Patent Publication Number: US-7913677-B2

Title: Crankcase vapor purification device

Description:
This application is a continuation of U.S. patent application Ser. No. 11/941,483, filed on Nov. 16, 2007, which is incorporated by reference herein in its entirety. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to cleansing vapors of an automotive Positive Crankcase Ventilation (PCV) system for an engine, and more specifically, to a vapor purifier for cleansing vapors of the PCV system prior to being reintroduced into the engine for combustion. 
     BACKGROUND 
     Internal combustion-type engines mix controlled quantities of filtered air and fuel. The resultant mixture is fed to an interior of an intake manifold, from which it is distributed to a cylinder for combustion. During compression of the fuel-air mixture by the piston in a particular cylinder, certain quantities of blow-by carbonaceous particles and gases leak into the crankcase past the piston rings of the engine and become trapped therein with contaminants, such as oil vapors emitted by heated engine-lubricating oil. 
     Modern automobile engines have been equipped with a positive crankcase ventilation (PCV) system which is disposed in an oil and oil vapor recirculation line connecting the crankcase and the intake manifold. This allows the engines to recycle the contaminated oil and oil vapors back into the combustion chamber. In such a system, a stream of fresh air is directed into the engine interior wherein it re-circulates, picking up the vapors therein. The contaminated oil and oil vapors then leave the crankcase through a PCV valve and are conducted by conduit means to the intake manifold, where the dirty oil and oil vapors mix with the fuel-air mixture and are distributed to the cylinders for combustion. 
     It has been recognized that the oil and other contaminants mixing with the hot vapors in the crankcase and, thereafter, reaching the intake manifold and combustion cylinders, has a number of undesirable effects on engine performance. These undesirable effects can include, but are not limited accumulation of non-combustible residues on engine intake and exhaust valves; increased exhaust emissions and decreased fuel mileage due to incomplete combustion; which can be caused by dilution and contamination of the air and fuel; and the necessity of enriching the fuel-air mixture to off-set the loss of power therefrom. 
     Due to the advent of the new alternative fuels used in automotive engines, i.e. such as E-85 and compressed natural gas, it is ever more important to prevent the intermixing of the contaminating PCV oil and oil vapors with these lesser BTU fuels. 
     In addition, additives, such as detergents, are typically added to fuel. Such additives are used to clean deposits off of internal parts of the engine, such as the intake and exhaust valves. Some of these deposits may be a direct result of re-introducing the contaminating oil and oil vapors with a conventional PCV system and/or from other particulates that hinder the combustion process. The use of additives to break down these deposits may result in additional exhaust emissions being fed into the combustion process 
     What is needed is an improved system for reducing and/or eliminating contaminates, such as oil, carbonaceous material, etc., from the dirty oil and oil vapors to provide cleansed air to be remixed with fuel for combustion. In addition, a more efficient system is needed for maintaining an engine air/fuel stoichiometric ratio by maintaining normal intake manifold pressure during various acceleration and deceleration modes. 
     SUMMARY OF THE INVENTION 
     The present invention is directed to a device for removing deleterious matter from vapors of a PCV system in a combustion engine. The device can include a canister and a coil member. The canister has an inlet port for the intake of the vapors from the engine and a cleansed air outlet port for connection to a vacuum source, such as the engine intake manifold. The vacuum source causes the vapors to be drawn through the canister via the inlet port. The coil member is supported within the canister and the oil vapors that are drawn into the canister impinge upon the coil so that oil in the vapors condenses thereon, and therein. 
     The present invention is directed to an engine system. The engine system includes a crankcase, an intake manifold, PCV system and a vapor purifier for purifying vapors of deleterious matter. The crankcase oil holds dirty trapped blow-by carbonaceous particulates and gases. The intake manifold draws the dirty oil and other deleterious matter in the vapors from the crankcase. The vapor purifier is configured to receive the dirty oil and vapors drawn from the crankcase and to output cleansed air to the intake manifold. The vapor purifier has a coil member disposed therein and upon which the dirty oil and vapors impinge so that oil in the vapors condenses thereon and therein. 
