Untitled record

full description

invention background

This application claims the right to benefit from Conditional US Technical Patent No. 61/840.129, filed on June 27, 2013.

The present invention generally relates to internal combustion machine fuel systems. More specifically, the invention relates to a multi-fuel system for a fuel combustion machine that uses both diesel and natural gas.

It is estimated that there are currently three hundred million vehicles on the roads of America. Every day, an average American spends an hour, mostly driving a car. In addition, about 70 percent of goods transported in America travel on commercial vehicles. Obviously, cars are an integral part of everyday life in America. This applies to most countries around the world. It creates dependence

<p>10 The world depends on cars similarly depending on fuel sources to move those cars. Most of the cars on the road today are fueled by gasoline or diesel. Most commercial vehicles are supplied with diesel fuel.</p>

Reliance on fossil fuels extracted from the ground creates a source of problems. The price of diesel fuel varies daily, until there is a specific trend for an increase in the price of fuel. There are no indications 15 that these fuel prices will decrease in the near future. The problems of air pollution are inherent

In the operation of internal combustion machines equipped with gasoline and diesel oil fuels are known. These air pollutants include carbon monoxide, nitrogen dioxide, particulate matter, ozone, sulfur dioxide, and lead. All of these pollutants are sources of a wide range of human health problems.

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As well as ozone depletion, and acid rain in the environment. Many believe that air pollution causes gradual and irreversible heating of the globe.

For these reasons, various emissions control devices are currently used and required by federal laws in order to reduce the amount of pollutants released into the atmosphere by internal combustion machines. and devices

<p>5 This emission control is in response to a range of different air quality standards set by the Environmental Protection Agency, including the Clean Air Agreement. Individual states also have their own environmental protection laws and ways to enforce them. The California Air Resources Commission is the country's strictest pollution regulator. The emission standards set by California's Air</p>

Resources Board is more stringent than the Environmental Protection Agency's requirements

<p>10 Federal Protection Agency, especially with regard to emissions of hydrocarbons and nitrogen oxides, which then become soot. Currently, sixteen other states have adopted, or are in the process of adopting, California's strict emission standards.</p>

Emission control devices however remove only part of the pollutants and are subject to deterioration with

The passage of time . And also ,

They often prevent machines from running at maximum efficiency. Also, the devices

<p>15th These emission controls are somewhat limited in their ability to remove pollutants and greatly increase vehicle costs.</p>

The discharge or flaring of the gas released from combustion contributes to the emissions. In a diesel-powered machine, oil is used to lubricate the shaft and connect the shaft bearings. The crankcase is filled mainly with air and oil. The intake crotch receives and creates fuel and air from various sources

<p>20 . The fuel/air mixture in the intake manifold is forced into the combustion chamber while ignited by</p>

spark plug, or as a result of combustion in the combustion chamber as a result of the movement of the piston shaft. Although piston rings are positioned around the outer diameter of the pistons on the inside of the piston cylinder, they are intended to knit insulation from the crankcase, unburned and burned fuel, and injected air into the combustion chamber. The piston rings are not able to be completely tightened.

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piston cylinder. Thus, the exhaust gas enters the crankcase, which is commonly called "leaking flue gas".

Combustion escaping gases mainly consist of pollutants such as hydrocarbons (unburned fuel), carbon dioxide and/or water, all of which are harmful to the engine crankcase. The retention of 5 escaping combustion gases in the crankcase allows contaminants to condense and accumulate with Time in a room m attached

the engine . Condensing pollutants form corrosive acids and sludge in the crankcase. This reduces the ability of the engine oil in the crankcase to lubricate the cylinder and the crankshaft. Low oil that fails to properly lubricate the drive shaft components can be a factor in machine wear, as well as poor machine performance.

