GB2417439A - Method of decontaminating fuel oil - Google Patents

Abstract

A method of decontaminating fuel oil, such as diesel oil, comprises heating the fuel oil to volatilize some of the contaminants (preferably via a heating element 110) and removing said contaminants. The oil is then passed through a ferro-magnetic filter 120, a coarse mechanical filter 130 and a second, finer, mechanical filter 140. The three filter stages are contained concentrically inside a single filter housing. The filtering apparatus is fitted with an integrated management processor unit (IMPU) (400, figure 10). The IMPU works in conjunction with information received relating to the fuel needs of an engine and with signals received from the apparatus derived from measuring pressure (370, figure 4) and fuel levels in the apparatus 180. The IMPU then calculates the amount of fuel to supply and operates an inlet valve (320, figure 6) supplying fuel to the filtering apparatus, and an outlet valve 80 to allow clean fuel to flow therefrom.

Description

ABSTRACT

Fuel Oil Treatment and Associated Method

FIELD OF THE INVENTION

The present invention relates to a unit, and an associated method of, treating a fuel oil, such as a diesel oil. to remove contaminants therefrom but may also relate to such a unit and associated method for sotreating other types of fuel oil derivatives, such as those for heating purposes, other combustible engines, as found in aircraft, marine, light vehicles, heavy goods vehicle, trains, ships and static units. However, the invention is especially, but not exclusively, related to a treatment unit for, an associated method of, treating diesel oil being supplied from a storage tank or other supply thereof to a diesel engine of a vehicle. Also the inventive unit and associated method could be applicable to a gasoline engine.

BACKGROUND AND PRIOR ART

Diesel oil is obtained from crude oil in substantially the same manner as most other petroleum bi-product, such as gasoline, distilled therefrom. Each such bi-product has ItS own boiling point and is obtained by separating it from ItS other components of the crude oil by condensing it from the main crude distillate at a predetermined temperature Modern, crude oil refining technology has failed to isolate many of the hydrocarbons at each distillation stage and, as a consequence, diesel oil is collected as a condensate contaminated with both lighter and heavier hydrocarbons, various types of aromatics, benzenes, dioxins, and in certain circumstances, particulate material.

AISO7 the collected diesel oil can be contaminated with water whose content can be increased during subsequent storage, transportation, distribution of the diesel oil, and climatic changes.

Efforts to remove these contaminants by, say heating or chemicals reacting to the collected diesel oil have been substantially unsuccessful, mainly because the chemical composition and/or physically properties of the diesel oil itself tend to be changed as a result.

Although unwanted Articulates in diesel oil are generally extremely small, they still tend to have an abrasive effect on the various components, such as injectors, exhaust valves, pistons, and cylinder walls of diesel engines.

AISO, these parficulates tend not to burn with the diesel oil during the combustion process and, as a consequence, the power ratios of the diesel engines are correspondingly decreased and the level of harmful exhaust emissions IS correspondingly increased.

Further, harmful exhaust emissions, resulting from the combustion or partial-combusfion of other diesel oil contaminates, such as at least some of those discussed above, can lead to undesirable atmospheric pollution.

Chemical additives, whether synthetic or natural, can be used in diesel oil as so-called "masking agents", in an attempt to eradicate the problem of pollution caused by the fully or partially combusted contaminants inherent in diesel oil. However, it has been found that these chemical masking agents only help to create other pollut on problems when exhausted to the atmosphere after the combustion process.

SUMMARY OF THE INVENTION

The presently-inventive treatment unit and method have been designed to eliminate, or at least substantially reduce, the disadvantages associated with the subsequent combustion of existing diesel oils and other fuel oils by removing therefrom contaminants which are present in the oil collected from the refining process and, possibly also, any undesirable chemical masking agents which may be added to the oil after its collection, as well as any contaminating water which may be present at point of delivery.

