Patent Abstract:
The pollution control system includes a controller coupled to a sensor monitoring an operational characteristic of a combustion engine, such as engine RPM. A PCV valve having an inlet and an outlet is adapted to vent blow-by gas out from the combustion engine. A fluid regulator associated with the PCV valve and responsive to the controller selectively modulates engine vacuum pressure to adjustably increase or decrease a fluid flow rate of blow-by gas venting from the combustion engine. The controller selectively adjustably positions the fluid regulator to vary the degree of vacuum pressure to optimize the recycling of blow-by gases.

Full Description:
BACKGROUND OF THE INVENTION 
       [0001]    The present invention generally relates to a system for controlling pollution. More particularly, the present invention relates to a system that systematically controls a PCV valve assembly that recycles engine fuel by-products, reduces emissions and improves engine performance. 
         [0002]    The basic operation of standard internal combustion (IC) 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 bearings in the crankcase. The fuel is then compressed and ignited by a spark plug that causes the fuel to burn. 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. Alternatively, in a four-stroke engine, oil lubrication of the crankshaft and connecting rod bearings 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 and burned. 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”. 
         [0003]    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 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. Hence, crankcase ventilation systems 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 reburned. 
         [0004]    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 valves 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. 
         [0005]    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 a 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). 
         [0006]    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 (at say 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 crankcase 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. 
         [0007]    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 net 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 engine vacuum causes at least the second disk to move away from and therefore vent blow-by gases from the engine crankcase. The first disk in particular 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 thereby venting more blow-by gases 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&#39;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. 
         [0008]    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. 
         [0009]    As part of an effort to combat smog in the Los Angeles basin, California started requiring emission control systems on all model cars starting in the 1960&#39;s. The Federal Government extended these emission control regulations nationwide in 1968. Congress passed the Clear Air Act in 1970 and established the Environmental Protection Agency (EPA). Since then, vehicle manufacturers have had to meet a series of graduated emission control standards for the production and maintenance of vehicles. This involved implementing devices to control engine functions and diagnose engine problems. More specifically, automobile manufacturers started integrating electrically controlled components, such as electric fuel feeds and ignition systems. Sensors were also added to measure engine efficiency, system performance and pollution. These sensors were capable of being accessed for early diagnostic assistance. 
         [0010]    On-Board Diagnostics (OBD) refers to early vehicle self-diagnostic systems and reporting capabilities. OBD systems provide current state information for various vehicle subsystems. The quantity of diagnostic information available via OBD has varied widely since the introduction of on-board computers to automobiles in the early 1980&#39;s. OBD originally illuminated a malfunction indicator light (MIL) for a detected problem, but did not provide information regarding the nature of the problem. Modern OBD implementations use a standardized fast digital communications port to provide real-time data in combination with standardized series of diagnostic trouble codes (DTCs) to establish rapid identification of malfunctions and the corresponding remedy from within the vehicle. 
         [0011]    The California Air Resources Board (CARB or simply ARB) developed regulations to enforce the application of the first incarnation of OBD (known now as “OBD-I”). The aim of CARB was to encourage automobile manufacturers to design reliable emission control systems. CARB envisioned lowering vehicle emissions in California by denying registration of vehicles that did not pass the CARB vehicle emission standards. Unfortunately, OBD-I did not succeed at the time as the infrastructure for testing and reporting emissions-specific diagnostic information was not standardized or widely accepted. Technical difficulties in obtaining standardized and reliable emission information from all vehicles led to an inability to effectively implement an annual testing program. 
         [0012]    OBD became more sophisticated after the initial implementation of OBD-I. OBD-II was a new standard introduced in the mid 1990&#39;s that implemented a new set of standards and practices developed by the Society of Automotive Engineers (SAE). These standards were eventually adopted by the EPA and CARB. OBD-II incorporates enhanced features that provide better engine monitoring technologies. OBD-II also monitors chassis parts, body and accessory devices, and includes an automobile diagnostic control network. OBD-II improved upon OBD-I in both capability and standardization. OBD-II specifies the type of diagnostic connector, pin configuration, electrical signaling protocols, messaging format and provides an extensible list of DTCs. OBD-II also monitors a specific list of vehicle parameters and encodes performance data for each of those parameters. Thus, a single device can query the on-board computer(s) in any vehicle. This simplification of reporting diagnostic data led to the feasibility of the comprehensive emissions testing program envisioned by CARB. 