<p>10 Crankcase ventilation systems have been developed to expel combustion gases escaping from the a positive crankcase ventilation valve and into the intake manifold to prepare for combustion. However, those combustion escaping gases removed from the crankcase usually contain relatively high levels of lubricant and the like, which are incorporated into the intake manifold and then into the combustion chamber, increasing the pollution generated. by vehicle.</p>

<p>15th These issues pose special problems in diesel engines, where diesel engines burn diesel fuel that is more oily and heavier than gasoline. Thus, flue gas produced by the crankcase from a diesel engine is much more oily and heavier than flue gas from gasoline. Of course, the combustion of this leaked diesel combustion creates a bigger pollution problem.</p>

Recently, many sources of natural gas have been found within the United States. Also, natural gas 20 is sometimes used as fuel for internal combustion machines. It has the ability to produce fewer combustion pollutants and reduce engine operating costs without complex emission control devices. Its use is expected to reduce the rate of consumption of fossil fuels in the world.

Since the transportation infrastructure currently does not include large numbers of widespread retail distributors of natural gas for vehicles, it is impractical to produce vehicles that refuel only gaseous fuels such as gas

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Naturally, as a result of the huge obstacles to it. Instead, it is more practical to provide vehicles with a source of both a liquid fuel such as diesel fuel and an additional source of additional fuel such as natural gas.

Document a. (8,220,439 US) reveals a dual-fuel system where liquid petroleum gas and diesel are mixed and then the mixture is distributed by a common rail to the combustion chamber.

<p>5 The alleged invention of this document is that the system mixes diesel fuel with natural gas as is</p>

It is distinct from the liquid petroleum gas mentioned in the document.

document b. (2012/0145126 USA) reveals the fuel system of a diesel engine that uses diesel fuel and liquid petroleum gas, again distinguishing it from natural gas for the claimed invention.

document c. (2012/0060800 USA) reveals a monitoring system for the engines of specific vehicles to create

<p>10 Coordinated composition of gaseous and distillate fuels. document c. Do not disclose the system claimed to the mixing chamber in line with each of the supply lines to prepare the multi-fuel mixture consisting of diesel fuel and natural gas.</p>

Document d. (5,522,428 USA) reveals a car that runs on natural gas alone and does not think about mixing natural gas with diesel fuel or any other fuel source.

<p>15th document e. (8,360.038 USA) reveals an engine pollution control system that includes a positive crankcase ventilation valve with an integrated oil trap to divert gases from the engine case to the intake manifold for combination with standard combustion fuel. This document is a no-brainer. In a mixture of diesel fuel with natural gas or any other fuel option.</p>

Thus, there is a constant need for a system capable of burning not only diesel fuel, but fuel

<p>20 Diesel is combined with natural gas so that it reduces the emissions of the diesel combustion machine. What is required, moreover, is a system that does this by equipping as little as possible the existing fuel consumption systems and shaping in order to reduce the complexity and cost of the system and also to enable the existing diesel machines to be retrofitted. Also required is a system that filters the flue gas leaking from the diesel crankcase, keeping the lubricating oil clean and filtered inside the crankcase, while reducing the environmental damage of the flue gases.</p>

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Leakage that enters the combustion chamber. The present invention fulfills these requirements and provides other advantages related thereto.

General description of the invention

<p>5 The multi-fuel engine system is oriented to the current invention of internal combustion engines, especially diesel engines, which makes it possible to run the engine blending two types of available fuels. The system consists primarily of a diesel engine containing a diesel reservoir connected in a liquid form to the combustion chamber via a first supply line, and a natural gas reservoir that is flexibly connected to the combustion chamber by a second supply line. . The mixing chamber is disposed of in line with both the first and second supply lines</p>

<p>10 Mixing Diesel fuel from the diesel storage and natural gas from the natural gas storage are mixed to form a multi-fuel mixture before the mixture is introduced into the combustion chamber. A The micro actuator coupled with a sensor monitors the operational characteristic of the diesel engine. The mixing chamber responds to the micro-actuator in order to selectively mold the formation of a multi-fuel mixture, primarily the quantities of diesel fuel and natural gas fed from its tanks.</p>

<p>15th The present invention is directed to a multi-fuel machine system. The multi-fuel machine system starts with a diesel engine having a diesel tank connected to the combustion chamber fluid connections by a first supply line. A diesel engine may include a fuel injector line and a fuel injector that extends into the combustion chamber, in which case the first supply line is connected to the combustion chamber through a fuel injector line and a fuel injector. The fuel injector is responsive to a microcontroller, as described below.</p>

<p>20 It is preferable for the engine to have a set of combustion chambers corresponding to the number of pistons in the engine. With the piston and combustion chamber assembly, the engine can also include a set of fuel injectors extending from the fuel injector line to each combustion chamber.</p>

A system also has natural gas tanks connected to the combustion chamber by a second supply line which can also pass through the fuel injector line and the fuel injector if any. It is preferable to make a tank

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Natural gas is puncture-resistant material or carbon fibres. It is preferable to adjust the pressure of the natural gas tank and the second supply line.