     The device preferably includes a sleeve disposed between an inner surface of the canister and the coil member. The sleeve at least partially surrounds the coil. When vapors hosting deleterious matter are drawn through the inlet port of the canister, the vapors impinge upon the sleeve so that oil in the vapors condenses thereon. The device can include a second coil member supported within the canister upon which the vapors impinge so that oil in the vapors condenses thereon 
     The device preferably includes at least one filter body disposed within the canister and formed of material that is permeable to gas, but impermeable to oil. Dirty oil and vapors hosting deleterious matter that are drawn into the canister pass through the filter body. The at least one filter body is also preferably formed from a material that removes deleterious matter, such as carbonaceous materials, from the vapors. 
     The coil member preferably has a helical tubular structure with an internal surface and an external surface. The tubular structure has an entry point through which the vapors are drawn and an exit point out of which at least some of the vapors flow. The vapors are drawn through the entry point and impinge upon the internal surface of the tubular structure so that oil in the vapors condenses thereon. The coil member is includes at least one drainage opening extending between the internal surface and the external surface through which oil leaks out of the coil member. 
     The device preferably includes filter body disposed within the canister and at least partially surrounded by the coil member. The filter body is preferably formed of material permeable to gas and impermeable to oil. Vapors drawn into the canister pass through the at least one filter body. 
     The device preferably includes annular sealing disk(s) being disposed adjacent to one or more of the filter bodies. The disks conduct heat away from the outer condensing sleeve. Also, a disk on each end of the filter body can act as a vacuum seal, to prevent the by-pass of the dirty oil vapors/oil of the filter core. The two disks can be coated with an adhesive, such as High-Temp Red RTV Silicone Gasket Maker. 
     The device can include a tubular member extending from a proximate end of the sealed canister to a distal end of the sealed canister. The tubular member is formed with a surface through which at least some of the vapors flow. 
     The device preferably includes a flow equalization member for maintaining an air to fuel stoichiometric ratio to prevent excessive air flow through the device. The flow equalization member connects to the inlet port and has openings disposed thereon and through which at least some of the vapors are drawn. The member can be vacuum capped on the distal end. The flow equalization member has a diameter of about that of an inner diameter of a PCV valve connecting the inlet port to the PCV system, to compensate for the larger volumetric area of the device. 
     The device can also include a cooling mechanism for cooling the device relative to the vapors. 
     The present invention is directed to a method of removing deleterious matter from vapors of an engine in a Positive Crankcase Ventilation (PCV) system that host deleterious matter. The method includes drawing the vapors that host deleterious matter into a vapor purifier. The oil and vapors impinge upon a coil member in the vapor purifier. The method also includes condensing oil in the vapors on the coil member when the vapors impinge upon the coil member to cleanse the vapors and draining the oil from the vapor purifier back into a crankcase of the engine for reuse. The method further includes pulling the cleansed air from the vapor purifier, where the cleansed air is mixed with fuel for combustion. 
     The method preferably includes pulling the vapors through the coil member based on an indirect vacuum effect and impinging the vapors upon an internal surface of the coil member so that oil in the vapors condenses on the internal surface. 
     The method preferably includes controlling a normal engine intake manifold pressure to maintain a stoichiometric ratio of air to fuel for combustion, via the device air flow equalization member. 
     The method can also include pulling the vapors through at least one filter body disposed in the vapor purifier. The at least one filter body is formed of material permeable to gas and impermeable to oil. 
     The preferred embodiments of the vapor purification device, as well as other objects, features and advantages of the present invention will be apparent from the following detailed description, which is to be read in conjunction with the accompanying drawings. The scope of the invention will be pointed out in the claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic illustration of a V-type engine incorporating a two port vapor purifier in accordance with a preferred embodiment of the present invention; 
         FIG. 2  depicts an exploded view arrangement of the components of a vapor purifier in accordance with a preferred embodiment of the present invention; 
         FIG. 3  depicts an exploded view of an alternative arrangement of some of the components in the vapor purifier; 
         FIG. 4  depicts a cross-sectional view of the vapor purifier depicted in  FIG. 1A ; 
         FIG. 5  depicts a cut-away view of an assembled vapor purifier in accordance with a preferred embodiment of the present invention; 
         FIG. 6  is a schematic illustration of a V-type engine incorporating a three port vapor purifier in accordance with an alternative embodiment of the present invention; 
         FIG. 7  a cross-sectional view of the vapor purifier depicted in  FIG. 6 ; 
         FIG. 8  depicts a preferred embodiment of a cooling mechanism for the vapor purifier in accordance with the present invention; and 
         FIG. 9  depicts another preferred embodiment of a cooling mechanism for the vapor purifier in accordance with the present invention 
     
    
    
     DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
     Preferred embodiments of the present invention involve a vapor purifier that enables improved oil recovery from and improved cleansing of vapors in the crankcase of an internal combustion-type engine. The vapors host deleterious matter, such as oil, oil vapors, carbonaceous particulates, blow-by contaminates and other matter that can degrade the engine and emission performance of a combustion engine. The vapor purifier generally includes a coil member that separates the oil from the vapors. This can be achieved by passing the vapors over and/or through the coil member. As the vapors impinge upon the surface(s) of the coil member, oil in the vapors condenses thereon and therein. The recovered oil can be returned to the crankcase of the engine, via the PCV valve port or by other mechanisms and/or cleansed air resulting, at least in part, from the condensation can be mixed with fuel for combustion. 
