CLIAMS:WE CLAIM:
1. An crankcase ventilation system (100) for ventilating blow by fluid, used in an internal combustion engine (200), the crankcase ventilation system (100) comprising:
at least one passage (201) comprising an inlet opening (201a) and an outlet opening (201b), wherein the inlet opening (201a) is configured within a crankcase (202) and the outlet opening (201b) is configured in an engine cylinder head cover (203), the at least one passage (201) operably integrated to receive the blow-by fluid generated inside the crankcase (202) through inlet opening (201a) and exhausts the blow-by fluid through the outlet opening (201b).
2. The system (100) as claimed in claim 1, comprises a throttle body (205) connected to a suction element (206) and an intake manifold (207), wherein vacuum from the throttle body (205) and suction element (206) draws out the blow-by fluids from the crankcase (202) into the intake manifold (207) for re-circulation.

3. The system (100) as claimed in claim 1, wherein the at least one passage (201) passes through the crankcase (202), an engine cylinder block (208), an engine cylinder head (209) and the engine cylinder head cover (203).

4. The system (100) as claimed in claim 1, comprises at least one separator element (204) connectable to the outlet opening (201b) for separating gas (G) and liquid (L) from the blow-by fluids.

5. The system (100) as claimed in claim 1, wherein the at least one separator element (204) is at least one of gravity separator, mesh-vane separator and paper filter separator.

6. The system (100) as claimed in claim 1, comprises at least one fluid drain element (215) is fluidly connected to a lubrication sump (211) for collecting separated liquid (L).

7. The system (100) as claimed in claim 1, wherein optimised dimension of at least one separator element (204), at least one passage (201) connected to separator element (204), a first conduit (214a) and a second conduit (214b) from separator element (204) maintains the pressure in crankcase (202) below atmospheric pressure.

8. The system (100) as claimed in claim 1, wherein the internal combustion engine (200) is a two cylinder gasoline engine.

9. The system (100) as claimed in claim 8, wherein cubic capacity (cc) of the two cylinder gasoline engine ranges from about 500cc to about 1000cc.

10. A method of manufacturing an crankcase ventilation system (100) comprising steps of:
casting at least one passage (201) within each of a crankcase (202), an engine cylinder block (208), an engine cylinder head (209) and an engine cylinder head cover (203), wherein an inlet opening (201a) is provided within the crankcase (202) and the outlet opening (201b) is provided within the engine cylinder head cover (203).

11. A method of ventilating blow-by fluids through an at least one passage (201) comprising acts of:
actuating a throttle body (205) for drawing out the blow-by fluids through the at least one passage (201) from within a crankcase (202); and
directing the blow-by fluids into an intake manifold (207) through the at least one separator element (204) wherein, the at least one separator element (204) separates gas (G) from the blow-by fluids for re-circulating into the intake manifold (207).

12. The method as claimed in claim 11, wherein the at least one separator element (204) separates gas (G) and liquid (L) from the blow-by fluids and directs liquid (L) into the crankcase (202).

13. The method as claimed in claim 11, wherein the at least one separator element (204) separates gas (G) and liquid (L) from the blow-by fluids and directs gas (G) into the intake manifold (207).

14. The method as claimed in claim 11, wherein optimised dimension of at least one separator element (204), at least one passage (201) connected to separator element (204), a first conduit (214a) and a second conduit (214b) from separator element (204) maintains the pressure in crankcase (202) below atmospheric pressure.

