Abstract: An engine assembly includes an engine and an intake assembly. The engine defines a combustion chamber and a crankcase, and the intake assembly includes an intake manifold in fluid communication with the combustion chamber. An air-oil separator is provided with the engine and defines a separator volume, an inlet and an outlet, where each of the inlet and outlet are in fluid communication with the separator volume. The inlet of the air-oil separator is provided in fluid communication with the crankcase, and the outlet of the air-oil separator is provided in fluid communication with the intake manifold. The air-oil separator further includes an interior surface that abuts and surrounds the separator volume, and the interior surface has a surface roughness (RA) of greater than about 75 microns.

Abstract: A drainable container system for a vehicle includes a container defining an interior cavity configured for storing a fluid, and a drain hole configured for draining the fluid from the interior cavity. The drainable container system further includes a drain plug configured for plugging the drain hole, and a weld nut attachable to the container and configured for receiving the drain plug. The weld nut includes a coupling portion matable with the drain plug and having a longitudinal axis, and a flange portion extending from the coupling portion and disposed substantially perpendicular to the longitudinal axis. The flange portion defines at least one channel therein configured for conducting the fluid to the drain hole.

Abstract: An engine assembly includes an engine structure, an air intake assembly and a positive crankcase ventilation system. The engine structure defines an intake port and a crankcase. Furthermore, the air intake assembly is in communication with the intake port. The positive crankcase ventilation system includes a fresh air line, a housing and a foul air line. The fresh air line is in communication with the air intake assembly and the crankcase. The housing defines an air inlet and an air outlet with the air inlet being in communication with the crankcase and partially defined by a wall extending into an inner volume of the housing. An oil separation mechanism may be located in the housing between the air inlet and the air outlet. The foul air line is in communication with the air intake assembly and the air outlet.

Abstract: A flow control system is provided having an engine, a turbocharger, and positive crankcase ventilation (PCV) line, and a flow regulating device. The engine has an air-oil separator and an intake manifold. The air-oil separator separates oil droplets and oil mist from a blowby gas. The turbocharger has an air inlet and an air outlet, where the air outlet is connected to the intake manifold of the engine. The positive crankcase ventilation (PCV) vent line has a first end connected to the air-oil separator and a second end connected to the air inlet of the turbocharger. The PCV vent line delivers the blowby gas from the air-oil separator to the air inlet of the turbocharger. The flow regulating device is located in the PCV vent line. The flow regulating device selectively limits the flow of blowby gas from the air-oil separator to the air inlet of the turbocharger.

Abstract: A control system for an engine includes an icing condition detection module and an icing prevention module. The icing condition detection module detects an icing condition of a positive crankcase ventilation (PCV) system of the engine when an ambient temperature is less than a predetermined temperature for a first predetermined period. The icing prevention module increases engine speed for a second predetermined period when the icing condition is detected.

Abstract: A system is provided for controlling a temperature of oil in a power-plant operable to propel a vehicle. The system includes a heat-exchanger arranged relative to the power-plant. The heat-exchanger is configured to receive the oil from the power-plant, modify the temperature of the oil, and return the modified temperature oil to the power-plant. The system also includes a valve configured to direct the oil through the heat-exchanger during a warm-up operation of the power-plant such that the temperature of the oil is increased. The valve is also configured to direct the oil to bypass the heat-exchanger during a low load operation of the power-plant such that the temperature of the oil is increased. Additionally, the valve is configured to direct the oil through the heat-exchanger during a high load operation of the power-plant such that the temperature of the oil is decreased.

Abstract: A quick-release cap is provided for closing the neck of a housing. The cap includes a core having a first end, a second end, and an exterior side wall between the first and second ends. The cap is configured to rotate between a cap-locked position securing the core within the neck and a cap-release position permitting removal of the core from the neck. A first groove is defined in the exterior side wall of the core and extends at least partially circumferentially around the core for receiving a first tab protruding from the neck. The first groove defines an ejection ramp for at least partially ejecting the first tab relative to the first groove when the cap moves from the cap-locked position to the cap-release position. The cap may be removed from the neck with the application of only a twisting force.

Abstract: An engine assembly may include an engine structure, an intake assembly and a cylinder head cover assembly. The engine structure may define a combustion chamber and a crankcase in communication with a fresh air supply. The intake assembly may be in communication with the combustion chamber. The cylinder head cover assembly may be fixed to the engine structure and may include a cover member defining a positive crankcase ventilation chamber and a separator coupled to the cover member. The separator may define an inlet providing communication between the crankcase and the positive crankcase ventilation chamber. The cylinder head cover assembly may include a first outlet flow path in communication with the intake assembly and a second outlet flow path in communication with the intake assembly. A first valve may be located in the first outlet flow path.

Abstract: An engine assembly may include an engine structure, an intake assembly and a cylinder head cover assembly. The engine structure may define a combustion chamber and a crankcase in communication with a fresh air supply. The intake assembly may be in communication with the combustion chamber. The cylinder head cover assembly may be fixed to the engine structure and may include a cover member defining a positive crankcase ventilation chamber and a separator coupled to the cover member. The separator may define an inlet providing communication between the crankcase and the positive crankcase ventilation chamber. The cylinder head cover assembly may include a first outlet flow path in communication with the intake assembly and a second outlet flow path in communication with the intake assembly. A first valve may be located in the first outlet flow path.