The system also has a mixing chamber placed in the same line with the L and II supply lines, where the mixing chamber mixes diesel fuel from the diesel tank and natural gas from the natural gas tank to form

<p>5 Multi-fuel before the combustion chamber. A microcontroller is coupled to a sensor that monitors the operating characteristic of the diesel engine, namely engine temperature, battery charge, revolutions per minute (rpm) of the engine, acceleration rate, exhaust characteristics, and/or positive crankcase ventilation. didn't attach (</p>

The mixing chamber responds to a micro-controller for selective toning to form multiple fuels. It is preferable that the mixing chamber equip the multi-fuel mixture with expansion, aeration and pressure adjustment, heating, or cooling which is carried out in response to a signal from the microcontroller. It is preferable that the mixing chamber mixes diesel fuel and natural gas in a range of pure diesel to 1:1 ratio, also in response to a signal from the microcontroller.

Preferably, the system includes a leaky combustion gas system that includes a positive crankcase ventilation valve located in the same line with a recirculation line extending

From the crankcase of the diesel engine to the mixing chamber. The leaky flue gas system furthermore includes an oil filter in the recirculation pipeline between the crankcase and positive crankcase ventilation.

Other features and characteristics of the present invention will become clear from the more detailed description of the following, 20 taken with the accompanying drawings, which illustrates, for example, the principles of the invention.

Brief explanation of the drawings

The attached drawings show the invention. In those graphics:

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Figure 1: Schematic view of a vehicle with a multi-fuel system according to the current invention.

Figure 2: Schematic view of an engine that includes a multi-fuel system according to the present invention.

Figure 3: Schematic view of the fuel injector line, and fuel injectors for a multi-fuel system according to the current invention.

<p>5 Figure 4: Schematic display of a multi-fuel system according to the present invention.</p>

Figure 5: Schematic view of a multi-fuel system according to the present invention having a microcontroller operationally coupled with multiple sensors and a positive crankcase ventilation valve (positive crankcase).

.ventilation

Figure 6: Schematic representation of the general use of a multi-fuel system according to the current invention.

10 Figure 7: A projected view of a leaking combustion gas filter, showing the position of the oil intake, exhaust and drain openings.

Figure 8: Enlarged side view of the area indicated by the circle in Figure 7, showing the closed-top portion of the leaking flue gas filter right.

Figure 9: Magnified section view taken from circuit 9 of Figure 7, showing the bottom portion of a filter right

15th flue gas leakage, and

Figure 10: A cut side view of the leaking flue gas filter, illustrating the filter assembly with its multiple layers of metal mesh of different sizes.

Detailed description:

20 As shown in the attached drawings, and for the purpose of demonstration, the present invention is a diesel and natural gas dual system diesel combustion machine. According to the limits of the embodiments of the present invention, the drive system converts

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Diesel to a multi-fuel engine, which works on a combination of diesel fuel and natural gas fuel. In a preferred embodiment, the multi-fuel system runs on diesel as a first fuel and natural gas as a second fuel combined with diesel to reduce emissions. The current invention system could also, in principle, cause a huge increase in engine efficiency, so that the user could keep his car fueled for much less than

<p>5 It would have cost him to refuel the standard diesel engine.</p>

According to the invention, current diesel engines can be retrofitted with minimal modification of the standard diesel engine. For example, the only needed additions to a standard diesel engine would be a natural gas tank, a fuel line, a mixing chamber for mixing fuels, a microcontroller and, in one embodiment, a positive crankcase ventilation valve, and a filter

<p>10 A burning gas leak. Although calibrated fuel injectors are used, they are not necessary, and no additional replacements are required for the actual equipment.</p>