,TagSPECI:TECHNICAL FIELD
Present disclosure in general relates to a ventilation and re-circulation system. Particularly but not exclusively to a system and method for ventilation and re-circulation of blow-by fluid from crankcase of an internal combustion engine.
BACKGROUND OF DISCLOSURE
As the environmental laws globally are getting stricter day by day, the emission norms associated with vehicles are also becoming stringent. Vehicle manufacturers are bound by these strict emission norms to keep the emission of vehicles under control for greener and pollution free atmosphere.
Conventionally, during the vehicle era, emission norms imposed on vehicles coming out from assembly lines were lenient. Many gases which were not combusted were allowed into the atmosphere. The reason was that the number of vehicles plying on the road was less and effect on the environment from vehicles was insignificant. As the vehicle demand globally increased with the growing population, the number of vehicles that started to ply on the roads also gradually increased. This increase in vehicle population leads to certain laws being imposed on the vehicles and vehicle manufacturers to curb the emissions polluting the atmosphere at an alarming rate.
Previously, internal combustion engines had no blow-by gas recirculation or gas separators which controlled the amount of blow by gas released into the atmosphere. The un-burnt gases were directly released into the atmosphere. As the vehicles became efficient, vehicle manufacturers installed catalytic converters, Closed Crankcase Ventilation system and the like to meet the emission norms. Moreover, some vehicle manufacturers installed return hoses which were connected to the air induction system for re-circulation of blow by gases generated by the internal combustion engine. However, some of these techniques were inefficient and part of the un-burnt gases which were pre-maturely released into the atmosphere.
Also, in many occasions additional components such as oil drain tube, one-way valve, baffle plates for blow-by gases which are installed within the engine are critical to manufacture and prone to failures. Also, maintenance and replacement of such components would involve removal of part of the engine to bring it to optimized working condition.
Several other techniques involve engine cover heads provided with baffles for oil separation. However another disadvantage of this technique is that the oil filling process during engine maintenance and service would take considerable amount of time as the time involved in the lubrication fluid to reach the lubrication sump passing through the baffles plates would take time.
Since blow-by gases contains a mixture of unburnt gases and oil mist, these blow-by gases if allowed to collect in the crankcase of the engine will corrode critical engine parts like bearing, crankshaft, piston rings, rubber seals, gaskets etc. Also it will lead to increase in crankcase pressure leading to high oil consumption and degrade the engine oil. Hence it is important to design a system to effectively and harmlessly recirculate these gases and burn them back in the combustion chamber.
Fig. 1 illustrates schematic representation of crankcase ventilation system (100’) for the blow-by fluid (BBF) as disclosed in the prior art. An engine cylinder block (208’) comprises an engine cylinder head (209’) provided over the engine cylinder block (208’). The engine cylinder head (209’) is covered by an engine cylinder head cover (203’) which forms a sealed enclosure. The bottom portion of the engine cylinder block (208’) is provided with a lubrication sump/pan (211’) which stores lubrication fluid. The blow-by fluid (BBF) enter into the crankcase (202’) from the combustion chamber (210’) which are exhausted through the inlet opening (201a’) of the at least one passage (201’) provided within the crankcase (202’). The blow-by fluid (BBF) passes out through the outlet opening (201b’) provided in the engine cylinder head cover (203’) through an externally located conduit which is connected to an externally located at least one separator element (204’). The at least one separator element (204’) receives vacuum from the throttle body (205’) and the blow-by fluid (BBF) are sucked into the at least one separator element (204’) herein referred to as separator element (204’). Heavier particles such as liquids (L) present in the blow-by fluid (BBF) are separated and directed back into the crankcase (202’). In the prior art, the engine cylinder head cover (203’) is provided with baffles or wire mesh (214’) which act as a filters in separating the lubrication fluid. Once, the internal combustion engine (200) is in operation, some of the blow-by fluid (BBF) enter the crankcase (202’) and exit out through the outlet opening (201b’) provided in the crankcase (202’). Then these blow-by fluid (BBF) are then directed to a separator element (204’) for separation of the gas (G) and liquid (L) from the blow-by fluid (BBF). The separator element (204’) has a drain port (204a’) and a inlet port (204b’) fluidically connected to the crankcase (202’) such that heavier blow-by fluid (BBF) such as liquids (L) is drained back into the crankcase (202’). The lighter blow-by fluid (BBF) such as gas (G) is allowed to pass into the intake manifold (207’) for recirculation. The engine cylinder block (208’) is provided with crankshafts (212’) wherein movement of the pistons (213’) are not synchronized. The crankshaft (212’) throws vary in each cycle. The blow-by fluid (BBF) separated in the separator element (204’) are directed into the suction element (206’) through at least one first conduit (215a’).
However, the at least one passage (201’) provided externally to the engine cylinder block (208’) is an additional component for ventilation and recirculation of the blow-by fluid (BBF). Also, the crankcase ventilation system (100’) disclosed in the disclosed prior art are meant for internal combustion engines (200’) having three or more pistons and cylinders. Moreover, the crankcase ventilation system (100’) disclosed in the disclosed prior art are used in internal combustion engines (200’) having different crank throws on different sides.
In light of the above, there is a need to develop a method and system for venting out the blow-by gases from the crankcase and re-circulating the same into the intake manifold of the internal combustion engines such that, it is economical and avoids the above mentioned disadvantages.
SUMMARY OF THE DISCLOSURE
The shortcomings of the prior art are overcome and additional advantages are provided through the provision as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In an embodiment of the present disclosure, an crankcase ventilation system for ventilating blow by fluids, used in an internal combustion engine, the crankcase ventilation system comprising: at least one passage. The at least one passage comprises an inlet opening and an outlet opening, wherein the inlet opening is configured within a crankcase and the outlet opening is configured in an engine cylinder head cover. The at least one passage operably integrated to receive the blow-by fluids generated inside the crankcase through inlet opening and exhausts the blow-by fluid through the outlet opening.
In an embodiment of the present disclosure, a throttle body is connected to a suction element and an intake manifold, wherein vacuum from the throttle body and suction element draws out the blow-by fluids from the crankcase into the intake manifold for re-circulation.
In an embodiment of the present disclosure, comprises at least one passage passes through the crankcase, an engine cylinder block, an engine cylinder head and the engine cylinder head cover.
In an embodiment of the present disclosure, comprises at least one separator element connectable to the outlet opening for separating gas and liquid from the blow-by fluids.
In an embodiment of the present disclosure, the at least one separator element is at least one of gravity separator, mesh-vane separator and paper filter separator.
In an embodiment of the present disclosure, at least one fluid drain element is fluidly connected to a lubrication sump for collecting separated liquid.

