictates the air flow rate of blow-by gases traveling from the crankcase 35 to the intake manifold 38. In some systems, the PCV valve 1 8 may regulate air flow to ensure the relative pressure between the crankcase 35 and the intake manifold 38 does not fall below a certain threshold according to the original equipment manufacturer (OEM). In the event that the controller 1 2 fails, the pollution control system 1 0 defaults back to OEM settings wherein the PCV valve 1 8 functions as a two-stage check valve. A particularly preferred aspect of the pollution control system 1 0 is the compatibility with current and future OBD standards through inclusion of a flash-updatable controller 1 2.

Moreover, operation of the pollution control system 1 0 does not affect the operational conditions of current OBD and OBD-II systems. The controller 1 2 may be accessed and queried according to standard OBD protocols and flash- updates may modify the bios so the controller 1 2 remains compatible with future OBD standards. Preferably, the controller 1 2 operates the PCV valve 1 8 to regulate the engine vacuum between the crankcase 35 and the intake manifold 38, thereby governing the air flow rate therebetween to optimally vent blow-by gas within the system 1 0.

[Para 76] In another aspect of the pollution control system 1 0, the controller 1 2 may modulate activation and/or deactivation of the operational components, as described in detail above, with respect to, e.g., the PCV valve 1 8. Such modulation is accomplished through, for example, the aforementioned RWS switch, on-delay timer or other electronic circuitry and digitally activates, deactivates or selectively intermediately positions the aforementioned control components. For example, the controller 1 2 may selectively activate the PCV valve 1 8 for a period of one to two minutes and then selectively deactivate the PCV valve 1 8 for ten minutes. These activation/deactivation sequences may be set according to pre-determined or learned sequences based on driving style, for example. Pre-programmed timing sequences may be changed through flash-updates of the controller 1 2.

[Para 77] FIGURE 1 0 illustrates the preferred embodiment of the present invention in a series. The PCV valve 1 8 and an oil separator 1 9 can be combined into one canister 1 34 in order to maximize the fuel and oil efficiency of a diesel engine. As shown, the canisters 1 34 can be used in series. This is particularly advantageous when used with large industrial engines which may produce large quantities of blow-by gas while in use. The engine compartment of the diesel engine may to be too small to accommodate one very large canister 1 34. Accordingly, the filtering and venting of the blow-by gas may be accomplished by a series of smaller canisters 1 34, as shown.

[Para 78] FIGURES 1 1 - 1 4 illustrate the PCV valve 1 8 and oil separator 1 9 combined in a single canister 1 34. FIG. 1 1 illustrates an external view of the canister 1 34. As shown, the canister 1 34 includes a vent line port 1 44 and exhaust orifice 1 46 along the top of the canister 1 34. The top of the PCV valve 1 8 is also situated at the top of the canister 1 34 with the electrical connection 78 exposed. (Better shown in FIG. 1 2.) The bottom of the canister 1 34 is fitted with an oil return 1 38. The bottom of the canister 1 34 includes a bottom lid 1 42 and two side clamps 1 40. (Better shown in FIG. 1 3.) The bottom lid 1 42 of the canister 1 34 is removable so as to accommodate periodic cleaning of the filter contained within. (Better shown in FIG. 1 3A.)

[Para 79] The open end 1 48 of the bottom portion of the canister 1 34 is shown in FIGURE 1 3A, along with a gasket 1 50 and the removable cover 1 42. The gasket 1 50 fits between the open end 1 48 of the canister 1 34 and the removable cover 1 42. The gasket 1 50 is made of a compressible material that is heat resistant and impermeable to both air and liquid. Such a compressible material may be plastic, rubber, or some other material with these properties. The purpose of including the gasket 1 50 at this position is to create a seal between the canister 1 34 and the removable cover 1 42 that prevents oil or other contaminants from leaking out. This may be essential because the contents of the canister 1 34 are under high pressure and temperatures. The gasket 1 50 may be removable for cleaning or replacement purposes.

[Para 80] The vent line port 1 44 of the canister is connected to the vent line 74 (FIG. 2) to receive blow-by gas from the crankcase 35. As illustrated in FIGURE 1 4, once blow-by gas is vented into the canister 1 34, it is passed through a series of mesh layers 1 36. The mesh layers 1 36 serve to separate the fuel vapors from the heavy oil contained in the blow-by gas. The heavier oil particles settle to the bottom of the canister where they are returned to the crankcase 35 via the oil return 1 38. The lighter fuel vapors are vacuumed out of the canister 1 34 through the intake orifice 84 of the PCV valve 1 8. The PCV 1 8 valve is regulated by the controller 1 2 as described above. The fuel vapors are then returned to either the fuel line 40 or the intake manifold 38 via the exhaust orifice 1 46. In operation, the oil separator 1 9 provides two main functions. First, the increased volume in the interior of the canister 1 34 causes oil particulates to condense out from a gaseous state. Second, the mesh layers 1 36 disposed within the interior of the canister 1 34 provide a surface to condense oil and trap contaminants, thereby preliminarily filtering the oil passing therethrough.