     In a preferred embodiment, the vapor purifier includes a flow equalization member to maintain a normal engine intake manifold pressure for driving modes of the engine. As a result, the vapor purifier of the present invention can maintain the air to fuel stoichiometric ratio of the engine system. 
     The term “stoichiometric ratio” is understood by those skilled in the art to generally refer to a particular air to fuel ratio that is specified for complete combustion of the fuel resulting in the by-products of carbon dioxide and water. The stoichiometric ratio can vary depending on various conditions, such as whether the engine is idling, accelerating, decelerating, operating with a light load, etc. The stoichiometric ratio can be set so that the amount of carbon monoxide in the exhaust is minimized, while the amount of carbon dioxide is maximized. For air to fuel ratios that are less (richer) than the stoichiometric ratio (i.e. too little air and/or too much fuel) an incomplete combustion can result due to a lack of oxygen. A richer air to fuel ratio can result in an increased level of carbon monoxide and a decreased carbon dioxide in the exhaust. A richer air to fuel ratio can also result in a loss in fuel economy and generally poor engine performance. Excess oxygen can appear in the exhaust for air to fuel ratios that are greater (weaker) than the stoichiometric ratio (i.e. too much air and/or too little fuel). A weaker air to fuel ratio can also cause generally poor engine performance and in some instance can prevent the engine from running. 
     The vapor purifier can be constructed of inexpensive, commercially available components, can be factory installed on Original Equipment Manufacture (OEM) engines, and/or may be retrofitted to currently available engines, by those skilled in the art. 
       FIG. 1  depicts a V-type gasoline-powered engine  100  interconnected with a vapor purifier  138 ′ of the present invention. Air flowing into the air filter  102  through the intake duct  104  is directed via a conduit  106  through an engine aperture  108  to the interior of a crankcase  120  in the engine block  122 , passing first through an engine intake air filter cleaner. An oil pan  126  at the bottom of the block holds a volume of lubricating oil that is circulated throughout the crankcase  120 . 
     As the engine  100  runs, the lubricating oil heats and emits oil vapors, which are trapped in the crankcase  120 . Additionally, vapors consisting of an air-fuel mixture and deleterious matter, such as blow-by carbonaceous particles, escape into the crankcase  120  from the combustion chambers, mixing therein with trapped oil vapors. As shown by the arrows  128  in  FIG. 1 , fresh air entering the crankcase  120  at aperture  108  circulates therein and mixes with the trapped vapors. The blow-by vapors, and other deleterious matter, use the heavier hot oil vapors as its vehicle, exit engine block  122  at a discharge aperture  130 , and pass thence through positive crankcase ventilating (PCV) valve  132 . The direction of flow is defined by a vacuum present in the intake manifold  134  whenever the engine  100  is running. The vacuum of the intake manifold  134  circulates air through the engine  100 . The vapors carrying deleterious matter, which includes the blow-by contaminates from crankcase  120 , are channeled via a conduit  136  from PCV valve  132  to the vapor purifier  138 ′ for cleansing the vapors of deleterious matter, as further described below. 