Also the invention sets out to provide a treatment unit and associated method which eliminates, or at least substantially reduces, the need for the addition of chemical additives, such as masking agents, whilst also providing a fuel oil, such as diesel oil, which, having been treated in accordance with the invention, provides a fuel which: burns readily at all operations temperatures; is free from waxes and other contaminates including Articulates; provides a balance between so-called "front end" and "back end" volatility; has a substantially constant specific gravity; has a low viscosity; and has a high Cetane rating.

The present invention is also designed to provide a compact, selfcontained unit which can be installed readily within the fuel system of an existing fuel oil burning installation, for example, in the fuel line between the fuel tank and engine, such as, the diesel engine of a vehicle or stationary installation, such as, an electrical or mechanical power generator or on a bulk dispensing tank such as in bunker storage units.

Accordingly, one aspect of the invention resides in a method of treating a fuel oil containing contaminants, comprising heating the fuel oil to a temperature sufficient to reduce the viscosity of the fuel oil and subsequently pass the fuel oil through a series of ultra fine filters, thereby removing some of the contaminant particles The fuel oil is preferably heated to a temperature in the range of 100 C to 200 C to volatilize contaminants, such as water, lighter hydrocarbons and/or dioxins whose respective boiling points lie in that range, whilst the fuel oil being heated may also be subjected to pressure preferably in the range of 50psi to 100psi.

After heating of the fuel oil and the resulting volatilization of at least some of the contaminants contained therein, filtering ofthe previously-heated fuel oil is carried out, preferably initially magnetically, for example, by a ferrite metal strainer, The preferred material of the magnetic filtration strainer is either NickeUZinc or Manganese/Zinc or a combination of ManganeselNickeUZinc, woven, as may be provided in cartridge Firm.

Such filtering removes from the fuel oil most of the ferrous Articulates, which also increases the efficiency of the additional filter stages.

Additionally or alternatively, but preferably the former, two further mechanical filters are provided, optionally downstream of the magnetic filtration strainer, to remove from the heated fuel oil those heavier aromatic compounds, as well as any particulates.

Preferably, the pore size of the first mechanical filter, immediately downstream from the magnetic filtration strainer, is 3 microns, and the second mechanical filter be of a finer pore size, immediately downstream from the first mechanical filter is I micron.

Filtering by the mechanical filters removes contaminants from the fuel oil by one, or both of two ways, namely, by physical retention, for example, the heavier aromatic compounds or by absorption of other contaminants or both.

The preferred material of the mechanical filters is pleated, and /or wrapped polypropylene, such as may be provided in cartridge form.

The fuel oil heating means consists of a cylindrical thermofoil, or similar material, electrically operated, heating jacket surrounding all the filtration devices, is adapted to rapidly heat the fuel oil to a temperature in the range of C to 200 C, depending on the atmospheric temperature of the fuel oil being delivered from the fuel oil tank, Irrespective of the location of the said tank for example, mounted on a vehicle, or static as used for fixed stationary engines.

Any volatised fuel oil contaminants are vented off through a pipe and stored in the lower chamber along with the vented water, and held in suspension in the water, the lower chamber of waste, containing the water and any volatised material can be safely drained off, via a drain plug.

After filtration of the fuel oil, the fuel oil is effectively in a purer cleaner constituent and is subsequently dehvered via say, a fuel line, from a vehicle fuel tank or to the injectors, for direct combustion.

In the preferred embodiment of inventive fuel oil treatment unit to be described in more detail hereinbelow, the heating means, filtering means and temperature control means are housed collectively in a single chamber, with the waste deposal containment means are housed in a respective chamber, being located underneath, the main fuel oil treatment chamber.

Respective pipes are provided to connect the output of the chamber housing the fuel oil treatment means, as well as other piping for connection to either a fuel delivery device, such as a pump used in the initial delivery of fuel to a storage tank, or directly to the injector system of a diesel engine. An input for the chamber housing for fuel oil treatment means is also provided.