         [0013]    Thus, there exists a significant need for an improved PCV valve system that optimally regulates the flow of engine blow-by gases from the crankcase to the intake manifold. Such a pollution control device should include an electrically controllable PCV valve capable of regulating air flow from the crankcase to the intake manifold, a controller electrically coupled to the PCV valve for regulating the PCV valve, and a set of sensors for measuring engine performance such as engine speed and engine load. Such a pollution control device should decrease the rate of fuel consumption, should decrease the rate of harmful pollutant emissions, and should increase engine performance. The present invention fulfills these needs and provides further related advantages. 
       SUMMARY OF THE INVENTION 
       [0014]    The pollution control system disclosed herein includes a controller coupled to a sensor monitoring an operational characteristic of a combustion engine. The sensor may include an engine temperature sensor, a spark plug sensor, an accelerometer sensor, a PCV valve sensor or an exhaust sensor. In one embodiment, the controller monitors engine combustion rate via the engine temperature sensor to gauge the quantity of blow-by gas product. The controller may include a wireless transmitter or a wireless receiver for sending and/or receiving data associated with the information collected by the sensors. In this regard, the controller may include a pre-programmed software program, a flash-updatable software program, or a behavior-learning software program. In a preferred embodiment, the software program operating the controller is accessible wirelessly through the transmitter and/or the receiver. Information such as customized operating conditions developed by the behavior-learning software program may be retrieved from the controller and subsequently used to more efficiently operate the pollution control system. 
         [0015]    The pollution control system further includes a PCV valve having an inlet and an outlet adapted to vent blow-by gas out from a combustion engine. Preferably, the PCV valve is a two-stage check valve. A fluid regulator associated with the PCV valve and responsive to the controller is used in the pollution control system to selectively modulate engine vacuum pressure to adjustably increase or decrease the fluid flow rate of blow-by gas venting from the combustion engine. The controller adjustably positions the fluid regulator to vary the degree of engine vacuum based, in part, on measurements taken from one or more of the aforementioned sensors. In a preferred embodiment, the PCV valve inlet connects to a crankcase and the PCV valve outlet connects to an intake manifold of an internal combustion engine. The controller decreases the engine vacuum pressure during periods of decreased blow-by gas production in the internal combustion engine, thereby decreasing the fluid flow rate through the PCV valve, and increases the engine vacuum pressure during periods of increased blow-by gas production in the internal combustion engine, thereby increasing the fluid flow rate through the PCV valve. 
         [0016]    The controller may activate and/or deactivate the fluid regulator under any one of a plurality of different conditions. For instance, the controller activates and/or deactivates the fluid regulator at an engine frequency (e.g. a resonant frequency) or a set of engine frequencies. Alternatively, the controller may further couple to an engine RPM sensor having a window switch. The fluid regulator is selectively positionable based on a predetermined engine RPM or multiple engine RPMs set by the window switch. In another alternative embodiment, the controller may include an on-delay timer that sets the fluid regulator to preclude fluid flow for a predetermined duration after activation of the combustion engine. The predetermined duration the fluid regulator precludes fluid flow may be a function of time, engine temperature or engine RPM. 
         [0017]    In another alternative embodiment, the pollution control system may further include a supplemental fuel fluidly coupled to the PCV valve and to the air flow regulator. A one-way check valve electronically coupled to the controller selectively modulates release of the supplemental fuel to the PCV valve and the fluid regulator. The supplemental fuel may include a compressed natural gas (CNG) or a hydrogen gas. Preferably, the hydrogen gas is made on-demand by a hydrogen generator coupled to and regulated by the controller. The controller increases hydrogen gas production with increased vacuum pressure and the corresponding increase in fluid flow rate, and decreases hydrogen gas production with decreased vacuum pressure and the corresponding decrease in fluid flow rate. Modulation of the vacuum pressure and the fluid flow rate may be based on measurements from combustion engine operational characteristics that might include engine temperature, a quantity of engine cylinders, a real-time acceleration calculation, or engine RPM. 
