U.S. patent application number 14/808544 was filed with the patent office on 2015-12-03 for diesel pollution control system.
The applicant listed for this patent is Serge V. Monros. Invention is credited to Serge V. Monros.
Application Number | 20150345349 14/808544 |
Document ID | / |
Family ID | 54701162 |
Filed Date | 2015-12-03 |
United States Patent
Application |
20150345349 |
Kind Code |
A1 |
Monros; Serge V. |
December 3, 2015 |
DIESEL POLLUTION CONTROL SYSTEM
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.
Inventors: |
Monros; Serge V.; (Santa
Ana, CA) |
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Applicant: |
Name |
City |
State |
Country |
Type |
Monros; Serge V. |
Santa Ana |
CA |
US |
|
|
Family ID: |
54701162 |
Appl. No.: |
14/808544 |
Filed: |
July 24, 2015 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13910721 |
Jun 5, 2013 |
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14808544 |
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61710918 |
Oct 8, 2012 |
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Current U.S.
Class: |
123/574 |
Current CPC
Class: |
F01M 2013/0438 20130101;
F01M 13/0011 20130101; F01M 13/04 20130101; F01M 2013/0022
20130101 |
International
Class: |
F01M 13/00 20060101
F01M013/00; F01M 13/04 20060101 F01M013/04 |
Claims
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.
2. The system of claim 1, wherein the connection of the controller
to the PCV valve is wireless.
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.
4. The system of claim 3, wherein the connection of the controller
to the blow-by sensor is wireless.
5. The system of claim 3, wherein the controller and blow-by sensor
utilize superconductors in place of wiring and integrated circuit
chipsets.
6. The system of claim 2 or 4, wherein the wireless connection is
via Wi-Fi, radio, ultrasonic, infrared, or SMS.
7. The system of any of claims 1-5, wherein the PCV valve regulates
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.
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.
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.
10. 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.
11. The system of claim 10, further comprising an oil accumulator
disposed between and fluidly coupled with the oil filter and the
return port on the crankcase.
12. The system of claim 3, wherein the blow-by line is fluidly
coupled to a main fuel line into the diesel combustion engine.
13. 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 pressure 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.
14. The process of claim 13, further comprising the step of
filtering the liquid oil prior to the returning step.
15. The process of claim 13, further comprising the step of mixing
the fuel vapors with an alternative fuel prior to the recycling
step.
Description
RELATED APPLICATION
[0001] This application is a continuation-in-part of U.S.
application Ser. No. 13/910,721, filed on Jun. 5, 2013, which
claims priority to U.S. Provisional Application No. 61/710,918,
filed on Oct. 8, 2012.
FIELD OF THE INVENTION
[0002] 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
[0003] 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 simultaneously pushing the remaining exhaust out the
exhaust port. Momentum drives the piston back into the compression
stroke as the process repeats itself.
[0004] 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".
[0005] 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 lubrication 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.
[0006] 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.
[0007] 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 pressure 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.
[0008] 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).
[0009] 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 vacuum 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.
[0010] U.S. Pat. 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.
[0011] 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.
[0012] 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
[0013] 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.
[0014] 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.
[0015] 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.
[0016] 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.
[0017] 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.
[0018] 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.