In an embodiment of the present disclosure, optimised dimension of at least one separator element, at least one passage connected to separator element, a first conduit and a second conduit from separator element maintains the pressure in crankcase below atmospheric pressure.

In an embodiment of the present disclosure, the internal combustion engine is a two cylinder gasoline engine.

In an embodiment of the present disclosure, cubic capacity of the two cylinder gasoline engine ranges from about 500cc to about 1000cc.

In an embodiment of the present disclosure, a method of manufacturing an crankcase ventilation system comprising steps of: casting at least one passage within each of a crankcase, an engine cylinder block, an engine cylinder head and an engine cylinder head cover, wherein an inlet opening is provided within the crankcase and the outlet opening is provided within the engine cylinder head cover.
In an embodiment of the present disclosure, a method of ventilating blow-by fluids through an at least one passage comprising acts of: actuating a throttle body for drawing out the blow-by fluids through the at least one passage from within a crankcase. Directing the blow-by fluids into an intake manifold through the at least one separator element wherein, the at least one separator element separates gas from the blow-by fluids for re-circulating into the intake manifold.
In an embodiment of the present disclosure, the at least one separator element separates gas and liquid from the blow-by fluids and directs liquid into the crankcase.
In an embodiment of the present disclosure, the at least one separator element separates gas and liquid from the blow-by fluids and directs gas into the intake manifold.
In an embodiment of the present disclosure, optimised dimensions of at least one separator element, at least one passage connected to separator element, a first conduit and a second conduit from separator element maintains the pressure in crankcase below atmospheric pressure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Fig. 1 illustrates schematic representation of crankcase ventilation system for blow-by fluid as disclosed in the prior art.
Fig. 2 illustrates schematic representation of crankcase ventilation system for the blow-by fluid according to an exemplary embodiment of the present disclosure.
Fig. 3 illustrates block diagram of the crankcase ventilation system according to an exemplary embodiment of the present disclosure.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION OF THE DISCLOSURE