         [0018]    Other features and advantages of the present invention will become apparent from the following more detailed description, when taken in conjunction with the accompanying drawings, which illustrate, by way of example, the principles of the invention. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0019]    The accompanying drawings illustrate the invention. In such drawings: 
           [0020]      FIG. 1  is a schematic illustrating a controller operationally coupled to numerous sensors and a PCV valve; 
           [0021]      FIG. 2  is a schematic illustrating the general functionality of the PCV valve with a combustion-based engine; 
           [0022]      FIG. 3  is a perspective view of a PCV valve for use with the pollution control system; 
           [0023]      FIG. 4  is an exploded perspective view of the PCV valve of  FIG. 3 ; 
           [0024]      FIG. 5  is a partially exploded perspective view of the PCV valve, illustrating assembly of an air flow restrictor; 
           [0025]      FIG. 6  is a partially exploded perspective view of the PCV valve, illustrating partial depression of the air flow restrictor; 
           [0026]      FIG. 7  is a cross-sectional view of the PCV valve, illustrating no air flow; 
           [0027]      FIG. 8  is a cross-sectional view of the PCV valve, illustrating restricted air flow; and 
           [0028]      FIG. 9  is another cross-sectional view of the PCV valve, illustrating full air flow. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0029]    As shown in the drawings for purposes of illustration, the present invention for a pollution control system is referred to generally by the reference number  10 . In  FIG. 1 , the pollution control system  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  and a flow control orifice  19 . The controller  12  receives real-time input from sensors that might include an engine temperature sensor  20 , a spark plug sensor  22 , a battery sensor  24 , a flow control sensor  25 , a PCV valve sensor  26 , an engine RPM sensor  28 , an accelerometer sensor  30 , an exhaust sensor  32 , and a gas/vapor injection sensor  33 . Data obtained from the sensors  20 ,  22 ,  24 ,  25 ,  26 ,  28 ,  30 ,  32 ,  33  by the controller  12  is used to regulate the PCV valve  18  and the flow control orifice  19 , as described in more detail below. 
         [0030]      FIG. 2  is a schematic illustrating operation of the PCV valve  18  and the flow control orifice  19  within the pollution control system  10 . As shown in  FIG. 2 , the PCV valve  18  is disposed between a crankcase  34 , of an engine  36 , and an intake manifold  38 . In operation, the intake manifold  38  receives a mixture of fuel and air via a fuel line  40  and an air line  42 , respectively. 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 , before mixing with fuel in the intake manifold  38 . The air/fuel mixture 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. This creates a vacuum 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, fuel/air is drawn into the combustion chamber  52  from the intake manifold  38 . 
         [0031]    The fuel/air in the combustion chamber  52  is ignited by a spark plug  58 . 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, excess exhaust gases slip by a pair of piston rings  66  mounted in a head  68  of the piston  50 . These “blow-by gases” enter the crankcase  34  as high pressure and temperature gases. Over time, harmful exhaust gases such as hydrocarbons, carbon monoxide, nitrous oxide and carbon dioxide can condense out from a gaseous state and coat the interior of the crankcase  34  and mix with the oil  70  that lubricates the mechanics within the crankcase  34 . But, the pollution control system  10  is designed to vent these blow-by gases from the crankcase  34  to the intake manifold  38  to be recycled as fuel for the engine  36 . This is accomplished by using the pressure differential between the crankcase  34  and intake manifold  38 . In operation, the blow-by gases exit the relatively higher pressure crankcase  34  through a vent  72  and travel through a vent line  74 , the PCV valve  18 , a return line  76 , the flow control orifice  19 , and finally through an auxiliary return line  76 ′ and into the relatively lower pressure intake manifold  38  coupled thereto. Accordingly, the quantity of blow-by gases vented from the crankcase  34  to the intake manifold  38  via the PCV valve  18  and the flow control orifice  19  is digitally regulated by the controller  12  shown in  FIG. 1 . 
         [0032]    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 . 
         [0033]      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 ). 
         [0034]    In general, engine vacuum present in the intake manifold  38  ( FIG. 2 ) causes blow-by gases to be drawn from the crankcase  34 , 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  34  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  34  during times of higher blow-by gas production and decreasing the rate blow-by gases vent from the crankcase  34  during times of lower blow-by gas production, as described in more detail below. The controller  12  is coupled to the plurality of sensors  20 ,  22 ,  24 ,  25 ,  26 ,  28 ,  30 ,  32 ,  33  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 ,  22 ,  24 ,  25 ,  26 ,  28 ,  30 ,  32 ,  33 . 
         [0035]    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  34  into the intake manifold  38  based on blow-by gas production. Accordingly, the controller  12  digitally regulates and controls the PCV valve  18  and the flow control orifice  19  based on engine speed and other operating characteristics and real-time measurements taken by the sensors  20 ,  22 ,  24 ,  25 ,  26 ,  28 ,  30 ,  32 ,  33 . Importantly, 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. The pollution control system  10  may also be integrated into immobile engines used to produce energy or used for industrial purposes. 