Preferably, the two chambers of the preferred embodiment of fuel oil treatment unit are located in stack, with the fuel oil treatment chamber being located above the waste deposal containment chamber, with respect to each other and accommodated in a single casing, to provide a unitary self-contained unit.

When in the form of a self-contained unitary unit, such as that described above in relation to the preferred embodiment to be described hereinbelow, it may be connected operably in the existing fuel line of, say a vehicle, between the fuel tank and engine thereof, with at least the heating means, when in the form of electrical heating means, being connected in a suitable manner to the electrical power supply of the vehicle.

The inventive fuel oil treatment unit may also be provided with an optional pump for passing untreated fuel oil to the fuel oil treatment chamber. A non-return valve may be provided in associated piping between that pump and the oil treatment chamber The inventive fuel oil treatment unit is also fitted with an additional proportionality valve, located between the out-flow port of the oil treatment chamber and the injector unit of a vehicle diesel engine.

Any volatised fuel oil contaminants, which are vented off pass through a non-return valve via an internal pipe and stored in the lower chamber along with the vented water, and held m suspension m the water in the lower waste containment chamber.

The inventive unit can be designed as an "intelligent" system capable of delivering the precise amount of fuel at the required temperature, regardless of external influences resulting from the operational demands of the associated engine. To achieve this, the unit may be fitted with an Integrated Management Processor Unit (IMPU) programmed to monitor the operation of the unit as well as that of the associated engine, in combination with say, the conventional engine management processor module (EMPM) of the vehicle, and connected to various electrical components of the fuel oil treatment unit.

For example, the operation of the heating means m the fuel oil treatment chamber, whilst in conjunction with a temperature sensor located internally of the output connected to the IMPU The IMPU may be connected to a controller providing an interface for the IMPU with the EMPM of the vehicle.

A fuel oil flow rate sensor, which is preferably incorporated in a proportionality valve downstream of the outlet, may have Its output connected to the IMPU Such proportionality valve may be controlled by the IMPU, for adjustment of that valve between its filly open and filly closed positions in a continuous manner.

A fuel level sensor may have its signa' output connected to the IMPU and be incorporated in the Mel tank of the vehicle. As the inventive treatment unit should preferably not be emptied of Mel oil, under normal working conditions, then a "low fuel" warning is provided when only, say 5 litres of diesel oil are detected in the fuel tank.

When only, say, 2 litres of fuel oil are so-detected by the sensor, then the treatment unit may be closed down to stop the engine of the vehicle, as if the vehicle had run out of fuel, therefore it may eliminate the necessity of re prming the engine and fuel system A pressure sensor which is preferably located downstream of the filter means, may have its output connected to the IMPU, to give an indication of usable filter life and also a warning that the filter array is due to be replaced.

A thermistor probe, which is located downstream of the heating means and the filter array, say, near the outflow port of the oil treatment chamber, has its output connected to the IMPU. The temperature of the fuel oil sensed by that tbennistor probe may be used to control the heater means in the chamber.

As an integrated unit, the IMPU can monitor continuously all conditions of the fuel oil being treated by the inventive unit, to maintain optimum fuel oil flow rates, temperature and viscosity thereof, as required by the engine to which the treated fuel oil is delivered. Optimum levels of fuel oil characteristics and precise quantities thereof may be controlled by constant feedback information from the EMPM of the vehicle and, inter alla, the temperature, pressure, flow rate and fuel oil level sensors whose outputs are fed to the IMPU.

Power for the IMPU is preferably provided from an exterior source, such as the battery and thereby the main electrical system of a vehicle via a switch and power relay.

Further features of the inventive fuel oil treatment unit and associated IMPU will be described in more hereinbelow with regard to the preferred embodiment.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG I is a plan view of the unit for treating diesel oil prior to its delivery to an associated diesel engine.

