Systems are provided for a crankcase ventilation system. In one example, a crankcase ventilation (CCV) system for an engine configured to transmit crankcase gases into a clean side air duct, the clean side air duct comprising a sensor and a crankcase ventilation spigot, wherein the crankcase ventilation spigot is configured to be disposed downstream of the sensor, the crankcase ventilation spigot having an outlet configured to direct crankcase gases emerging from the crankcase ventilation spigot away from the sensor.

An attachment and retaining mechanism is described for removably attaching a rotating filter element to a rotating shaft. The rotating filter element includes a filter media that is driven by a drive mechanism that rotates the rotating shaft. The filter element is removably attached to the rotating shaft such that the filter element and filtration system can be periodically replaced and/or serviced. In some arrangements, the drive shaft includes a D-shaped section that interacts with a mating section of the filter element sleeve of the rotating filter element. In other arrangements, the drive shaft includes at least one flat drive surface.

An attachment and retaining mechanism is described for removably attaching a rotating filter element to a rotating shaft. The rotating filter element includes a filter media that is driven by a drive mechanism that rotates the rotating shaft. The filter element is removably attached to the rotating shaft such that the filter element and filtration system can be periodically replaced and/or serviced. In some arrangements, the drive shaft includes a D-shaped section that interacts with a mating section of the filter element sleeve of the rotating filter element. In other arrangements, the drive shaft includes at least one flat drive surface.

A filter assembly 7 for separating contaminants from a fluid stream is described. The filter assembly 7 comprises a filter element 58 which is locatable within chamber 19 in a flow path extending between inlet 54 and outlet 56. The filter element 58 comprises a filter media component 60, and the filter element is locatable within the chamber 19 in the flow path so that fluid flowing from the inlet 54 to the outlet 56 is directed through the filter media component. The filter assembly 7 comprises at least one first alignment assembly having a first alignment component 64a provided by the housing portion 21c and disposed within chamber 19, and a second alignment component 66a provided by the filter element 58. The first and second alignment components 64a and 66a cooperate to rotationally orient the filter element 58 within the chamber 19.

A filter assembly 7 for separating contaminants from a fluid stream is described. The filter assembly 7 comprises a filter element 58 which is locatable within chamber 19 in a flow path extending between inlet 54 and outlet 56. The filter element 58 comprises a filter media component 60, and the filter element is locatable within the chamber 19 in the flow path so that fluid flowing from the inlet 54 to the outlet 56 is directed through the filter media component. The filter assembly 7 comprises at least one first alignment assembly having a first alignment component 64a provided by the housing portion 21c and disposed within chamber 19, and a second alignment component 66a provided by the filter element 58. The first and second alignment components 64a and 66a cooperate to rotationally orient the filter element 58 within the chamber 19.

Fluid connection device, in particular for a motor vehicle, includes a female nozzle having an internal fluid flow passage, and being configured to receive a male nozzle. A sensor senses that the male nozzle is received within the female nozzle, and an electrical plug electrically connects the sensor to an electrical power source. The sensor includes a flexible, electrically conductive dome located within the female nozzle. In a first position, the dome has a generally curved shape. When the male nozzle is inserted into the female nozzle, the male nozzle presses the dome to deform the dome into a second position. In the second position, the dome has a generally flattened shape and provides an electrical connection between two terminals connected to the electrical.

An abnormality determination device of an internal combustion engine in which a breather line connects an intake-air path positioned upstream from a forced-induction system and a crankcase includes an intake-air flow rate sensor that detects an intake air flow rate in the intake-air path, a pressure sensor that detects a pressure of the breather line, and an abnormality determination unit that determines abnormality of the breather line. The abnormality determination unit estimates an intake air resistance of the intake-air path from the pressure when the engine is under low load conditions under which the intake air flow rate is less than a predetermined value and the pressure when the engine is under high load conditions under which the intake air flow rate is the predetermined value or greater and determines abnormality of the breather line when the intake air resistance is less than a threshold.

The present invention comprises an apparatus and method for replacing an original equipment manufacturer air-oil separator apparatus having an integral pressure control valve (“OEM-AOS” system) in a vehicle. The OEM-AOS system is disconnected from the engine air intake. The integral pressure control valve is disabled. An accumulator for collecting oil from by-pass combustion gas is connected to the OEM-AOS system. A discrete pressure control valve (“discrete-PCV”) is connected to the accumulator and to the engine air intake. The discrete-PCV is located within the vehicle at an easily accessible location so that it can be quickly accessed and replaced when necessary. The accumulator includes a sensor that is operable to send a warning signal to a vehicle operator when the vehicle needs to be serviced to remove condensed oil from the accumulator.

An engine includes: an exhaust manifold 7 close to one of left and right side surfaces of an engine; a turbocharger 60 having an exhaust-side inlet connected to the exhaust manifold 7; and a rocker-arm-chamber-integrated intake manifold 8 being disposed on an upper surface of a cylinder head 5 and integrally including a rocker arm chamber 90 and an intake manifold 6. The intake manifold 8 has a wall 101 dividing the rocker arm chamber 90 close to the one of the left and right side surfaces of the engine 1 and the intake manifold 6 close to the other of the left and right side surfaces to isolate the rocker arm chamber 90 and the intake manifold 6 from each other. The rocker arm chamber 90 has, in its upper portion, a positive crankcase ventilation device 69 protruding therefrom and being configured to return blowby gas to an intake system. The positive crankcase ventilation device 69 has, in its side surface, a blowby-gas discharge port 67 connected with a gas conduit 68 through which blowby gas is delivered to an intake-side inlet of the turbocharger 60.

An engine includes: an exhaust manifold 7 close to one of left and right side surfaces of an engine; a turbocharger 60 having an exhaust-side inlet connected to the exhaust manifold 7; and a rocker-arm-chamber-integrated intake manifold 8 being disposed on an upper surface of a cylinder head 5 and integrally including a rocker arm chamber 90 and an intake manifold 6. The intake manifold 8 has a wall 101 dividing the rocker arm chamber 90 close to the one of the left and right side surfaces of the engine 1 and the intake manifold 6 close to the other of the left and right side surfaces to isolate the rocker arm chamber 90 and the intake manifold 6 from each other. The rocker arm chamber 90 has, in its upper portion, a positive crankcase ventilation device 69 protruding therefrom and being configured to return blowby gas to an intake system. The positive crankcase ventilation device 69 has, in its side surface, a blowby-gas discharge port 67 connected with a gas conduit 68 through which blowby gas is delivered to an intake-side inlet of the turbocharger 60.