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristic of the disclosure, both as to its organization and method of operation, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure. It will be readily understood that the aspects of the present disclosure, as generally described herein, and illustrated in the figures, can be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are explicitly contemplated and make part of this disclosure.

A crankcase ventilation system for an internal combustion engine having a crankcase configured to an engine cylinder block is provided. The crankcase provided to the engine cylinder block houses and allows movement of one or more crankshafts. An engine cylinder head is configured over the engine cylinder block forming a combustion chamber, wherein an engine cylinder head cover encloses the engine cylinder head. At least one passage provided within the crankcase, wherein the at least one passage has an inlet opening within the crankcase and an outlet opening in the engine cylinder head cover. At least one separator element configured external to the engine cylinder head cover receives the blow-by fluid from the crankcase for separation of the blow-by fluid. A throttle body is configured to a suction element and an intake manifold wherein, vacuum from the throttle body and suction element draws out the blow-by fluid from the crankcase into the intake manifold for re-circulation.

Referring now to the drawings, wherein the drawings are for the purpose of illustrating an exemplary embodiment of the disclosure only, and not for the purpose of limiting the same.
In an embodiment of the present disclosure, the at least after throttle connection and before throttle connection maintains crankcase pressure below atmospheric condition throughout engine operating zone.
Fig. 2 illustrates schematic representation of crankcase ventilation system (100) of the blow-by fluid (BBF) according to an exemplary embodiment of the present disclosure. An internal combustion engine (200) comprises an engine cylinder block (208) having a crankcase (202) provided at bottom portion (BP) of the engine cylinder block (208). The bottom portion (BP) of the engine cylinder block (208) is also provided with a lubrication sump or pan (211) which stores lubrication fluid. An engine cylinder block (208) comprising one or more pistons (213) is connected to at least one crankshaft (212). In an embodiment, the pistons (213) connected to the at least one crankshaft (212) has crank throws on the same side. The engine cylinder block (208) on its top portion (TP) is provided with an engine cylinder head (209). The engine cylinder head (209) is installed in such a position that, the engine cylinder head (209) over the engine cylinder block (208) forms the combustion chamber (210). An engine cylinder head cover (203) is provided over the engine cylinder head (209) which forms an enclosure sealing the engine cylinder head (209). The crankcase (202) provided at bottom portion (BP) of the engine cylinder block (208) is provided with at least one passage (201) wherein the inlet opening (201a) of the at least one passage (201) is provided within the crankcase (202). In an embodiment, the inlet opening (201a) of the at least one passage (201) is provided above the lubrication fluid level in the lubrication fluid sump or pan (211). The at least one passage (201) is provided in the engine cylinder block (208), the engine cylinder head (209) and the engine cylinder head cover (203) such that, when the engine cylinder head (209) and the engine cylinder head cover (203) are placed over the engine cylinder block (208) one after the other, the at least one passage (201) is in-line from the inlet opening (201a) up to the outlet opening (201b) of the at least one passage (201). During cast manufacturing of the crankcase (202), the engine cylinder block (208), the engine cylinder head (209) and the engine cylinder head cover (203), the at least one passage (201) is cast moulded to forms an integrated crankcase ventilation passage for the blow-by fluid (BBF). When the crankcase (202), the engine cylinder block (208), the engine cylinder head (209) and the engine cylinder head cover (203) are assembled together, the at least one passage (201) has its inlet opening (201a) within the crankcase (202) and the outlet opening (201b) is provided at the engine cylinder head cover (203).
The engine cylinder head cover (203) comprises an outlet opening (201b) which receives the blow-by fluid (BBF) from the at least one passage (201). The engine cylinder head cover (203) is provided over the engine cylinder head (209) which forms a sealed enclosure. The outlet opening (201b) provided for the at least one passage (201) is fluidically connected to the at least one separator element (204) located external to the internal combustion engine (200). In an embodiment, the at least one separator element (204) can be provided internally within the at least one engine cylinder head cover (203). The at least one separator element (204) receives the blow-by fluid (BBF) from the crankcase (202) due to the suction force generated by a throttle body (205). The throttle body (205) is connected to a suction element (206) which draws in air from the atmosphere. In an embodiment, the suction element (206) is at least one vacuum generator fitted to a filter element in suction line or vacuum pump or suction pump or any other means which performs the operation of drawing in air from the atmosphere. When the user of the vehicle, opens the throttle body (205), the suction element (206) sucks in air from the atmosphere, this suction element (206) creates vacuum which draws in the blow-by fluid (BBF) from within the crankcase (202). When the throttle body (205) is in closed or in partially open condition, the suction element (206) sucks in air from the atmosphere, this suction element (206) creates vacuum which draws in the blow-by fluid (BBF) from