FIG 2 Cross Section Fig 3 Top Plan view into chamber one; FIG 4 Top plan view of the Cap; FIG 5 Underside view of the Cap; FIG 6 Front View of the Cap; FIG 7 Front view of Cap showing the internal components; FIG 8 is an elevation view of a three stage filter used in the unit; FIG 9 is an elevation view the Waste Containment Chamber used in the unit; FIG 10 Over View of the Multi-Part Components FIG 11 is a block diagram of a control circuitry unit for the inventive fuel oil treatment unit.

FIG 12 is a diagrammatic illustration of the unit and associated operating components connected in the fuel line of the vehicle; s

DETAILED DESCRIPTION OF THE

PREFERRED EMBODIMENT

Referring firstly to FIGS I to 8 of the accompanying drawings, a unit, indicated generally, for treating diesel oil to be delivered, for example, by means of injectors (not shown) to an associated diesel engme (also not shown), comprises an outer casing 50 m which is accommodated two separate chambers indicated generally at 100 and 200 respectively, and sealed with a cap 300.

The inlet port 315 into the first chamber 100 is via the cap 300 and is controlled by a in-flow valve 320. Associated piping (not shown) from the engine's fuel lift pump from the fuel tank of a diesel engine, whether located in a vehicle, or static, such as in a power generator.

As will be described in more detail hereinbelow, a proportionality valve 320 is provided to ensure internal pressure of the unit is maintained in the treatment of the diesel oil in the first chamber 100 via the inlet 315.

Surrounding the inner wall of the first chamber 100 is an electrical heating element 110 which extends 2mm from the top of the first chamber to a length 2mm less than the full inner wall length of the first chamber. The heating element is connected to the onboard power circuitry of the fuel oil treatment unit, which m-sum, is comnected to the main power supply of the diesel engine.

In accordance with the invention, the electrical heating element 110 is adapted to heat diesel oil pumped into the first chamber TOO, via the inlet 315, to a temperature sufficient to volatilize at least some of the contaminants, for example, lighter hydrocarbons and/of dioxins and any water, contained in the diesel oil. That volatilization temperature is preferably m the range of 120 C to 200 C.

At the top of the first chamber 100 is mounted, by means of a suitable gasket, a cap BOO, in communication with the interior of the first chamber 100.

The second chamber 20O, used for the collection and disposal of some volatised contaminants and water, communicates with chamber one 100 via a waste pipe channel + PTFE filter housing 380 located in the cap 30O, which pemmits any gaseous contaminants, such as those described above, volatilized in the first chamber TOO, to be exhausted from the first chamber 100 and pass into the second chamber 200, via a connection pipe 210.

The waste pipe channel housing 38O, located in the cap 300 contains several internal components, a semi-pemmeable osmotic PTFE filter 39O, which allows only volatised particles to pass through, also located within the waste pipe channel housing 38O, is a saturation sensor 385 which detects the amount of volatised vapour being produced, a signal from this sensor allows the IMPU 400 to control the heating intensity within chamber one 100.

The volatised contaminants enter chamber two 200 via a comnecting pipe 210 from chamber one 100 in gaseous fomm and then are condensed back into a liquid where they are stored, for appropriate disposal. The volatised gaseous are exhausted from chamber one 100 mto the waste containment chamber two 200 via a waste pipe 210 and associated non-retum valve 270.

The total embodiment 50 of the two chambers 100 and 200 and the securing cap 300 is generally cylindrical in shape, but can be reformed to accommodate the size and shape available for operational use in confommity to the engine's requirements.

Within the first chamber 100. is located a three stage filtering means, as shown in FIG 3 + 8, comprising a first stage filter 120 in the form of a generally cylindrical ferro-magnetic metal strainer whose porosity is graduated in a continuous and decreasing manner from 5 microns to 3 microns.

Located concentrically within that first-stage, ferro-magnetic strainer 120 is a second-stage, mechanical filter 130 whose porosity is graduated in a continuous and decreasing manner from 3 microns to 1 micron.

Located concentrically within that second-stage, mechanical filter 130 is a third-stage, mechanical filter 140 whose porosity is graduated in a continuous and decreasing manner from I micTon to 0.3 microns.