[Para 81 ] The mesh layers 1 36 may be any standard oil filter known in the art capable of filtering liquid oil. In the preferred embodiment, as illustrated, the mesh layers 1 36 are made from steel or copper wool and provide a plurality of surfaces over which the blow-by gasses pass. The mesh layers 1 36 may also comprise stainless steel, aluminum, brass, or bronze and come in differing gauges.

[Para 82] FIGURE 1 5 illustrates an alternate embodiment of the canister 1 34 particularly the configuration of the layers of metal mesh 1 36 contained therein comprising different types and forms of layers.

[Para 83] The canister 1 34 preferably comprises multiple layers of metal mesh 1 36 of differing gauges. These layers of metal mesh 1 36 are loaded into the canister 1 34 through the canister's open end 1 48. The layers of metal mesh 1 36 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, or bronze. In operation, unfiltered blow-by gases are received by the blow-by intake port 1 44 of the canister 1 34. The blow-by gases begin to circulate through the layers of metal mesh 1 36. Different contaminants and impurities are trapped at each layer of metal mesh 1 36 depending on the gauge of the mesh and type of the metal. Larger contaminants are filtered by larger gauges of metal mesh 1 36. Smaller contaminants and impurities are filtered by the finer gauges of metal mesh 1 36. Likewise, some impurities may be trapped by certain types of metal.

[Para 84] As the blow-by gases work through the filtering canister 1 34, contaminants, particulates, and impurities are trapped leaving two main bi- products: cleansed engine oil 1 52 , and purified fuel vapor. The cleansed engine oil 1 52 eventually collects in the bottom of the canister 1 34 where it drains via the oil drainage port 1 38 back to the crankcase 35 of the engine 36. The purified fuel vapor is vented through the fuel vapor exhaust port 1 46 in the canister 1 34 to pass to the PCV valve 1 8, which is separated from the separator 1 9 in this embodiment, to be recycled through the intake manifold 38 of the engine 36.

[Para 85] Where the drainage port 1 38 is connected to the crankcase 35 the system 1 0 preferably includes a check valve 1 90. The check valve 1 90 is designed to ensure that oil does not reverse the direction of flow out of the crankcase 35. A large number of diesel engines have an open loop system, which means that such oil or blow-by gasses are put out into the environment rather than being hooked up to the vacuum manifold. This can be especially damaging for large diesel engines such as in maritime vessels where the exhaust and other waste gasses are dumped into the ocean, damaging coral reefs and other sea life. The inventive system 1 0 closes this loop, sealing the diesel engine, preventing the vast majority of blow-by gasses, including unspent fuel, waste hydrocarbons, and particulates, from being released into the environment. In larger engines multiple check valves 1 90 may be run in parallel or a single check valve 1 90 may be scaled u p to a much larger size.

[Para 86] After the oil separator 1 9 has been used for a given amou nt of time, it is necessary to clean out the mesh layers 1 36 contained therein. This is accomplished by un-latching the side clamps 1 40 at the bottom of the canister 1 34, and removing the bottom lid 1 42. The mesh layers 1 36 can then be removed and cleaned out. They must be dipped in clean oil again before being inserted back into the canister 1 34.

[Para 87] FIGURE 1 6 illustrates an alternate embodiment of the diesel pollution control system 1 0 installed on an engine 36 wherein the PCV valve 1 8 and the oil separator 1 9 are separate components. The operation of the system 1 0 is as described in the earlier embodiment. The difference in the separation of the PCV valve 1 8 from the oil separator 1 9 provides that one component may be replaced without the other, thereby reducing maintenance costs.