     The vapor purifier  138 ′ preferably includes an inlet/drainage port  140  (hereinafter “inlet port  140 ”) and an outlet port  142 . The inlet port  140  connects to the PCV valve  132 . In some embodiments, the inlet port  140  can connect to the PCV valve  132  via a conduit  136 . In other embodiments, the inlet port  140  can connect directly to the PCV valve. When the engine first starts oil trapped in the conduit  136  can be initially drawn into the vapor purifier  138 ′, but eventually can drain back to the engine  100 . Vapors and deleterious matter in the vapors, which include the blow-by contaminates, are drawn from the engine  100  into the vapor purifier  138 ′ through the inlet port  140 . Oil recovered from the vapors by the vapor purifier  138 ′ can drain back into the engine  100  through the inlet port  140 . The vapor purifier  138 ′ is preferably oriented so that the inlet port  140  has a generally downward orientation and so that the vapor purifier  138 ′ is higher then the PCV valve of the engine  100  so that the oil in the vapor purifier  138 ′ can drain into the engine as a result of gravity. The intake pressure that creates the vacuum effect in the vapor purifier  138 ′ increases and decreases as the modes of the engine vary. During periods of decreased pressure, more oil may drain back into the engine than during periods of increased pressure. The outlet port  142  is connected to the intake manifold  134  via conduit  150 . The intake manifold  134  pulls cleansed air, which result from the operation of the vapor purifier  138 ′, through the outlet port  142 . The vapor purifier of the preferred embodiments has vacuum tight seals such that no vacuum leak down exists. To bench test a newly built two port device (e.g., inlet and outlet ports) for vacuum tight integrity, one port is blocked and the other is connected to a handheld vacuum pump. The pressure should be pumped up to about 20 pounds. The pressure should hold for about one minute with zero leak down. The test process for a three port device (e.g., inlet, outlet, and drainage port) is substantially identically except that two of the three ports are blocked. 
     With reference to  FIG. 2 , the vapor purifier  138 ′ generally includes a canister  200  and a coil member  210 . As will be discussed in further detail below, the vapor purifier further preferably includes a sleeve member  230 , a flow equalization member  240 , a tubular member  250 , a filter body  260 , annular sealing disks  265 , one or more filter bodies  270 , and a vacuum tight seal cap  290 . 
     The canister  200  preferably has a cylindrical configuration with a cylindrical surface  202  formed about a center axis  10  of the vapor purifier  138 ′ and a first circumferential surface  204  formed at a proximate end  1 . The canister  200  is preferably formed from a high-strength, non-corrosive steel material. A second circumferential surface is formed by the vacuum tight seal cap  290  vacuum tight seal at a distal end  2  of the canister  200 . The outlet port  142  is disposed in the first surface  204  and is generally positioned orthogonally to the inlet/drainage port  140 , which is disposed on and extends away from the cylindrical surface  202 . The outlet port  142  can have a threaded section  206  which extends through the first circumferential surface  204  and into an interior of the canister  200 . The threaded section  206  of the outlet port  142  is coupled to the flow equalization member  240 , as discussed below. Alternatively, the outlet port  142  and the flow equalization member  240  may be manufactured as a single component. 
     The coil member  210  is preferably a continuous structure that is helically wound about the center axis  10  to form a longitudinally extending coil. The coil member  210  can be tightly wound to minimize the space between the loops of the coil member  210 . The coil member  210  can be formed from a tubular structure that has an outer surface  212  and an inner surface  214 . Thus, each end of the coil member  210  is open. For example, the coil member  210  has a vapor inlet opening  216  and a cleansed air outlet opening  218 . The vapors, which carry deleterious matter, that are drawn into the vapor purifier  138 ′ impinge upon the outer surface  212  of the coil member  210  at which point oil in the vapors can condense on the outer surface  212  of the coil member  210 . Additionally, because the vapor purifier  138 ′ is under negative pressure due to the suction of the intake manifold  134 , the vapors are also drawn into the coil member  210  at the vapor inlet opening  216 , wherein the vapors travel through the interior of the coil member  210 . As the vapors travel through the coil member  210 , the vapors are forced radially outward away from the center axis as a result of centrifugal force and impinge on the inner surface  214  of the coil member  210  at which point oil in the vapors condenses on the inner surface  214 . Cleansed air is pulled from the cleansed air outlet opening  218 . The coil member  210  preferably includes openings  220  so that oil that condenses on the inner surface  214  can drain from within the coil member  210 . The coil member  210  is preferably formed of a metallic material, such as copper or aluminum. 