Referring now to Figure 1, the supplied fuel system is generally referred to here as reference number 10. The vehicle shows 12 with engine 14, line fuel injector 24, and four fuel injectors 26. Large fuel injection systems have been replaced by old carburetor systems. The carburetors provided fuel to the

<p>15th The engine is based on suction, while fuel injection systems deliver fuel by spraying direct injection. The amount of fuel sprayed into the engine combustion chamber can match the amount of air entering the engine, making the engine's fuel injection system more efficient.</p>

Normally, the fuel injection system works with only one type of fuel. The dual fuel system of the current invention works with both diesel fuels as well as standard natural gas. The fuel system can be reinstalled

<p>20 Double 10 inside an existing vehicle, or it can be installed at the factory inside a new vehicle. The vehicle 12 shown in Figure 1 is representative and for demonstration purposes only. It will be appreciated that System 10 of the present invention can be used in a range of vehicles and in fact in conjunction with diesel engines which are not part of the vehicle.</p>

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System 10 of the present invention requires both a standard diesel tank 16 as well as a separate natural gas tank 18 . The natural gas tank 18 can be made of carbon fiber or some other material that is puncture-resistant and capable of transporting material under pressure. Ideally, the vehicle would be retrofitted, such that the natural gas tank 18 would fit inside an empty space sufficiently large 5 from the vehicle, the undercarriage of vehicle 12 or any other location where the storage 18 would be installed.

Without inconvenience the safety and functionality of the vehicle 12 .

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Referring now to Figure 2, a partial cross-sectional view and a schematic diagram of an ideal motor are shown. Air is received through the intake manifold 30 into the combustion chamber 38 while the intake camshaft 42 is pulled up. This creates the necessary vacuum to draw air in. When the intake camshaft 42 is pushed down, fuel is injected into the combustion chamber 38 via a fuel injector 26. The fuel injector 26 primarily functions as a caster, producing a fine spray of fuel that is easily ignited by the spark plug 40 when the piston 32 is raised by the drive rod 36, compressing the fuel to the ignition point. The resulting combustion pushes the piston 32 down into the crankcase 34, which in turn rotates the crankshaft 36. At this point the exhaust camshaft 44 is retracted to the rear to create the necessary vacuum to push the exhaust out of the combustion chamber 38 through the exhaust manifold 46.

The fuel injector 26 is provided with a fuel supply line 50 from the expansion and mixing chamber 20, which supplies diesel fuel 52 from tank 16 and/or natural gas 54 from tank 18. Ideally, the engine will run either on supply line 52 diesel fuel alone or a combination of line 52 diesel and natural gas from line 54.

20 The fuel supply hoses and pipelines 28 connect diesel and natural gas tanks 16 and 18 to the mixing and expansion chamber 20. Referring now to Figure 3, it shows the supply of diesel fuel from tank 16 with its supply line 52 to the mixing and extension chamber 20. Similarly, it shows a natural gas supply tank 18 with a supply line 54 to the mixing and extension chamber 20. At the expansion and mixing chamber 20, the fuels shall be vented and conditioned as necessary for proper mixing and use. The percentage of each fuel provided can vary accordingly

25 on the engine variable. The fuel can be heated or cooled in the mixing chamber 20 . and then sends

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The fuel is blended and conditioned via line 50 either directly to the engine, such as the fuel injector line shown 24 which has nozzles 56 which lead to the fuel injectors 26 themselves. A microcontroller or electronic control unit is used to control the fuel intake through the fuel injectors26 into the engine cylinders. The electronic control unit informs the injectors

5 Fuel 26 When do you inject fuel and how much fuel do you inject. Ideally, the electronic control unit is part of a vehicle's computer control system. The current invention also takes into account that the mixed fuel is delivered to the intake manifold 30 where it will be mixed with part of the air for inclusion in the cylinder and the combustion chamber 38.