[Para 88] FIGURE 1 7 illustrates a further alternate embodiment wherein the outlet from the oil separator 1 9 is fluidly connected to an oil filter 1 54. The oil filter 1 54 is configured as and performs functions typical of a prior art oil filter known to one skilled in the art. An outlet from the oil filter 1 54 is fluidly connected to an oil accumulator 1 56 configured to gather a certain quantity of oil before the same is redirected to the crankcase 35. This oil accumulator 1 56 may include a check valve 1 90 as discussed above. In this embodiment, the outlet from the oil accumulator 1 56 is connected to an inlet 1 58 on the crankcase 35. The inlet 1 58 may be associated with a dip stick channel 1 60 or connected directly to the crankcase 35. A person skilled in the art will appreciate that any one of these additional components - the oil filter 1 54, the oil accumulator 1 56, and the inlet 1 58, whether associated with a dip stick channel 1 60 or directly coupled to the crankcase 35 - may be included individually or collectively in the pollution control system 1 0.

[Para 89] The outlet 1 46 of the oil separator 1 9 is connected to the inlet on the PCV valve 1 8. The outlet of the PCV valve 1 8 is fluidly coupled to the fuel line 40. In line with this fluid coupling between the outlet of the PCV valve 1 8 and the fuel line 40 is a fuel mixer 1 62 configured to introduce an additional or alternate fuel source 1 64 to the blow-by gasses. As with the other elements for the alternate embodiment described above, the mixer 1 62 and fuel source 1 64 may be included on its own or in combination with one of the other elements.

[Para 90] FIGURES 1 8 and 1 9 illustrate an alternate configuration for the oil separator 1 9. In this embodiment, the oil separator 1 9 has a canister 1 34 with a top portion 1 66 and a bottom portion 1 68. Attached to the canister 1 34 is a handle 1 70 along with an inlet port 1 72 and an outlet port 1 74.

[Para 91 ] FIGURE 1 9 shows this embodiment of the oil separator 1 9 in an exploded view with its orientation flipped from that of FIG. 1 8. One can see the handle 1 70 is attached to the top portion 1 66 by a screw 1 76 or other similar attachment means. The interior of the top portion 1 66 is divided into an inlet chamber 1 78 and an outlet chamber 1 80. A metal screen 1 82 is disposed across the openings of the inlet chamber 1 78 and outlet chamber 1 80. The screen 1 82 is preferably held in place by screws 1 84. The interior of the bottom portion 1 68 preferably comprises an open chamber (not shown) configured to capture oil condensed out of the blow-by gasses. The bottom portion 1 68 may include steel wool 1 86 or other similar mesh layer materials as described above. The underside of the bottom portion 1 68 includes an oil drainage port 1 38 as described in earlier embodiments.

[Para 92] The oil separator 1 9 further includes an O-ring or gasket 1 88 disposed between the upper portion 1 66 and the bottom portion 1 68. The O- ring 1 88 seals the oil separator 1 9 against leakage during operation under pressure. The upper portion 1 66 and bottom portion 1 68 are preferably secured together by a durable but releasable connection such as a threaded coupling, lugs and channels, or set screws. A person of ordinary skill in the art will appreciate the various means of securing the top portion 1 66 and bottom portion 1 68 together. [Para 93] When fu lly assembled, this embodiment of the oil separator 1 9 brings the blow-by gasses into the inlet chamber 1 78 through the inlet port 1 72. The gasses then pass through the screen 1 82 into the bottom portion 1 68. As the blow-by gasses pass through the screen 1 82, a portion of the oil contained therein is condensed and drains to the bottom of the inner chamber. The blow-by gasses then pass over and through the mesh layers 1 86 where additional oil is further condensed out of the blow-by gasses to remain in the bottom of the inner chamber. The vacuum created by the pressure differential between the crankcase and the intake manifold then draws the blow-by gasses upward through the screen 1 82 into the outlet chamber 1 80. This second passage through the screen 1 82 further condenses additional oil out of the blow-by gasses. The screen 1 82 and mesh layers 1 86 also aid in filtering particulates and other contaminants in the blow-by gasses. Once drawn into the outlet chamber 1 80, the blow-by gasses are released through the outlet port 1 74 and pass to the PCV valve 1 8 described in the earlier embodiments.

[Para 94] In view of the foregoing, it is understood by one skilled in the art that the present invention for a pollution control system for diesel engines includes an oil filter and PCV valve used in conjunction with a diesel engine. In summary, during acceleration and while hauling heavy loads, the diesel engine will produce blow-by gas, which includes fuel vapor, oil, and other

contaminants. This blow-by gas is vented from the crankcase to the oil filter. Here, the blow-by gas passes through a series of mesh filters where the oil and other contaminants are filtered out of the fuel vapor. The contaminants are trapped in the mesh filters, while the oil condenses to the bottom of the oil filter. The condensed oil is returned to the crankcase out of the bottom of the oil filter.