within the crankcase (202). As the blow-by fluid (BBF) are drawn out from the crankcase (202), they are directed into the at least one separator element (204) for separation of the gas (G) and liquid (L) from the blow-by fluid (BBF). In an embodiment, the blow-by fluid (BBF) are at least one of oil gas mixture, gaseous liquid, gas vapour, oil vapour and carbon deposit vapours or any other fluid which deposit on the moving parts over use. In an embodiment, the at least one separator element (204) is at least one of gravity separator, mesh vane separator, paper filter separator or any other separator which separates gas (G) and liquid (L) from the blow-by fluid (BBF). The blow-by fluid (BBF) entering the at least one separator element (204) are separated, and the gas (G) is directed into the intake manifold (207), whereas the liquid (L) is directed into the crankcase (202) through a fluid drain element (215). In an embodiment, the gas (G) separated from the blow-by fluid (BBF) is directed into the intake manifold (207) wherein, the gas (G) is mixed with the air from the suction element (206) and then re-circulated into the intake manifold (207). The heavier liquid (L) separated from the blow-by fluid (BBF) travels back to the crankcase (202) for re-circulation within the internal combustion engine (200).
In an embodiment, the gas (G) separated from the blow-by fluid (BBF) is directed into the intake manifold (207) through a first conduit (214a) when the internal combustion engine (200) is at an idling condition. During idling condition, the suction generated by the suction element (206) is not large and also the air from the atmosphere cannot mix with the gas (G).
In an embodiment, the liquid (G) separated from the blow-by fluid (BBF) is directed into the intake manifold (207) through a second conduit (214b), when the internal combustion engine (200) is above idling condition. When the internal combustion engine (200) is above idling condition, air from the atmosphere is drawn in to the suction element (206) and the gas (G) mixes with the atmospheric air.
During operation of the internal combustion engine (200), a user actuates the throttle body (205) for drawing out the blow-by fluid through the at least one passage (201) from within a crankcase (202). The blow-by fluid (BBF) are then directed into an intake manifold (207) through the at least one separator element (204) wherein, the at least one separator element (204) separates gas (G) from the blow-by fluid (BBF) for re-circulating into the intake manifold (207).
The separator element (204) has a first conduit (214a) and a second conduit (214b) connected to an intake manifold (207) and a suction element (206) respectively. In an embodiment of the present disclosure, pressure in the crankcase (202) is below the atmospheric pressure due to the optimised dimension of at least one separator element (204) and optimised dimension of the at least one passage (201).
In an embodiment of the present disclosure, the manufacturing process comprises manufacture of the separator element (204), at least one passage (201) connected to the separator element (204), first conduit (214a) from separator element (204) to intake manifold (207) and the second conduit (214b) from separator element (204) to suction element (206).
In an embodiment of the present disclosure, the crankcase ventilation system (100) finds its potential application in two cylinder gasoline engines wherein the cubic capacity (cc) of the two cylinder engine ranges from about 500cc to about 1000cc.
Fig. 3 illustrates block diagram of the crankcase ventilation system (100) according to an exemplary embodiment of the present disclosure. The outlet opening (201b) of the at least one passage (201) is provided at the engine cylinder head cover (203) wherein, the blow-by fluid (BBF) are passed into the at least one separator element (204). The separator element (204) separates the gas (G) and liquid (L), wherein the gas (G) is directed into the suction element (206) which mixes with the air from the atmosphere and then directed into the intake manifold (207). The liquid (L) from the blow-by fluid (BBF) is re-circulated back into the crankcase (202) of the engine cylinder block (208). During operation, the lubrication fluid travelling within the internal combustion engine (200) from the engine cylinder block (208) up to the engine cylinder head cover (203) is re-circulated through the lubrication passage (216).
ADVANTAGES
In an embodiment, the crankcase ventilation system avoids usage of lubrication drain tube in the engine cylinder block reducing costs incurred in casting process.
In an embodiment, the crankcase ventilation system avoids usage of baffle plates within the engine cylinder head cover which avoids other assembly operations such as use of fasteners and gaskets.
In an embodiment, the crankcase ventilation system avoids usage of one way valves and the machining operations involved in installing the one way valves within the engine cylinder block.
In an embodiment, avoidance of baffle plate (disclosed in prior art) in the engine cylinder head cover allows faster filing of the lubrication fluid.
In an embodiment, the crankcase ventilation system reduces the oil carryover to the air intake system.
In an embodiment, the crankcase ventilation system dampens the crankcase pressure fluctuations in a twin cylinder engine having crank throws on the same side.
INDUSTRIAL APPLICABILITY
In one embodiment, the crankcase ventilation system as disclosed in the present disclosure is used in internal combustion engines for venting and re-circulating the blow-by fluid.
In one embodiment, the crankcase ventilation system as disclosed in the present disclosure is applicable for use in two cylinder engines having crankshaft throws on the same side or in two cylinder engines having synchronized crank throws. Also it can be used in more than two cylinder internal combustion engines.
EQUIVALENTS