         [0036]    In particular, venting blow-by gases based on engine speed and other operating characteristics of an automobile decreases the quantity of hydrocarbons, carbon monoxide, nitrogen oxide and carbon dioxide emissions. The pollution control system  10  recycles these gases by burning them in the combustion cycle. No longer are large quantities of the contaminants expelled from the vehicle via the exhaust. Hence, the pollution control system  10  is capable of reducing air pollution by forty to fifty percent for each automobile, increasing gas mileage per gallon by twenty to thirty percent, increasing horsepower performance by twenty to thirty percent, reducing automobile engine wear by thirty to fifty percent (due to low carbon retention therein) and reducing the number of oil changes from approximately every 5,000 miles to approximately every 50,000 miles. 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 billion gallons of petroleum saved every day. 
         [0037]    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 indented 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  on the other side. Like the front spring  108 , the 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. 
         [0038]    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 the 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. 
         [0039]      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 an extension  128  of the solenoid  96 . Accordingly, the rod  100  can slide within the extension  128  and the solenoid  96 . The position of the rod  100  in the outer housing  82  depends upon the positioning 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 extension  128  and the rear snap ring  114 . Similarly, the front spring  108  is compressed between the rear snap spring  114  and the rear disk  126 . As better shown in  FIGS. 7-9 , 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 . This allows the rear disk  126  to slide thereon. The front disk  124  has an inner diameter approximately the size of the outer diameter of the front portion  106  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. 
         [0040]      FIG. 6  illustrates the PCV valve  18  wherein increased vacuum created between the crankcase  34  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 . 
         [0041]      FIGS. 7-9  more specifically illustrate the functionality of the PCV valve  18  in accordance with the pollution control system  10 .  FIG. 7  illustrates the 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 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 . 
         [0042]      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 exhaust orifice  86 . 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 a 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 . 
         [0043]      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 to the intake manifold. 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. 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 . 
         [0044]    In another aspect of the pollution control system  10 , the flow control orifice  19 , as shown in  FIG. 2 , is disposed between the PCV valve  18  and the intake manifold  38 . The flow control orifice  19  regulates the quantity of air flow through the return line  76  during engine operation and may be used with any of the embodiments described herein. Specifically, a set screw  138  resides in a line block  140  disposed between the PCV valve  18  and the intake manifold  38 . The set screw  138  and the line block  140  are designed to regulate the vacuum pressure between the crankcase  34  and the intake manifold  38 . Increasing and/or decreasing the vacuum pressure with the flow control orifice  19  affects the rate blow-by gases vent from the crankcase  34  to the intake manifold  38 . For example, blow-by gases exiting the PCV valve  18  through the exhaust orifice  86  enter into the return line  76 . The return line  76  is pressure sealed to the line block  140 . As shown by the directional arrow in  FIG. 2 , the set screw  138  may screw into or out from the line block  140 . The set screw  138  is used in this manner to regulate air flow through the line block  140 . The purpose of the set screw  138  is to function as an air flow restrictor between the return line  76  and the auxiliary return line  76 ′. Inserting the set screw  138  into the line block  140  restricts air flow between the return line  76  and the auxiliary return line  76 ′. Accordingly, the set screw  138  builds up back pressure in the return line  76  that counters the engine vacuum. Thus, the quantity of blow-by gases vented from the crankcase  34  into the vent line  74  and into the PCV valve  18  decreases. When the pollution control system  10  endeavors to increase the quantity of blow-by gases vented from the crankcase  34  into the intake manifold  38 , the controller  12  retracts the set screw  138  out from within the line block  140  to decrease the back pressure on the engine vacuum. This allows the passage of more blow-by gases from the return line  76  to the auxiliary return line  76 ′. The set screw  138  is digitally electrically controllable by the controller  12  and the positioning of the set screw  138  may be dependent on measurements taken by the controller  12  via any one of the sensors  20 ,  22 ,  24 ,  25 ,  26 ,  28 ,  30 ,  32 ,  33  or any other data received or calculated by the controller  12 . 