[Para 95] The purified fuel vapor is vacuumed out of the oil filter through the PCV valve to be returned to the engine for re-burning. The PCV valve is connected to a controller that allows for variable amou nts of fuel vapor to pass through the valve depending on the current engine requirements. Once the fuel vapor passes through the PCV valve, it is returned to the engine either via the fuel line, or through the intake manifold.

[Para 96] As a further improvement, the wiring and integrated circuit chipsets that are used in the sensors and signal management apparatus, e.g., controller 1 2 , may be replaced with superconductors. Specifically, the system 1 0 may use room temperature, thermal-super-conductor sensors and /or signal processor technology. The room temperature superconductors used in the inventive system 1 0 would preferably exhibit their superconductor properties in temperatures elevated slightly over typical room temperature measurements, e.g., engine compartment temperatures.

[Para 97] Although several embodiments have been described in detail for purposes of illustration, various modifications may be made to each without departing from the scope and spirit of the invention. Accordingly, the invention is not to be limited, except as by the appended claims.

Claims

What i s c lai m ed i s :

[C lai m 1 ] A diesel pollution control system, comprising:

a PCV valve having an inlet and an outlet adapted to vent blow-by gas from a crankcase of a diesel combustion engine;

an oil separator having an inlet and top and bottom outlets, wherein the inlet is fluidly coupled to the crankcase, the bottom outlet is fluidly coupled to a return port on the crankcase and the top outlet is fluidly coupled to the PCV valve;

a blow-by line fluidly connecting the outlet of the PCV valve to an intake manifold on the diesel combustion engine; and

a controller connected to the PCV valve for selectively modulating an open/closed state of the PCV valve responsive to real time blow-by conditions so as to regulate vacuum pressure in the engine and adjustably increase or decrease a fluid flow rate of blow-by gas from the crankcase.

[C lai m 2 ] The system of claim 1 , wherein the connection of the controller to the PCV valve is wireless.

[C lai m 3 ] The system of claim 1 , further comprising a blow-by sensor connected to the controller and in-line with one of the inlet on the oil separator, the top outlet on the oil separator, or the blow-by line for measuring real-time blow-by conditions, including blow-by pressure, blow-by temperature, blow-by composition, or blow-by fluid flow-rate.

[C lai m 4] The system of claim 3, wherein the connection of the controller to the blow-by sensor is wireless.

[C lai m 5 ] The system of claim 3, wherein the controller and blow-by sensor utilize superconductors in place of wiring and integrated circuit chipsets.

[C lai m 6] The system of claims 2 or 4, wherein the wireless connection is via Wi-Fi, radio, ultrasonic, infrared, or SMS.

[C lai m 7] The system of any of claims 1 -5 , wherein the PCV valve regu lates fluid flow between its inlet and outlet utilizing a solenoid mechanism, an electromagnetic orifice control mechanism, an inductive field orifice control mechanism, or a fiber optic orifice control mechanism.

[C lai m 8] The system of claim 3, wherein the oil separator comprises a plurality of permeable mesh layers having different gauges adapted to separate the blow-by gas into fuel vapors and oil droplets.

[C lai m 9] The system of claim 8, wherein the plurality of permeable mesh layers are a metal or metal alloy comprising steel, stainless steel, aluminum, copper, brass or bronze.

[C lai m 1 0] The system of claim 3, further comprising an oil filter disposed between and fluidly coupled with the bottom outlet of the oil separator and the return port on the crankcase.

[C lai m 1 1 ] The system of claim 1 0, further comprising an oil accumulator disposed between and fluidly coupled with the oil filter and the return port on the crankcase.

[C lai m 1 2 ] The system of claim 3, wherein the blow-by line is fluidly coupled to a main fuel line into the diesel combustion engine.

[C lai m 1 3 ] A process for controlling pollution in a diesel combustion engine, comprising the steps of:

venting blow-by gasses from a crankcase of a diesel combustion engine via vacuum pressu re using a PCV valve;

sensing real-time blow-by gas conditions, including blow-by pressure, blow-by temperature, blow-by composition, or blow-by fluid flow-rate; modulating an open/closed state of the PCV valve responsive to the real^¬ time blow-by gas conditions;

adjusting the blow-by fluid flow-rate of blow-by gas from the crankcase; separating the blow-by gasses into liquid oil and fuel vapors;

returning the liquid oil to the crankcase; and

recycling the fuel vapors to an intake manifold of the diesel combustion engine.

[Claim 14] The process of claim 13, further comprising the step of filtering the liquid oil prior to the returning step.

[Claim 15] The process of claim 13, further comprising the step of mixing the fuel vapors with an alternative fuel prior to the recycling step.