[0019] 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
[0020] The accompanying drawings illustrate the invention. In such
drawings:
[0021] FIG. 1 is a schematic illustrating a pollution control
device for diesel engines having a controller operationally coupled
to numerous sensors and a PCV valve;
[0022] FIG. 2 is a schematic illustrating the general functionality
of the PCV valve with a combustion-based diesel engine;
[0023] FIG. 2A is a schematic illustrating the general
functionality PCV valve with a combustion-based diesel engine and
an in-line sensor;
[0024] FIG. 3 is a perspective view of a PCV valve for use with the
pollution control system for diesel engines;
[0025] FIG. 4 is an exploded perspective view of the PCV valve of
FIG. 3;
[0026] FIG. 4A is an exploded perspective view of an alternate
embodiment of the PCV valve including alternate orifice control
technologies;
[0027] FIG. 5 is a partially exploded perspective view of the PCV
valve of FIG. 4, illustrating assembly of an air flow
restrictor;
[0028] FIG. 6 is a partially exploded perspective view of the PCV
valve of FIG. 4, illustrating partial depression of the air flow
restrictor;
[0029] FIG. 7 is a cross-sectional view of the PCV valve taken
along line 7-7 of FIG. 3, illustrating no air flow;
[0030] FIG. 8 is a cross-sectional view of the PCV valve taken
along line 8-8 of FIG. 3, illustrating restricted air flow;
[0031] FIG. 9 is another cross-sectional view of the PCV valve
taken along line 9-9 of FIG. 3, illustrating full air flow;
[0032] FIG. 10 is a schematic illustrating PCV valves and oil
filters in a series of canisters;
[0033] FIG. 11 is a perspective view of the canister containing the
PCV valve and oil filter;
[0034] FIG. 12 is a partial enlarged view of the top of the
canister illustrating the vent line port, PCV valve, and exhaust
port;
[0035] FIG. 13 is a partial enlarged view of the bottom of the
canister illustrating the oil return, bottom lid, and side
clamps;
[0036] FIG. 13A is a partial exploded view of the bottom of the
canister illustrating the oil return, bottom lid, gasket and side
clamps;
[0037] FIG. 14 is a partial cross-sectional view of the canister
illustrating the PCV valve and layers of mesh filters within the
canister;
[0038] FIG. 15 is a partial cross-sectional view of the canister
illustrating an alternate embodiment of the layers of mesh filters
within the canister;
[0039] FIG. 16 is a schematic illustration showing an alternative
embodiment of the general functionality of the diesel pollution
control system on a diesel combustion engine;
[0040] FIG. 17 is a schematic illustration showing an alternate
embodiment of the diesel pollution control system on a diesel
combustion engine;
[0041] FIG. 17A 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;
[0042] FIG. 17B 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;
[0043] FIG. 18 is a perspective illustration of an alternate
embodiment of the oil separator of the present invention; and
[0044] FIG. 19 is an exploded view of the oil separator of FIG.
18.
BRIEF DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0045] 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 10. In FIG. 1, the
pollution control system for diesel engines 10 is generally
illustrated as having a controller 12 preferably mounted under a
hood 14 of an automobile 16. The controller 12 is electrically
coupled to any one of a plurality of sensors that monitor and
measure the real-time operating conditions and performance of the
automobile 16. The controller 12 regulates the flow rate of blow-by
gases by regulating the engine vacuum in a combustion engine
through digital control of a PCV valve 18. The controller 12
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
12 is used to regulate the PCV valve 18 and oil filter/separator
19, as described in more detail below.
[0046] Alternatively, the controller 12 may receive input from
in-line sensors 192 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, 17A and 17B). By placing the in-line sensors 192 in the
connecting tube as opposed to at the crankcase, the intake
manifold, or another part of the engine, the controller 12 receives
more accurate and more direct readings resulting in better
responsiveness for switching function in the PCV valve 18, as
described more fully below. The in-line sensors 192 may include
pressure sensors, temperature sensors, blow-by gas constituent
analyzers, and/or fluid flow rate sensors.
[0047] The controller 12 may also control other devices in the
vehicle engine. The controller 12 may control the flow of oil out
of an oil filter or oil separator 19. The controller 12 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 12 may also regulate a
purging system in case of failure in the pollution control system
10--the purging system triggers the engine to revert back to an OEM
system, typically an open draft tube. Controller 12 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 12 is fully upgradable with flash memory
or other similar devices. This means that the same controller 12
and system 10 could work on virtually any type of engine with all
different types of fuels. The pollution control system 10 is
adaptable to any internal combustion engine. For example, the
pollution control system 10 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.
[0048] Instead of being hard wired, the controller 12 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 12 and the PCV valve 18). Replacing hard
wired connections between the controller 12 and the other
components of the pollution control system 10 facilitates
installation of the system 10 in any size engine and any size
compartment. The wireless connection allows for installation of the
various components of the system 10 without the need to run wired
connections across the engine or through the engine
compartment.
[0049] FIG. 2 is a schematic illustrating the operation of the
diesel pollution control system 10 for diesel engines 36. As shown
in FIG. 2, the PCV valve 18 and oil separator 19 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 10. 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.
[0050] 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.
[0051] 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.
[0052] 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 10 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 19, the PCV valve 18, 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 12 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.
[0053] The PCV valve 18 in FIG. 3 is generally electrically coupled
to the controller 12 via a pair of electrical connections 78. The
controller 12 at least partly regulates the quantity of blow-by
gases flowing through the PCV valve 18 via the electrical
connections 78. In FIG. 3, the PCV valve 18 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 12 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.