         [0045]    The set screw  138  includes a plurality of threads  142  that engage a similar set of threads (not shown) in the line block  140 . An electronic system coupled to the set screw  138  may screw or unscrew the set screw  138  within the line block  140  according to the instructions provided by the controller  12 . A person of ordinary skill in the art will readily recognize that there may be many mechanical and/or electrical mechanisms known in the art capable of regulating the air flow between the return line  76  and the auxiliary return line  76 ′ in the same manner as the set screw  138  coupled to the line block  140 . In general, any mechanism capable of regulating air flow between the intake manifold  38  and the crankcase  34  comparable to the flow control orifice  19  is capable of being substituted for the set screw  138  and the line block  140 . 
         [0046]    As described above with respect to  FIGS. 1-2 , the controller  12  governs the air flow rate between the return line  76  and the auxiliary return line  76 ′ with the set screw  138  and governs the air flow rate through the PCV valve  18  with the plunger  94 . These features work together to govern the vacuum pressure within the pollution control system  10  and consequently govern the rate of air flow between the crankcase  34  and the intake manifold  38 . The controller  12  may include one of or more electronic circuits such as switches, timers, interval timers, timers with relay or other vehicle control modules known in the art. The controller  12  operates the PCV valve  18  and/or the flow control orifice  19  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 Beckley, 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  34 . 
         [0047]    Preferably, the RWS module works with a standard coil signal used by most tachometers when setting the position of the set screw  138  in the flow control orifice  19  or 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 flow control orifice  19  to position the set screw  138  to block air flow from the return line  76  to the auxiliary return line  76 ′. Here, the PCV valve  18  does not vent any blow-by gas from the crankcase  34  to the intake manifold  38 . In another 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 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  and the flow control orifice  19  simultaneously to achieve the desired vacuum pressure in the pollution control system  10  to set the air flow rate of blow-by gases vented from the crankcase  34 . 
         [0048]    Blow-by gas production increases during acceleration, during increased engine load and with higher engine RPMs. Accordingly, the RWS module may activate the flow control orifice  19  to partially or completely remove the set screw  138  out from within the line block  140 . This effectively increases the air flow rate from the crankcase  34  to the intake manifold  38  due to the higher engine vacuum therein. Moreover, 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  34  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 RPM, such as a higher RPM, thereby re-inserting the set screw  138  within the line block  140  or re-engaging the plunger  94  within the solenoid  96 . 
         [0049]    In an alternative embodiment, a variation of the RWS module may be used to selectively step the set screw  138  out from or into the line block  140  depending on the desired air flow rate from the crankcase  34  to the intake manifold  38 . In this embodiment, the set screw  138  may be disposed twenty-five percent, fifty percent or seventy-five percent within the line block  140  to selectively partially obstruct air flow between the return line  76  and the auxiliary return line  76 ′. Alternatively, 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  no longer restrict air flow between the intake orifice  84  and the exhaust orifice  86 . The stages may be regulated by engine RPM or other parameters and calculations made by the controller  12  and based on readings from the sensors  20 ,  22 ,  24 ,  25 ,  26 ,  28 ,  30 ,  32 ,  33 . 
         [0050]    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 optimally position the set screw  138  within the line block  140  and also 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 ,  22 ,  24 ,  25 ,  26 ,  28 ,  30 ,  32 ,  33 . 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 remove the set screw  138  from the line block  140  or 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 . 
         [0051]    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 positioning of the set screw  138  or the current delivered to the solenoid  96  via the connector wires  78 . In a particularly preferred embodiment, the controller  12  maintains the position of the set screw  138  or 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. 
         [0052]    The controller  12  may also be equipped with an On Delay timer, such as the KH1 Analog Series On Delay timer manufactured by Instrumentation &amp; 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 set screw  138  or the solenoid  96  and corresponding plunger  94 . Preferably, the delay timer ensures that the air flow between the return line  76  and the auxiliary return line  76 ′ remains completely blocked at start-up by disposing the set screw  138  all the way within the interior of the line block  140  of the flow control orifice  19 . Additionally, such an on-delay timer may, after opening the flow control orifice  19 , ensure 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 , or from measurements received from the spark plug sensor  22 , 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. 
         [0053]    In another alternative embodiment, the controller  12  may automatically sense the number and type of cylinders in the engine via the spark plug sensor  22 . In this embodiment, the spark plug sensor  22  measures the delay between spark plug firings among the spark plugs in the engine. A four-cylinder engine has a different sequence of spark plug firings than a six-cylinder, eight-cylinder or twelve-cylinder engine, for example. The controller  12  can use this information to automatically adjust the PCV valve  18  or the flow control orifice  19 . Having the capability of sensing the quantity of valves in an automobile engine allows the controller  12  to be automatically installed to the automobile  16  with minimal user intervention. In this regard, the controller  12  does not need to be programmed. Instead, the controller  12  automatically senses the quantity of valves via the spark plug sensor  22  and operates the PCV valve  18  or the flow control orifice  19  according to a program stored in the internal circuitry of the controller  12  designed for the sensed engine. 