     The sleeve  230  is preferably formed in a cylindrical configuration having a diameter that is smaller than the diameter of the canister  200  so that the sleeve  230  fits within the canister  200  when the vapor purifier  138 ′ is assembled. The sleeve  230  has a curved surface  232  and is preferably formed with a split sleeve configuration that is held fixedly in cylindrical form by one or more retaining bands  234 . A longitudinally-extending slot  236  is formed in the sleeve  230  to create the split sleeve configuration. The sleeve  230  is provided with openings  238  disposed on the curved surface  232 . The openings are preferably displaced from the slot  236  by about 90 degrees. The sleeve  230  preferably fits within the canister  200  so that a space remains between the interior surface of the canister  200  and the sleeve  230 . The space provides a flow passage for the vapors being drawn through the inlet port  140 . As a result, the vapors carrying deleterious matter flow over the curved surface  232  of the sleeve  230  and oil in the vapors condenses into liquid droplets as it impinges on the surface  232 . 
     Preferably, the sleeve  230  is formed from thin gauge aluminum sheet metal, which inherently remains cooler and cools down faster relative to the other components of the vapor purifier  138 ′ and engine compartment. The retaining bands  234  may be metal or plastic ties or wire fastened together or welded. In addition, it will be appreciated that by bringing the cable or wire ends or weld into contact with the internal surface of the canister  200 , a grounding means can be provided for the entire vapor purifier  138 ′ against any static electricity that can accumulate. Ridding the vapor purifier  138 ′ of this static electricity can greatly reduce the resistance of the natural vacuum and condensed oil flow over the sleeve  230 . 
     The flow equalization member  240  (hereinafter “member  240 ”) preferably has a cylindrical configuration with a cylindrical surface  242  and a wall  244  at a distal end  3  of the member  240 . The wall  244  provides a vacuum tight seal at the distal end  3  of the member  240 . In some embodiments, the wall  244  can be formed from a vacuum tight seal cap. The proximate end  4  of the member  240  preferably has a threaded internal surface for engaging the threaded section  206  of the outlet port  142 . Alternatively, a threaded connector can be coupled to the proximate end  4  of the member  240 , which can engage the threaded section  246  of the outlet port  142 . The member  240  has an inner diameter that is substantially equal to the inner diameter of the conduit  136  connecting the PCV valve  132  to the inlet port  140 . For embodiments where the inlet port  140  connects directly to the PCV valve  132 , the member  240  can have an inner diameter that is substantially equal to the inner diameter of the PCV valve. The member  240  has spaced openings  248  through which cleansed air is drawn as a result of the suction provided by the intake manifold  134 . The member  240  is preferably formed from a generally non-corrosive metallic material, such as steel or aluminum. 
     By configuring the member  240  to have an inner diameter that is substantially equal to the inner diameter of the conduit  136 , a change in suction by the intake manifold  134  during, for example, engine acceleration and deceleration does not cause an excessive air flow though the vapor purifier  138 ′. This allows the engine system to control the engine intake manifold pressure for driving modes of the engine  100 . Using the member  240 , the air flow and pressure within the vapor purifier  138 ′ can be maintained to substantially equal the air flow and pressure through the intake manifold  134 . A normal engine intake manifold pressure for driving modes of the engine can, therefore, be maintained by the member  240 . Thus, the vapor purifier  138 ′ can respond appropriately to sudden changes in suction that may occur due to, for example, an acceleration or deceleration of the engine  100 . As a result, the air to fuel stoichiometric ratio of the engine  100  is maintained. 
     The tubular member  250  is preferably formed from a porous material  252 , such as a wire mesh. The structure of the tubular member  250  permits the cleansed air to flow freely therethrough. In some embodiments, the core  250  may be a cylindrical hollow tube formed of, for example, a metal or plastic material provided with a number of spaced apertures. The tubular member  250  can have a diameter that is generally larger than the diameter of the member  250  so that when the vapor purifier  138 ′ is assembled, the flow equalization member  250  fits within the tubular member  250 . 
     The tubular member  250  can have disk-like sections  254  at each end. The disk-like sections  254  can provide a surface for affixing the tubular member  250  to the end surface  204  of the canister  200  and the sealing cap  290 . The disk-like section  254  may provide support for securing the components of the vapor purifier  138 ′ about the tubular member  250 . The disk-like sections  254  are preferably affixed to the first circumferential surface  204  and the sealing cap  290  using an adhesive  256 , such as an epoxy. Such an epoxy is preferably a marine-tex epoxy. In other embodiments, the tubular member  250  may not include the disk like sections  254 . In such embodiments, filter bodies may be positioned at the proximate end  1  and the distal end  2  of the canister  200  and disk-like sections  254  can be affixed to the filter bodies and first circumferential surface  204  and the sealing cap  290  using an adhesive, as described above. 