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Referring now to Figure 4, a schematic diagram of the present invention system is shown. has supplied

Sources of diesel fuel 16 and natural gas fuel 18 in the expansion and mixing chamber 20 and using the micro-controller 60 with sensor inlets, to determine the ratio of diesel fuel to natural gas fuel at any specific time. Conditioning of mixed fuels such as ventilation, pressure setting, heating or cooling, etc. is also controlled by the microcontroller 60. The microcontroller 60 can be a microcontroller separate from the electronic control unit 60, but it can include an electronic 58 control unit or a 58 electronic control unit.

Now referring to Figure 5, the microcontroller 58 and/or 60 has sensor inputs to make these selections. Sensors can include an engine temperature sensor 62, a battery sensor 64, a valve sensor 66 positive crankcase ventilation 20 sensors 68 revolutions per minute, an accelerometer sensor 70, and an exhaust sensor 72. It should also use other sensors, ideally, that are found in the vehicle, which gives data and signals to the electronic control unit 58. In fact, data from the sensors can be fed directly to the microcontroller 60 or to the electronic control unit 58, which then provides the data to the microcontroller 60.

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Referring again to Figure 3 it will be appreciated that the present invention adopts the use of a unique fuel injector line 24 which is designed to supply diesel fuel and a composite and blended natural gas to the combustion chambers of the engine cylinders. In this case, it also includes that a single fuel injector 26 will be used in each combustion chamber of each cylinder of the engine so that the pre-mixed fuel is already supplied 5. It must also be included in the present invention that the current fuel intake and injection system for the engine is used

The engine is pivoted as little as possible to reduce the complexity and cost of retrofitting the vehicle or engine.

Referring to Figures 4 and 5, and in a preferred embodiment, a positive crankcase ventilation valve 74 - which is controlled by a microcontroller 60 - regulates the flow of leaking combustion gases drawn from the machine shaft 34 and forwarded to the engine for combustion 10 This can be done, for example, by regulating the engine discharge in a combustion engine through a digital valve control

positive crankcase ventilation 74. Data from sensors 62-72 can be used by the controller 58 and/or 60, to regulate the valve positive crankcase ventilation 74 and the Zine filter 76.

15th As shown in Figure 4, a filter 72 is used to filter the escaping combustion gases, then return the filtered oil back to the crankcase 34 of the engine 14, while supplying the escaping combustion gas The purified filter is through a positive crankcase ventilation valve Attachment) 74 to be burned in the engine 14. Example by inserting the filtered combustion gas into the expansion chamber 20 to be fitted with diesel fuel and/or natural gas.

20 Ideally, the oil filter 76 shown in figures here is in addition to the normal oil filter, as the oil filters itself to remove contaminants. Alternatively, this filter 76 is to filter the oil from the flue gas escaping from the crankcase. Ideally, cylindrical filters 76 can be clamped into place or bolted into place as needed. When distributing on the market, separators, oil filters, or a uniquely designed filter 76 described 25 and described herein may be used. While the impurities can be removed from the oil, the returned oil is filtered into a can

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The facility will have a better efficiency and life, and the removal of liquid oil from the leaking combustion gas is of special importance and the care of the present invention so as not to include oil or pollutants in the combustion chamber, which will lead to an increase in emissions rather than a reduction in emissions.

Referring now to Figure 6, a schematic view of the engine 14 and the operation of a gas filter is shown

5 Leaking combustion 76 with valve accompanying positive crankcase ventilation

crankcase) 74. As shown, a leaking flue gas filter 76 and a valve

positive crankcase ventilation 74 Install in the same direction on the recycle line 75 between the crankcase 34 from the engine 14 and the intake manifold 30 and the fuel line 50 from the engine 14. In a diesel engine, the intake manifold 30 receives a mixture of fuel

10 and air via fuel line 50 and air line 78. The fuel line 50 also provides fuel for injection directly into the combustion chamber 38. In a gasoline engine, the fuel line 50 does not directly inject fuel into the combustion chamber 38, and furthermore, the fuel line 50 is connected only to the intake manifold 30. An air filter 80 receives air 82, which is delivered through the intake manifold 30 to a piston cylinder and a combustion chamber 38 as the piston 32 descends down into the cylinder 84 from

15th Top empty center. The piston 32 is lowered into the inside of the cylinder 84, and a vacuum is created inside the combustion chamber 38. Thus, the inlet camshaft 42 is designed to rotate at a temporary speed with the crankshaft 36, to open the intake valve 88, and then expose the intake manifold 30 to the engine's discharge. Thus, air is drawn into the combustion chamber 38 from the intake manifold 30.