         [0054]    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) having multiple connections, one for the original circuit and at least a second for connection to the controller  12 . The controller  12  includes a set of electrical wires (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 . 
         [0055]    In another aspect of the pollution control system  10 , the controller  12  regulates the PCV valve  18  or the flow control orifice  19  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. Alternatively, the controller  12  may selectively position the set screw  138  in the line block  140  based on sensed engine frequencies. In a preferred embodiment, the controller  12  blocks all air flow from the crankcase  34  to the intake manifold  38  until after the engine passes through the resonant frequency. This can be accomplished by positioning the set screw  138  all the way within the line block  140  thereby blocking air flow from the return line  76  to the auxiliary return line  76 ′. The controller  12  can also be programmed to regulate the PCV valve  18  or the flow control orifice  19  based on sensed frequencies of the engine at various operating conditions, as described above. 
         [0056]    Moreover, the pollution control system  10  is usable with a wide variety of engines, including unleaded and diesel automobile engines. The pollution control system  10  may also be used with larger stationary engines or used with boats or other heavy machinery. The pollution control system  10  may include one or more controllers  12 , one or more PCV valves  18  and/or one or more flow control orifices  19  in combination with a plurality of sensors measuring the performance of the engine or vehicle. The use of the pollution control system  10  in 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. 
         [0057]    In another aspect of the pollution control system  10 , the controller  12  may modulate control of the PCV valve  18  and the flow control orifice  19 . The primary functionality of the flow control orifice  19  is to control the amount of engine vacuum between the crankcase  34  and the intake manifold  38 . The positioning of the set screw  138  within the line block  140  largely dictates the air flow rate of blow-by gases traveling from the crankcase  34  to the intake manifold  38 . In some systems, the flow control orifice  19  may simply be an aperture through which selected air flow is configured such that the system does not fall below a certain force 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  in conjunction with the flow control orifice  19  to regulate the engine vacuum between the crankcase  34  and the intake manifold  38 , thereby governing the air flow rate therebetween to optimally vent blow-by gas within the system  10 . 
         [0058]    In another aspect of the pollution control system  10 , a gas/fuel vapor source  144  ( FIG. 2 ) may couple to the vent line  74  by a check valve  146 . The controller  12  regulates the vapor source  144  and the check valve  146 . The vapor source  144  preferably includes a source of hydrogen that is selectively injected into the vent line  74  for return back into the intake manifold  38  to supply additional fuel for combustion within the engine  36 . Accordingly, the controller  12  selectively operates the check valve  146  to subject the vapor source  144  to the engine vacuum. The engine vacuum draws fuel from the vapor source  144  when the controller  12  opens the check valve  146 . The controller  12  may modulate the opening and/or closing of the check valve  146  depending on the operation of the pollution control system  10  and the feedback received from any of the plurality of sensors  20 ,  22 ,  24 ,  25 ,  26 ,  28 ,  30 ,  32 ,  33 . The vapor source  144  may include, for example, a source of compressed natural gas (CNG) or may include a hydrogen generator that creates hydrogen on-the-fly in proportion to the quantity desired to be supplied to the vent line  74  to optimally aid in the combustion of the blow-by gas and fuel mixed within the intake manifold  38 . For example, the hydrogen generator relies on electrical energy to produce hydrogen. At idle, the hydrogen demand may be low due to low engine RPMs and thereby the controller  12  sets the vapor source  144  to produce small quantities of hydrogen at a low voltage. At higher engine RPMs, it is desirable to increase the quantity of hydrogen supplied to the vent line  74 . The controller  12  may then increase production of hydrogen at the vapor source  144  by, e.g., increasing the voltage supplied therein. The quantity of fuel supplied through the check valve  146  via the vapor source  144  better optimizes the recycling and combustion of the blow-by gases within the engine  36 . 
         [0059]    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 the PCV valve  18 , the flow control orifice  19  or the vapor source  144 . Such modulation is accomplished through, for example, the aforementioned RWS switch, on-delay timer or other electronic circuitry that 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 . 
         [0060]    Although several embodiments have been described in some 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.

Technology Classification (CPC): 8