     The filter body  260  is preferably formed of material which is permeable to air, but impermeable to oil. In a preferred embodiment, the filter body  260  is composed of wool, such as those filters used in the oil burner industry, by General Filters, Inc. although, other filtering materials, such as rayon, felt, or any other material which is permeable to air but offers resistance to the through-flow of oil is suitable. 
     The filter body  260  can have a generally cylindrical configuration with an opening  262  extending radially from the center axis  10  of the filter body  260 . The diameter of the opening  262  is generally larger than the diameter of the tubular member so that the tubular member  250  can extend through the opening  262 . The tubular member  250  prevents the filter body  260  from coming in contact with the member  240  when the vapor purifier  138 ′ is assembled. The outer diameter of the filter body  260  is smaller than the diameter of the sleeve  230  so that when the vapor purifier  138 ′ is assembled the curved surface  232  of the sleeve  230  can partially surround the filter body  260 . 
     The annular sealing disks  265  (hereinafter “disks  265 ”) are radially enlarged plates that can be positioned to abut flat against the ends of the filter bodies  265  and  270 . In some embodiments, the annular disks can be adhered to the filter bodies  265  and  270 . The disks  265  have an opening  266  extending radially about the center axis  10  of the disks  265 . The diameter of the opening  266  is generally larger than the diameter of the tubular member  250  so that the tubular member  250  can extend through the opening  266 . The outer diameter of the disks  265  is greater than the outer diameter of the filter body  260  so that the sleeve  230  is held away from the filter body  260 . This helps to maintain the sleeve  230  to remain at relatively cooler temperature than the vapors to provide improved condensation of vapors by conducting heat away from the sleeve  230 . The disks  265  are preferably formed from thin gauge aluminum sheet metal, which inherently stays cooler and cools down quickly. In some embodiments, one or more of the annular sealing disks  265  vacuum seal the coil member  210  to an internal surface of the canister  200 . While the disks  265  are preferably formed from aluminum, those skilled in the art will recognize that other materials, such as plastic, might be used. 
     The one or more filter bodies  270  are preferably formed with the same material as the filter body  260 . However, those skilled in the art will recognize that the filter body  260  and the one or more filter bodies  270  can be formed from different materials. The one or more filter bodies  270  can have a cylindrical configuration with openings  272  extending radially from a center axis of the one or more filter bodies  270 . The diameter of the openings  272  is generally larger than the diameter of the tubular member  250  so that the tubular member  250  can extend through the opening  272 . The tubular member  250  prevents the one or more filter bodies  270  from coming in contact with the member  240  when the vapor purifier  138 ′ is assembled. The outer diameter of the one or more filter bodies  270  can be smaller than the diameter of the coil member  210  so that when the vapor purifier  138 ′ is assembled the one or more filter bodies  270  can fit within the coil member  210 . The one or more filter bodies  270  are preferably arranged to one another so that the one or more filter bodies extend the length of the coil member  210 . 
     The vacuum tight seal cap  290  (hereinafter “seal cap  290 ”) is affixed to the canister  200  to seal the components of the vapor purifier in the canister  200 . The seal cap  290  is affixed to the canister  200  to provide a vacuum tight seal by, for example, soldering, welding, adhering, etc., the seal cap  290  to the distal end  2  of the canister  200 . Adhesion of the seal cap  290  to the distal end  2  of the canister  200  can be achieved using an adhesive, such as a marine-tex epoxy. 
       FIG. 3  depicts an alternative arrangement for the section “B” components depicted in  FIG. 2 . The section B components can include multiple filter bodies  260 , disks  265 , coil members  210 , and filter bodies  270  longitudinally arranged in a sequential pattern. In this embodiment, each of the coil members  210 , filter bodies  260 , and filter bodies  270  are bounded by one of the disks  265 . Additionally, each of the coil members  210  surround one of the filter bodies  270 . 