[0054] FIG. 4 illustrates the PCV valve 18 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
rubber housing 80 includes an aperture (not shown) to allow the
connector wires 78 to be electrically coupled to the controller 12
(FIG. 2).
[0055] In substitution for the solenoid mechanism 90, the PCV valve
18 may instead use an electromagnetic orifice control, an inductive
field control, or a fiber optic control. Such alternate orifice
control technologies 194, as shown in FIG. 4A, may provide for more
precise opening/closing of the PCV valve 18 to improve the overall
operation of the pollution control system 10.
[0056] 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 18 (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. Regulating
blow-by gas air flow rate is particularly advantageous as the
pollution control system 10 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 12 is coupled to the plurality of sensors 20-32 to
monitor the overall efficiency and operation of the automobile 16
and operates the PCV valve 18 in real-time to maximize recycling of
blow-by gases according to the measurements taken by the sensors
20-32.
[0057] 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 10 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 10 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 12 digitally regulates and controls the PCV valve 18
based on engine speed and other operating characteristics and
real-time measurements taken by the sensors 20-32. The pollution
control system 10 may be integrated into immobile engines used to
produce energy or used for industrial purposes.
[0058] 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 10 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 10 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 consumes approximately 870 million gallons of petroleum a
day, a fifteen percent reduction through the recycling of blow-by
gases with the pollution control system 10 translates into a
savings of approximately 130 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.
[0059] In one embodiment, the quantity of blow-by gases entering
the intake orifice 84 of the PCV valve 18 is regulated by the air
flow restrictor 92 as generally shown in FIG. 4. The air flow
restrictor 92 includes a rod 100 having a rear portion 102, an
intermediate portion 104, and a front portion 106. The front
portion 106 has a diameter slightly less than the rear portion 102
and the intermediate portion 104. A front spring 108 is disposed
concentrically over the intermediate portion 104 and the front
portion 106, including over a front surface 110 of the rod 100. The
front spring 108 is preferably a coil spring that decreases in
diameter from the intake orifice 84 toward the front surface 110.
An indent collar 112 separates the rear portion 102 from the
intermediate portion 104 and provides a point where a rear snap
ring 114 may attach to the rod 100. The diameter of the front
spring 108 should be approximately or slightly less than the
diameter of the rear snap ring 114. The rear snap ring 114 engages
the front spring 108 on one side and a rear spring 116 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 114. The rear spring 116 is preferably a coil spring and is
wedged between a front surface 118 of the solenoid 96 and the rear
snap ring 114. The front portion 106 also includes an indented
collar 120 providing a point of attachment for a front snap ring
122. The diameter of the front snap ring 122 is smaller than that
of the tapered front spring 108. The front snap ring 122 fixedly
retains a front disk 124 on the front portion 106 of the rod 100.
Accordingly, the front disk 124 is fixedly wedged between the front
snap ring 122 and the front surface 110. The front disk 124 has an
inner diameter configured to slidably engage the front portion 106
of the rod 100. The front spring 108 is sized to engage a rear disk
126 as described below.
[0060] The disks 124, 126 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
100 and the corresponding front disk 124 secured thereto.
[0061] FIG. 5 specifically illustrates the air flow restrictor 92
in a closed position. The rear portion 102 of the rod 100 has an
outer diameter approximately the size of the inner diameter of the
solenoid 96. Accordingly, the rod 100 can slide within the solenoid
96. The position of the rod 100 in the outer housing 82 depends
upon the position of the plunger 94 due to the engagement of the
rear portion 106 with the plunger 94 as shown more specifically in
FIGS. 7-9. As shown in FIG. 5, the rear spring 116 is compressed
between the front surface 118 of the solenoid 96 and the rear snap
ring 114. This in turn compresses the rear disk 126 against the
front disk 124. Similarly, the front spring 108 is compressed
between the rear snap spring 114 and the rear disk 126. This allows
for the rear disk 126 to be separated from the front disk 124, as
shown in FIG. 6.