The ferro-magnetic metal strainer 120 removes at least some of the remaining heavy metal contaminants in the fuel oil. The second-stage mechanical filter 130 and the third-stage mechanical filter 140 are preferably of polypropylene in cartridge form.

The whole of the filtration unit 2, which comprises of all three filtration means, is secured within chamber one 100, by two support points, the lower point being the fuel outflow channel 70 with a shaped end allowing for fitment into the bottom of the filtration unit, the top of the filtration unit is secured by the filter pressure retaining spring 330 located in the cap 300, as shown in FIG 5 + 6.

FIG 4, 6, 8 Mounted within the cap 300, is located a pressure sensor 370, a second pressure sensor 150 located at the bottom of chamber one 100, both sensors are rated 150psi (10.2975 bar), and operate in a symbiotic relationship, allowing for the IMPU 400 to adjust the internal pressure of the unit to a finite degree. Both pressure sensors have a operating power of 5 volts at 10 micro-ohms.

Integral within the cap 300, is a 30mm star-spline lug 310 located dead center of the external face of the cap 300, used for fitting or removal of the cap 300 from the body of the unit 50. the center of the star- spline lug is located the connection for the extending coaxially from the cap 300 and into chamber one 100, and hence into the center of the third- stage mechanical filter 140, is an elongated thermistor probe 160. This probe 160 is rated at a temperature of 250 C, maximum and has an operating power of 5 volts, whilst being connected electrically to a suitable power supply via a cable (not shown).

FIG 8; Fitted to the underside of the cap 300 is the fuel guide cone 340, which guides the inflow of diesel fuel *om the inflow port 315 and Proportional inflow valve 320 into chamber one 100 and the heating means 110. also located on the underside of the cap 300 and connected to the external side of the fuel guide cone 340, is the filter pressure retaining spring 330, which aids in ensuring that the filtration unit is tight and secure within chamber one 100.

The filter pressure retaining spring 330, consists of a cone metal disk connected to a flat base via four compression springs 350 and mounted to the outside of the fuel guide cone 340, as the cap 300 is screwed tight to the main body 50, slight but firm pressure is place on the top of the filtration unit A proportional valve 320 which is controlled by the IMPU 400. Is internally position and fastened directly to the underside of the inflow connection point and behind the fuel transfer cone 340. which facilitates the flow of fuel into chamber one 100 of the unit, via fuel transfer cone 340.

Fitted to the underside of the cap 300 and internal to the fuel guide cone 340 is the solid channel piping 380 for the volatilization of the vented waste into chamber two 200 with integrated encapsulation for the semi-permeably PTFE filter 390. the stem portion of the solid volatilization piping extends down through the fuel guide cone 340, extending 4mm mto chamber one 100, The heating means 110 in chamber one 100 consists of three sheets of thermofoil, extending the inside length of the chamber, the thermofoil sheets are formed to create a channel, one plate (a) of the heating means 110 is fitted flush to the inner wall of chamber one 100, and extends the full length of the wall, while the plate (b) runs concentrically with plate (a) separated by a space of not less than I Omm, is fitted to allow for a 3mm space the bottom end and closed at the top end, to facilitate the flow of the fuel, plate (c) which runs concentrically with plate (b) separated by a space of not less than I Omm, and is fitted to allow for a 3mm space at the top end and closed at the bottom end, the plate (d) runs concentrically with plate (c) separated by a space of not less than I Omm, and is fitted to allow for a 3rnm space the bottom end and closed at the top end.

The diesel fuel enters the unit via the inflow port 315, located in the cap 300, passing through the proportional valve 320 and is guided by the fuel transfer cone 340 into the heating means l to, after being heated, the fuel undergoes the filtration process within chamber one 100. After filtration the fuel passes through a fuel outflow channel 70 into the fuel outlet NC valve 170 and the outflow port 60, and subsequently into the engines injector system.