       FIGS. 4 and 5  depict the vapor purifier  138 ′ in an assembled form.  FIG. 4  depicts a cross-sectional view of the assembled vapor purifier  138 ′. The filter body  260 , disks  265 , and seal cap  290  have been excluded from  FIG. 4  for clarity.  FIG. 5  depicts a perspective cut-away view of the assembled vapor purifier  138 ′. The filter bodies  260  and  270 , disks  265  and sealing cap  290  have been excluded from  FIG. 5  for clarity. 
     With reference to  FIG. 4 , the members  210 ,  230 ,  240 ,  250 , and  270  are nested within the canister  200 , where each member is centered about the center axis  10 . The sleeve member  230  is positioned between the inner surface of the canister  200  and the coil member  210 . The coil member  210  is positioned between the sleeve member  230  and the filter member  270 , which in turn is positioned between the coil member  210  and the tubular member  250 . The tubular member  250  is nested between the filter bodies  270  and the member  240 . 
     The sleeve  230  is preferably oriented so that the slot  236  is positioned about 90 degrees from the inlet port  140  to prevent the vapors that host deleterious matter from by-passing the sleeve  230 . The openings  238  in the sleeve  230  are preferably axially aligned at substantially the same orientation as the inlet port  140  to allow condensed oil to drain, as a result of gravity, through the sleeve  230  to the engine  100  via the inlet port  140  and the PCV valve  132 . 
     Referring still to  FIGS. 4 and 5 , in operation the vapor purifier  138 ′ draws vapors  500  that host deleterious matter through the inlet port  140  as result of the suction from the intake manifold  134  at the outlet port  142 . Subsequently, the vapors  500  impinge on the sleeve  230  on which oil  502  in the vapors begin to condense. The vapors  500  continue to flow around the sleeve  230  until they reach the slot  236  of the sleeve  230  at which point some of the vapors  500  impinge the outer surface  212  of the coil member  218 , whereupon oil in the vapors  500  condenses. Partially cleansed air  504  resulting, at least in part, from the condensation of oil  502  can then be drawn radially inward towards the member  240  through the filter bodies  260  and  270  (not shown in  FIG. 5 ) where the vapors can be further cleansed to reduce and/or remove remaining deleterious mater, such as oil remaining in the vapors  500 , carbonaceous particulates, and/or other materials. 
     Additionally, some of the vapors  500  are drawn into the coil member  210  via inlet opening  216  due to an indirect suction at the outlet opening  218  as a result of the suction generated in the vapor purifier  138 ′ by the intake manifold  134 . The vapors  500  travel through the coil of the coil member  210  during which oil  502  in the vapors  500  impinge on the inner surface  214  of the coil member  210  causing oil  502  in the vapors  500  to condense thereon. Cleansed air  504  resulting from the condensation flows out of the outlet opening  218  of the coil member  210  and is subsequently drawn radially inward through the one or more filter bodies  270  (not shown in  FIG. 5 ), the tubular member  250 , member  240 , and outlet port  140  towards the intake manifold  134 . The filter bodies  226  and  270  can further filter remaining deleterious matter. 
       FIG. 6  depicts an alternative embodiment of a vapor purifier  138 ″ in accordance with the present invention. The vapor purifier  138 ″ of  FIG. 6  can be formed with identical components and with minor modifications to the vapor purifier  138 ′. The vapor purifier  138 ″ includes three ports: an inlet  140 ; an outlet  142 ; and a separate drainage port  144  instead of two ports (i.e., an inlet/drainage port  140  and an outlet port  142 ). 
     The vapor purifier  138 ″ operates in a similar manner as the vapor purifier  138 ′. Vapors in the engine  100  that include deleterious matter are pulled through the PCV valve and the inlet port  140 ′ into the vapor purifier  138 ″. Recovered oil drains back into the engine  100  via the drainage port  144  which may connect to the engine  100  via conduit  646 . Cleansed air vapors are pulled by the intake manifold  134  from the vapor purifier  138 ″ through the outlet port  142  via conduit  150 . 
     A valve mechanism  650  can be used to control the drainage of oil from the vapor purifier  138 ″ to the engine  100 . During engine operation, the valve mechanism  650  is sucked closed to prevent oil from draining from the vapor purifier  138 ″ and to maintain normal intake manifold pressures. During engine off periods, the valve mechanism  650  opens during engine off periods to allow the oil collected in the vapor purifier  138 ″ to drain back to the crankcase. 