[0062] As better shown in FIGS. 7-9 (taken along lines 7-7, 8-8,
and 9-9 of FIG. 3), the front disk 124 includes an extension 130
having a diameter less than that of a foot 132. The foot 132 of the
rear disk 126 is approximately the diameter of the tapered front
spring 108. In this manner, the front spring 108 fits over an
extension 130 of the rear disk 126 to engage the planar surface of
the diametrically larger foot 132 thereof. The inside diameter of
the rear disk 126 is approximately the size of the external
diameter of the intermediate portion 104 of the rod 100, which is
smaller in diameter than either the intermediate portion 104 or the
rear portion 102. In this regard, the front disk 124 locks in place
on the front portion 106 of the rod 100 between the front surface
110 and the front snap ring 122. Accordingly, the position of the
front disk 124 is dependent upon the position of the rod 100 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.
[0063] FIG. 6 illustrates the PCV valve 18 wherein increased vacuum
created between the crankcase 35 and the intake manifold 38 causes
the rear disk 126 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 126 must overcome the
opposite force exerted by the front spring 108. Here, small
quantities of blow-by gases may pass through the PCV valve 18
through a pair of apertures 134 in the front disk 124.
[0064] FIGS. 7-9 more specifically illustrate the functionality of
the PCV valve 18 in accordance with the pollution control system
10. FIG. 7 illustrates a PCV valve 18 in a closed position. Here,
no blow-by gas may enter the intake orifice 84. As shown, the front
disk 124 is flush against a flange 136 defined in the intake
orifice 84. The diameter of the foot 132 of the rear disk 126
extends over and encompasses the apertures 134 in the front disk
124 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 100 toward the intake orifice 84. The rear spring
116 is thereby compressed between the front surface 118 of the
solenoid 96 and the rear snap ring 114. Likewise, the front spring
108 compresses between the rear snap ring 114 and the foot 132 of
the rear disk 126.
[0065] 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
108 to position the rear disk 126 flush against the front disk 124.
In this case, the rear disk 126 is able to slide along the outer
diameter of the rod 100 thereby opening the apertures 134 in the
front disk 124. Limited quantities of blow-by gases are allowed to
enter the PCV valve 18 through the intake orifice 84 as noted by
the directional arrows therein. Of course, the blow-by gases exit
the PCV valve 18 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 124
remains seated against the flanges 136. Thus, only limited air flow
is possible through the apertures 134. Increasing the engine vacuum
consequently increases the air pressure exerted against the rear
disk 126. Accordingly, the front spring 108 is further compressed
such that the rear disk 126 continues to move away from the front
disk 124 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 100 within the PCV valve 18 to
exert more or less pressure on the springs 108, 116 to restrict or
permit air flow through the intake orifice 84, as determined by the
controller 12.
[0066] 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 100
retracts away from the intake orifice 84 with the plunger 94. This
allows the front disk 124 to unseat from the flanges 136 thereby
allowing additional air flow to enter the intake orifice 84 around
the outer diameter of the front disk 124. 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 100 to retract all the way out from
within the outer housing 82 such that the front disk 124 and the
rear disk 126 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 10 or PCV valve 18 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 108, 116 may be rated differently according to the
specific automobile with which the PCV valve 18 is to be
incorporated in a pollution control system 10.
[0067] The controller 12 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 12 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 12 operates the PCV valve 18 in response to the
operation of one or more of these control modules. For example, the
controller 12 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.
[0068] 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 100 toward the intake orifice 84 such
that the front disk 124 seats against the flanges 136 as generally
shown in FIG. 7. In this regard, the PCV valve 18 vents small
amounts of blow-by gases from the crankcase to the intake manifold
via the apertures 134 in the front disk 124 even though engine
vacuum is high. The high engine vacuum forces blow-by gases through
the apertures 134 thereby forcing the rear disk 126 away from the
front disk 124, compressing the front spring 108. At idle, the RWS
module activates the solenoid 96 to prevent the front disk 124 from
unseating from the flanges 136, 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 12 can regulate the PCV valve 18 simultaneously with
other components of the pollution control system 10 to set the air
flow rate of blow-by gases vented from the crankcase 35.
[0069] Blow-by gas production increases during acceleration, during
increased engine load and with higher engine RPMs. Accordingly, the
RWS module 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 124 from the flanges
136 (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 124 with the flanges 136 of the intake orifice 84 at 900
rpm. At 1700 rpm the RWS module may activate a first stage wherein
the current 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 124 and the rear
disk 126 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 12
and based on readings from the sensors 20-32.