Once the piston 32 is at the bottom of the piston cylinder, the vacuum effect ceases, and air is no longer drawn into the combustion chamber 38 from the intake manifold 30. At this point, the piston starts

32 In moving back up in the piston cylinder 84, the air in the combustion chamber 38 becomes compressed. In a diesel engine, fuel is injected directly into the combustion chamber 38 from the fuel line 50. Moreover, this injection can be helped by more pent-up air from the stapled air line 90. There is no compressed air line 90 in the gasoline engine. And where the air and fuel

25 compressed in the combustion chamber 38, it is heated until the fuel ignites and combustion occurs.

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The rapid expansion of the fuel/air burning in the combustion chamber 38 causes the piston 36 to move downward into the cylinder 84. After combustion, the exhaust camshaft shaft 44 opens the exhaust valve 92 to allow the combustion gases to escape from the combustion chamber 38 and out of the exhaust manifold 46.

<p>Ideally, during the combustion cycle, no excess exhaust gas escapes through a pair of piston rings 94</p>

<p>5 Vehicle in the Ars 96 from the piston 32. This “leaking combustion gas” enters the crankcase 34 as high pressure and temperature gases. After a time, harmful exhaust gases such as hydrocarbons, or carbon dioxide, nitrous oxide, and carbon dioxide can condense from a gaseous state and coat the inner side of the crankcase 34 and mix with the oil 95 that lubricates the machines into the crankcase 34. As discussed above, the valve designs positive crankcase ventilation</p>

<p>10 (Positive crankcase ventilation) 74 To recycle these leaked combustion gases from the crankcase 34 to be re-flared by the engine 14. This is done using a pressure differential between the crankcase 34 and the intake manifold 30. This process can be digitally regulated by a device Precise control.</p>

The positive crankcase ventilation valve includes 74 one-way check valves (as indicated in the drawing), which open to allow combustion gases to pass through

<p>15th Through valve 74 when the vacuum between the intake manifold 30 and the crankcase 34 is sufficiently strong. With the check valve open, escaping combustion gases pass through a positive crankcase ventilation valve 74 to be recycled through the</p>

Crotch tow 30 . The check valve can be controlled by a microcontroller for additional fuel efficiency.

<p>20 The combustion gases released shall not be pure fuel vapors. Moreover, when unburned fuel is drawn into the crankcase 34, past the piston rings 74, the fuel vapors mix with the oil 95 that lubricates the machines into the crankcase 34. Over time, harmful exhaust gases such as hydrocarbons, or carbon dioxide, nitrous oxide, and carbon dioxide can condense out of the gaseous state to mix with oil 95 and fuel vapors. Thus, the resulting fugitive combustion gases contain</p>

<p>25 It contains harmful impurities that make it unsuitable for engine re-burning. In a diesel engine, it contains</p>

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Diesel fuel contains more oil than gasoline, so the combustion gases released are significantly more oily. Oily flue gases and sludge are not only unsuitable for re-burning, but they also tend to gloss over the positive crankcase ventilation 74 making it impossible for the flue gases to be recycled.

5 At all.

Thus, the present invention includes a filter 76 to clean the impurities from escaping combustion gases before they enter the positive crankcase ventilation valve 74 and the leakage filter 76 also returns the filtered engine oil 95 back into the crankcase 34 By the return line 77 for further use.In one embodiment, the check valve is used in

10 Put the oil back into the crankcase. This prevents untreated oil from entering the oil drain hole of the filter 76. Sensors can be used to detect if the filter 76 has become too full, and a centrifugal system can be used to push back to an original equipment manufacturer. A warning system can be used including alarms, light emitting diode (light-emitting diode),

15th etc. to alert the operator to such situations.

The filter shows the leaking gases 76 in particular in Figures 7-10. In Figure 7, the leakage gas filter 76 is shown in a side view. The leak gas filter includes 76 right 98 closed top or cover 100 and bottom 102 closed part. Right 98 shall be made of metal, plastic, or any other material or compound that is suitable for use in tasks of high temperature and pressure.