Abstract: An engine assembly may include a crankcase ventilation assembly having a fuel separator assembly. The fuel separator assembly may include a condensing unit and a vaporizing unit. The condensing unit may include a gas region and a liquid retaining region. A gas inlet may be in fluid communication with the gas region and a gas flow from the engine block including fuel vapor. The condensing unit may convert the fuel vapor to liquid fuel. The first gas outlet may be in fluid communication with an engine air inlet and provide a remainder of the gas flow thereto. The fluid region may store and provide the liquid fuel to the vaporizing unit through a liquid inlet. The vaporizing unit may convert the liquid fuel to fuel vapor and a second gas outlet may provide the fuel vapor to the air inlet.

Abstract: An engine assembly may include a crankcase ventilation assembly having a fuel separator assembly. The fuel separator assembly may include a condensing unit and a vaporizing unit. The condensing unit may include a gas region and a liquid retaining region. A gas inlet may be in fluid communication with the gas region and a gas flow from the engine block including fuel vapor. The condensing unit may convert the fuel vapor to liquid fuel. The first gas outlet may be in fluid communication with an engine air inlet and provide a remainder of the gas flow thereto. The fluid region may store and provide the liquid fuel to the vaporizing unit through a liquid inlet. The vaporizing unit may convert the liquid fuel to fuel vapor and a second gas outlet may provide the fuel vapor to the air inlet.

Abstract: An engine crankcase emission control system for an internal combustion engine includes a cylinder air intake system connected to associated engine cylinders. The system also includes an engine crankcase. A crankcase air outlet connects the crankcase to the cylinder air intake system at a location subject to variable intake vacuum pressures to allow crankcase vapors to be drawn into inlet air passing to the cylinders. A hydrophobic, oleophobic membrane covers the crankcase air outlet. The membrane inhibits the passage of oil and water out of the crankcase through the crankcase air outlet.

Abstract: An anti-drainback apparatus for an oil filter assembly includes an anti-drainback valve formed from an elastomeric material. The anti-drainback valve is operable to selectively restrict reverse flow through the oil filter assembly. The anti-drainback valve is generally frusta-conical in shape and includes at least one relief valve to selectively open in the presence of a predetermined pressure to allow reverse flow through the oil filter assembly. An oil filter assembly is also provided incorporating the disclosed anti-drainback valve.

Abstract: A positive crankcase ventilation system for an internal combustion engine is disclosed. The system includes an engine having a cylinder air intake system connected to associated cylinders and a filtered air inlet to a crankcase for admitting air to mix with crankcase vapors. A throttle is disposed in the cylinder air intake system for controlling airflow to the associated cylinders. The system further includes a venturi nozzle having an inlet and an outlet. The venturi nozzle inlet is connected to the crankcase for receiving the mixture of filtered air and crankcase vapors. The venturi nozzle outlet is connected to the cylinder air intake system at a location subject to variable intake vacuum pressure between the throttle and the cylinders to allow the mixture of filtered air and crankcase vapors to be drawn into the inlet air passing to the cylinders downstream of the throttle.

Abstract: An engine crankcase emission control system for an internal combustion engine includes a cylinder air intake system connected to associated engine cylinders. The system also includes an engine crankcase. A crankcase air outlet connects the crankcase to the cylinder air intake system at a location subject to variable intake vacuum pressures to allow crankcase vapors to be drawn into inlet air passing to the cylinders. A hydrophobic, oleophobic membrane covers the crankcase air outlet. The membrane inhibits the passage of oil and water out of the crankcase through the crankcase air outlet.

Abstract: A positive crankcase ventilation system for an internal combustion engine is disclosed. The system includes an engine having a cylinder air intake system connected to associated cylinders and a filtered air inlet to a crankcase for admitting air to mix with crankcase vapors. A throttle is disposed in the cylinder air intake system for controlling airflow to the associated cylinders. The system further includes a venturi nozzle having an inlet and an outlet. The venturi nozzle inlet is connected to the crankcase for receiving the mixture of filtered air and crankcase vapors. The venturi nozzle outlet is connected to the cylinder air intake system at a location subject to variable intake vacuum pressure between the throttle and the cylinders to allow the mixture of filtered air and crankcase vapors to be drawn into the inlet air passing to the cylinders downstream of the throttle.

Abstract: A PVC assembly includes a tubular fitting which significantly reduces the possibility of vapors freezing so as to block the PCV passage entry into a manifold. The fitting may be a material, such as nylon, with low heat conductivity as compared to a metal fitting and which is thermally isolated by an air gap from the PCV inlet opening of an aluminum metal manifold to minimize heat loss to the manifold walls. A mounting portion of the fitting includes a primary seal and a secondary seal/retainer that provides backup sealing and also acts as a snap-in retainer that releasably holds the fitting in the manifold PCV inlet opening without further retaining means. A simplified inlet fitting with both retaining and heat conserving features is thereby provided.

Abstract: A PVC assembly includes a tubular fitting which significantly reduces the possibility of vapors freezing so as to block the PCV passage entry into a manifold. The fitting may be a material, such as nylon, with low heat conductivity as compared to a metal fitting and which is thermally isolated by an air gap from the PCV inlet opening of an aluminum metal manifold to minimize heat loss to the manifold walls. A mounting portion of the fitting includes a primary seal and a secondary seal/retainer that provides backup sealing and also acts as a snap-in retainer that releasably holds the fitting in the manifold PCV inlet opening without further retaining means. A simplified inlet fitting with both retaining and heat conserving features is thereby provided.