[0070] The controller 12 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 12 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 12 optimizes the
venting of blow-by gases based on real-time measurements taken by
the sensors 20-32. For example, the controller 12 may determine
that the automobile 16 is expelling increased amounts of harmful
exhaust via feedback from the exhaust sensor 32. In this case, the
controller 12 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 16 as measured by the exhaust sensor
32.
[0071] In another embodiment, the controller 12 is equipped with an
LED that flashes to indicate power and that the controller 12 is
waiting to receive engine speed pulses. The LED may also be used to
gauge whether the controller 12 is functioning correctly. The LED
flashes until the automobile reaches a specified RPM at which point
the controller 12 changes the current delivered to the solenoid 96
via the connector wires 78. In a particularly preferred embodiment,
the controller 12 maintains the amount 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 10 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.
[0072] The controller 12 may also be equipped with an On Delay
timer, such as the KH1 Analog Series On Delay timer manufactured by
Instrumentation & Control Systems, Inc. of Addison, Ill. 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 12
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 124
remains flush against the flanges 136 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
124, 126 from the intake orifice 84 after a predetermined duration
(e.g. one minute). Alternatively, the delay timer may be set by the
controller 12 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.
[0073] The controller 12 preferably mounts to the interior of the
hood 14 of the automobile 16 as shown in FIG. 1. The controller 12
may be packaged with an installation kit to enable a user to attach
the controller 12 as shown. Electrically, the controller 12 is
powered by any suitable twelve volt circuit breaker. A kit having
the controller 12 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 18 so a user installing the pollution
control system 10 cannot cross the wires between the controller 12
and the PCV valve 18. The controller 12 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
12.
[0074] In another aspect of the pollution control system 10, the
controller 12 regulates the PCV valve 18 based on engine operating
frequency. For instance, the controller 12 may activate or
deactivate the plunger 94 as the engine passes through a resonant
frequency. In a preferred embodiment, the controller 12 blocks all
air flow from the crankcase 35 to the intake manifold 38 until
after the engine passes through the resonant frequency. The
controller 12 can also be programmed to regulate the PCV valve 18
based on sensed frequencies of the engine at various operating
conditions, as described above.
[0075] Moreover, the pollution control system 10 is usable with a
wide variety of engines, including diesel automobile engines. The
pollution control system 10 may also be used with larger stationary
engines or used with boats or other heavy machinery. Additionally,
the pollution control system 10 may include one or more controllers
12 and one or more PCV valve 18 in combination with a plurality of
sensors measuring the performance of the engine or vehicle. The use
of the pollution control system 10 is association with an
automobile, as described in detail above, is merely a preferred
embodiment. Of course, the pollution control system 10 has
application across a wide variety of disciplines that employ
combustible materials having exhaust gas production that could be
recycled and reused.
[0076] In another aspect of the pollution control system 10, the
controller 12 may modulate control of the PCV valve 18. The primary
functionality of the PCV valve 18 is to control the amount of
engine vacuum between the crankcase 35 and the intake manifold 38.
The positioning of the plunger 94 within the solenoid 96 largely
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 18 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 12 fails, the
pollution control system 10 defaults back to OEM settings wherein
the PCV valve 18 functions as a two-stage check valve. A
particularly preferred aspect of the pollution control system 10 is
the compatibility with current and future OBD standards through
inclusion of a flash-updatable controller 12. Moreover, operation
of the pollution control system 10 does not affect the operational
conditions of current OBD and OBD-II systems. The controller 12 may
be accessed and queried according to standard OBD protocols and
flash-updates may modify the bios so the controller 12 remains
compatible with future OBD standards. Preferably, the controller 12
operates the PCV valve 18 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 10.
[0077] In another aspect of the pollution control system 10, the
controller 12 may modulate activation and/or deactivation of the
operational components, as described in detail above, with respect
to, e.g., the PCV valve 18. 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 12 may selectively activate
the PCV valve 18 for a period of one to two minutes and then
selectively deactivate the PCV valve 18 for ten minutes. 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 12.
[0078] FIG. 10 illustrates the preferred embodiment of the present
invention in a series. The PCV valve 18 and an oil separator 19 can
be combined into one canister 134 in order to maximize the fuel and
oil efficiency of a diesel engine. As shown, the canisters 134 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
134. Accordingly, the filtering and venting of the blow-by gas may
be accomplished by a series of smaller canisters 134, as shown.