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”

In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
REFERRAL NUMERALS

100 Crankcase Ventilation system
200 Internal combustion engine
201 Passage
201a Inlet opening
201b Outlet opening
202 Crankcase
203 Engine cylinder head cover
204 Separator element
205 Throttle body
206 Suction element
207 Intake manifold
208 Engine cylinder block
209 Engine cylinder head
210 Combustion chamber
211 Lubrication sump/pan
212 Crankshaft
213 Piston
214a First conduit
214b Second conduit
215 Fluid drain element
216 Lubrication passage
100’ Crankcase Ventilation system (prior art)
200’ Internal combustion engine (prior art)
201’ Passage
201a’ Inlet opening
201b’ Outlet opening
202’ Crankcase (prior art)
203’ Engine cylinder head cover (prior art)
204’ Separator element (prior art)
205’ Throttle body (prior art)
206’ Suction element (prior art)
207’ Intake manifold (prior art)
208’ Engine cylinder block (prior art)
209’ Engine cylinder head (prior art)
210’ Combustion chamber (prior art)
211’ Lubrication sump/pan (prior art)
212’ Crankshaft (prior art)
213’ Piston (prior art)
214’ Baffle or wire mesh (prior art)
215a’ First conduit (prior art)
G Gas
L Liquid
TP Top portion
BP Bottom portion
BBF Blow-by fluid
cc Cubic capacity