20 Higher. The closed-top part includes 100 of the right 98 inlet gas-leak intake 104 and a fuel-steam exhaust port 106. The leakage gas intake port 104 receives the combustion gases leaking into the aftermarket 98. The fuel-vapor exhaust manifold breathes 106 filtered leaking gases from inside the right 98 into the valve positive crankcase ventilation 74, as shown in Figure 6.

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As shown in Figure 7, ideally the closed-top part 100 of the right 98 is not removable from the right 98. However, the bottom section 102 of the right includes 98 removable covers 108 with clamps 110. The removable cover 108 includes an oil drain hole 112 that allows purified oil 95 to drain into the crankcase 34 of the engine 14. Figures 8 and 9 are 5 an enlarged view of areas 8 and 9 of Figure 7 and they show the upper part 100 and the lower part 102

From the right to filter oil 98. Referring to Figure 7, the oil drain hole 112 can be displaced from the center of the removable cap 108 for the angular setting of the leaky gas filter 76 when it is installed in relation to the vehicle 12. The removable cap 108 allows easy access to the inside of the staple 98 making it easy to clean and replace the contents of the staple 98.

<p>10 Referring now to Figure 10, the leaking gas filter 76 is shown in a cut side view. Here, filter group 114 is explained in detail. The filter group includes 114 multiple layers of metal mesh 86 different sizes. These layers of the metal mesh 86 are filled into the saddle 98 through the end of the stud hole, after removing the cover 108. The layers of the network 86 can be of the same type of metal or of different types of metal. It includes the types of minerals that</p>

<p>15th It can be used - without limitation - steel, stainless steel, aluminum, copper, bronze, etc.</p>

In operation, the unfiltered leakage gases are received by the leakage intake port 104 in the closed top portion 100 of the right 98. The combustion gases escaping into the rotors begin through the layers of the metal mesh 86 in the later 98. Various pollutants and impurities are trapped at each layer of the network

<p>20 Mineral 86 based on the mesh size and the type of metal. Larger pollutants are filtered by the larger sizes of the metal mesh 86 . Smaller pollutants and impurities are filtered by smaller sizes of the metal mesh 86 . Likewise, some impurities can be trapped by certain types of metals. As the escaping combustion gases run through the filter assembly 114, the pollutants and impurities are trapped leaving two major by-products, namely, cleaner engine oil 95 and steam.</p>

25 Purified fuel. And lastly, collect the cleaned engine oil 95 in the bottom part 102 of the right 98,

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It drains through the drain port 112 back into the crankcase 34 of the engine 14. Purified fuel vapor is breathed out through the fuel vapor exhaust port 106 in the closed top section 100 from the back 98 to pass into positive crankcase ventilation 74 to be recirculated through the intake manifold 30 or added to the diesel fuel mixture and/or Natural gas 5 in the expansion chamber before being introduced into the combustion chamber 38 from the engine 14.

When the filter assembly 114 requires periodic cleaning and maintenance, it can easily be removed from the fitting 98 by loosening the clamps 110 and removing the cover 108 from the bottom portion of the fitting 98. It would be appreciated that a leaking oil filter 76 may include a bushing and the like if necessary to create a mesh between the staple 98 and the removable cover 108, so as to prevent oil and other contaminants from seeping into the outside 10. The present invention adopts that a preliminary coating can be performed when changing the oil separator/filter elements of the filter assembly 114.

The computer controller 60 can be used to monitor the filtration process of leaking combustion gases and a positive crankcase ventilation valve 74 so that whatever degree of filtered gases passing through the valve 15 positive crankcase ventilation is controlled. attachments) 74 and at either fuel line 50, expansion and mixing chamber 20 or directly into the air intake manifold 30 or air line 78. In any case, the escaping flue gas that has been filtered is a cleaner gas that produces fewer unwanted emissions.

From the cleaner and although different models have been described in detail for the purpose of presentation, 20 different transformations can be made without departing from the spirit and scope of the invention. Therefore, the invention is not limited to anything but the elements of protection attached.

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