[0079] FIGS. 11-14 illustrate the PCV valve 18 and oil separator 19
combined in a single canister 134. FIG. 11 illustrates an external
view of the canister 134. As shown, the canister 134 includes a
vent line port 144 and exhaust orifice 146 along the top of the
canister 134. The top of the PCV valve 18 is also situated at the
top of the canister 134 with the electrical connection 78 exposed.
(Better shown in FIG. 12.) The bottom of the canister 134 is fitted
with an oil return 138. The bottom of the canister 134 includes a
bottom lid 142 and two side clamps 140. (Better shown in FIG. 13.)
The bottom lid 142 of the canister 134 is removable so as to
accommodate periodic cleaning of the filter contained within.
(Better shown in FIG. 13A.)
[0080] The open end 148 of the bottom portion of the canister 134
is shown in FIG. 13A, along with a gasket 150 and the removable
cover 142. The gasket 150 fits between the open end 148 of the
canister 134 and the removable cover 142. The gasket 150 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 150 at this position is to create a seal
between the canister 134 and the removable cover 142 that prevents
oil or other contaminants from leaking out. This may be essential
because the contents of the canister 134 are under high pressure
and temperatures. The gasket 150 may be removable for cleaning or
replacement purposes.
[0081] The vent line port 144 of the canister is connected to the
vent line 74 (FIG. 2) to receive blow-by gas from the crankcase 35.
As illustrated in FIG. 14, once blow-by gas is vented into the
canister 134, it is passed through a series of mesh layers 136. The
mesh layers 136 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 138. The lighter fuel vapors are
vacuumed out of the canister 134 through the intake orifice 84 of
the PCV valve 18. The PCV 18 valve is regulated by the controller
12 as described above. The fuel vapors are then returned to either
the fuel line 40 or the intake manifold 38 via the exhaust orifice
146. In operation, the oil separator 19 provides two main
functions. First, the increased volume in the interior of the
canister 134 causes oil particulates to condense out from a gaseous
state. Second, the mesh layers 136 disposed within the interior of
the canister 134 provide a surface to condense oil and trap
contaminants, thereby preliminarily filtering the oil passing
therethrough.
[0082] The mesh layers 136 may be any standard oil filter known in
the art capable of filtering liquid oil. In the preferred
embodiment, as illustrated, the mesh layers 136 are made from steel
or copper wool and provide a plurality of surfaces over which the
blow-by gasses pass. The mesh layers 136 may also comprise
stainless steel, aluminum, brass, or bronze and come in differing
gauges.
[0083] FIG. 15 illustrates an alternate embodiment of the canister
134 particularly the configuration of the layers of metal mesh 136
contained therein comprising different types and forms of
layers.
[0084] The canister 134 preferably comprises multiple layers of
metal mesh 136 of differing gauges. These layers of metal mesh 136
are loaded into the canister 134 through the canister's open end
148. The layers of metal mesh 136 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 144 of the
canister 134. The blow-by gases begin to circulate through the
layers of metal mesh 136. Different contaminants and impurities are
trapped at each layer of metal mesh 136 depending on the gauge of
the mesh and type of the metal. Larger contaminants are filtered by
larger gauges of metal mesh 136. Smaller contaminants and
impurities are filtered by the finer gauges of metal mesh 136.
Likewise, some impurities may be trapped by certain types of
metal.
[0085] As the blow-by gases work through the filtering canister
134, contaminants, particulates, and impurities are trapped leaving
two main bi-products: cleansed engine oil 152, and purified fuel
vapor. The cleansed engine oil 152 eventually collects in the
bottom of the canister 134 where it drains via the oil drainage
port 138 back to the crankcase 35 of the engine 36. The purified
fuel vapor is vented through the fuel vapor exhaust port 146 in the
canister 134 to pass to the PCV valve 18, which is separated from
the separator 19 in this embodiment, to be recycled through the
intake manifold 38 of the engine 36.
[0086] Where the drainage port 138 is connected to the crankcase 35
the system 10 preferably includes a check valve 190. The check
valve 190 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 10 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 190 may be run in parallel or a
single check valve 190 may be scaled up to a much larger size.
[0087] After the oil separator 19 has been used for a given amount
of time, it is necessary to clean out the mesh layers 136 contained
therein. This is accomplished by un-latching the side clamps 140 at
the bottom of the canister 134, and removing the bottom lid 142.