       FIG. 7  depicts a cross-sectional view of the arrangement of components in the vapor purifier  138 ″. The filter body  260 , disks  265 , and seal cap  290  have been excluded from  FIG. 7  for clarity. The members  210 ,  230 ,  240 ,  250 , and  270  are nested within the canister  200 , where the members are centered about the center axis  10 . The sleeve member  230  is positioned between the inner surface of the canister  200  and the coil member  210 . The coil member  210  is positioned between the sleeve member  230  and the one or more filter bodies  270 , which in turn is positioned between the coil member  210  and the tubular member  250 . The tubular member  250  is nested between the one or more filter bodies  270  and the member  240 . 
     The sleeve  230  is preferably oriented so that the slot  236  is arranged at substantially the same orientation as the drainage port  144  to allow the vapors carrying deleterious matter to flow around the sleeve  230  and to allow condensed oil to drain from the drainage port  144 . Additionally, the sleeve  236  may or may not include openings  238 , as discussed above with reference to the vapor purifier  138 ′. Otherwise, the vapor purifier  138 ″ is configured and functions in an identical manner as the vapor purifier  138 ′. 
     For example, vapors  500  are drawn into the vapor purifier  138 ″ via the inlet port  140 ′. The vapors flow around and impinge upon the sleeve  230 . As the vapors  500  impinge upon the sleeve  230 , oil in the vapors  500  condense on the sleeve. The vapors  500  flow through the slot  236  and impinge upon and flow through the coil member  210 , during which oil  502  in the vapors  500  condense on the coil member  210 . The vapors  500  continue to flow inward towards the openings  246  of the member  240 , passing through the one or more filter bodies  270  and the tubular member  250 . The one or more filter bodies  270  remove remaining deleterious matter, such as oil  502  in the vapors  500 , carbonaceous particulates, and/or other particulates from the vapors. The recovered oil  502  flows from the sleeve  230 , and the components partially surrounded by the sleeve, to the drainage port  144 . The recovered oil  502  drains from the coil member  210  and one or more filter bodies  270  to the drainage port  144  through the slot  236 . 
     In another embodiment, the sleeve  230  in the vapor purifier  138 ″ can have an identical configuration and orientation as the sleeve  230  in the vapor purifier  138 ′ and can include the openings  232  to allow condensed oil to drain from the interior of the sleeve  230 . Thus, the vapor purifier  138 ′ and  138 ″ can have an identical configuration and function with the exception of the number of ports. 
     In some embodiments, the vapor purifier  138  (e.g., vapor purifiers  138 ′ and  138 ″) can include a cooling mechanism to promote condensation of oil in the vapors.  FIG. 8  depicts the vapor purifier  138 , where the vapor purifier  138  is at least partially surround by an insulated jacket  800 . The insulated jacket  800  connects to an air conditioning unit of an automobile via conduit  810 , which is also preferably insulated. The air conditioning unit pumps cooled air through the conduit  810  to the vapor purifier  138 . A space may be provided between the jacket  800  and the surface of the vapor purifier to allow the cooled air to circulate. The jacket  800  can also include an opening  820  or other mechanism to provide an exhaust for air that has been heated as a result of an operating temperature of the vapor purifier  138 . By cooling the vapor purifier  138 , an increased amount of condensation can be generated to further cleanse the vapors received by the vapor purifier  138 . The internal temperature of the jacket can be thermostat controlled, to maintain a device temperature of approximately 15°-20° below the engine compartment temperature. A thermostat differential for providing an acceptable range about a desired internal temperature of the jacket can be, for example, approximately 2.5°-5° about the desired temperature. 
     In some embodiments, the vapor purifier  138  can include the coil member  210  through which a conduit from the air conditioning unit can be routed. With reference to  FIG. 9 , the conduit  900  can enter one end of the coil member  210  and exit the other end of the coil member. Openings in the canisters can be formed for the conduit  900  to pass through. A refrigerant, such as Freon or other Freon substitutes can flow through the conduit to keep the coil member  210  at a cooled temperature. Vapors hosting deleterious matter can impinge directly on the surface of the coil member  210 . 
     Having described the preferred embodiments herein, it should now be appreciated that variations may be made thereto without departing from the contemplated scope of the invention. Accordingly, the preferred embodiments described herein are deemed illustrative rather than limiting, the true scope of the invention being set forth in the claims appended hereto.