The mesh layers 136 can then be removed and cleaned out. They must
be dipped in clean oil again before being inserted back into the
canister 134.
[0088] FIG. 16 illustrates an alternate embodiment of the diesel
pollution control system 10 installed on an engine 36 wherein the
PCV valve 18 and the oil separator 19 are separate components. The
operation of the system 10 is as described in the earlier
embodiment. The difference in the separation of the PCV valve 18
from the oil separator 19 provides that one component may be
replaced without the other, thereby reducing maintenance costs.
[0089] FIG. 17 illustrates a further alternate embodiment wherein
the outlet from the oil separator 19 is fluidly connected to an oil
filter 154. The oil filter 154 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 154 is fluidly connected to
an oil accumulator 156 configured to gather a certain quantity of
oil before the same is redirected to the crankcase 35. This oil
accumulator 156 may include a check valve 190 as discussed above.
In this embodiment, the outlet from the oil accumulator 156 is
connected to an inlet 158 on the crankcase 35. The inlet 158 may be
associated with a dip stick channel 160 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 154, the oil
accumulator 156, and the inlet 158, whether associated with a dip
stick channel 160 or directly coupled to the crankcase 35--may be
included individually or collectively in the pollution control
system 10.
[0090] The outlet 146 of the oil separator 19 is connected to the
inlet on the PCV valve 18. The outlet of the PCV valve 18 is
fluidly coupled to the fuel line 40. In line with this fluid
coupling between the outlet of the PCV valve 18 and the fuel line
40 is a fuel mixer 162 configured to introduce an additional or
alternate fuel source 164 to the blow-by gasses. As with the other
elements for the alternate embodiment described above, the mixer
162 and fuel source 164 may be included on its own or in
combination with one of the other elements.
[0091] FIGS. 18 and 19 illustrate an alternate configuration for
the oil separator 19. In this embodiment, the oil separator 19 has
a canister 134 with a top portion 166 and a bottom portion 168.
Attached to the canister 134 is a handle 170 along with an inlet
port 172 and an outlet port 174.
[0092] FIG. 19 shows this embodiment of the oil separator 19 in an
exploded view with its orientation flipped from that of FIG. 18.
One can see the handle 170 is attached to the top portion 166 by a
screw 176 or other similar attachment means. The interior of the
top portion 166 is divided into an inlet chamber 178 and an outlet
chamber 180. A metal screen 182 is disposed across the openings of
the inlet chamber 178 and outlet chamber 180. The screen 182 is
preferably held in place by screws 184. The interior of the bottom
portion 168 preferably comprises an open chamber (not shown)
configured to capture oil condensed out of the blow-by gasses. The
bottom portion 168 may include steel wool 186 or other similar mesh
layer materials as described above. The underside of the bottom
portion 168 includes an oil drainage port 138 as described in
earlier embodiments.
[0093] The oil separator 19 further includes an O-ring or gasket
188 disposed between the upper portion 166 and the bottom portion
168. The O-ring 188 seals the oil separator 19 against leakage
during operation under pressure. The upper portion 166 and bottom
portion 168 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 166 and
bottom portion 168 together.
[0094] When fully assembled, this embodiment of the oil separator
19 brings the blow-by gasses into the inlet chamber 178 through the
inlet port 172. The gasses then pass through the screen 182 into
the bottom portion 168. As the blow-by gasses pass through the
screen 182, 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 186 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 182 into the
outlet chamber 180. This second passage through the screen 182
further condenses additional oil out of the blow-by gasses. The
screen 182 and mesh layers 186 also aid in filtering particulates
and other contaminants in the blow-by gasses. Once drawn into the
outlet chamber 180, the blow-by gasses are released through the
outlet port 174 and pass to the PCV valve 18 described in the
earlier embodiments.
[0095] 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.
[0096] 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
amounts 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.
[0097] As a further improvement, the wiring and integrated circuit
chipsets that are used in the sensors and signal management
apparatus, e.g., controller 12, may be replaced with
superconductors. Specifically, the system 10 may use room
temperature, thermal-super-conductor sensors and/or signal
processor technology. The room temperature superconductors used in
the inventive system 10 would preferably exhibit their
superconductor properties in temperatures elevated slightly over
typical room temperature measurements, e.g., engine compartment
temperatures.
[0098] 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.
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