The entire process of the diesel fuel's progress from entering the inflow port 315, passing through the proportional inflow valve 320, entering chamber one 100, in the heating process by the heaters 110, passing the multi-stage filtration process, ferro-magnetic filter 120, mechanical filter (1) 130, mechanical filter (2) 140, exiting chamber one 100 via the fuel outflow channel 70 and the outflow port 60, are all under continuous monitoring by the IMPU 400.

The volatised waste contaminants and water are held in a secure isolated chamber two 200, as the diesel fuel enters chamber one 100 via the inflow port 315 and inflow valve 320, it is subject to rapid heating by the heating means to a temperature of 200 C, the volatised material is vented off through the waste pipe channel + PTFE housimg 380 FIG 7 + 10 and enters chamber two 200 via the flexible waste pipe 210 and subsequent waste inlet port 260. As the volatised vapour cools, it condenses back into liquid form, as chamber two 200 fills up, its volume is monitored by the IMPU 400 via internal waste volume sensors 220 and pressure sensors 250 within chamber two 200.

The inventive diesel oil treatment unit is designed as an 'intelligent' system capable of delivering the precise amount of diesel oil at the required temperature and viscosity, regardless of external influences from the environment or other influences resulting from the operational demands of the associated engine. To achieve this, the unit I may be fitted with a processor umt programmed to momtor the operation of the treatment unit as well as that of the associated engine, and used in conjunction with the electronic management system of the vehicle itself.

Thus, and as shown m Fig. 10 + 11 an integrated module processor unit 400 (hereinafter referred to as ("the ILIUM) is connected to various components of the diesel oil treatment umit I. In more detail, a proportional inflow valve 320 is connected to the IMPU 400 for controlling the flow of the untreated diesel fuel into the unit 1, signals from internal pressure sensors 370 located in chamber one 100 provide the IMPU 400 with continuous information on the fuel requirements of the associated engine, the IMPU 400 in turn controls the degree of opening and/or closure of the proportional inflow valve 320 and outflow proportional valve 80, thus regulating the precise flow of diesel oil into the unit 1.

Working conjunction with the proportional inflow valve 320, and the pressure sensors 370, is a twin fuel level sensor stop 180, which supplies signals to the IMPU 400, concerning the actual level of fuel in chamber one 100.

the IMPU analysis's all these signals and takes the appropriated action for the amount of fuel being required. Once the signals are processed, another signal from the IMPU 400 is sent to the outlet NC control valve 170, to all the precise flow of purified fuel into the engine.

Operation of the heating element l l 0 in chamber one 100 is controlled by the IMPU 400, via signals received from the temperature sensor 160 located in the center of the filtration unit 2.

Comparative signals from pressure sensor 370, located in the cap 300 and pressure sensor 150 located in the outflow channel 70, sent to the IMPU 400, allow for the efficiency condition of the filter unit 2 to be continuously monitored. When the I1\4PU 400 detects an abnormal differential pressure, between the two sensors, a warning indicator located preferably in the vehicle's dash board or on a control panel of a static engine is activated, informing the operator that the filter unit is in need of change.

The containment of volatised waste in chamber two 200 is also monitored and controlled by the IMPU 400, a saturation sensor 385 located m the waste pipe channel + PTFE housing 380 sends signals to the IMPU 400 concerning the condition of both the PTFE filter and the level of volatised vapour being discharged from chamber one 100. The IMPU 400 utilizes some of this feedback to regulate the heaters 110 in chamber one 100.

Volatised waste entering chamber two 200 passes down a waste connection pipe 360 and passes through a waste inlet proportional control valve 270, the accumulation of waste is monitored by both a waste volume sensor 220 and waste pressure sensor 250, signals from both of these are processed by the IMPU 400, a corresponding signal is sent to a warning indicator located preferably in the vehicle's dash board or on a control panel of a static engme, informing the operator that the waste chamber 200 is in need of draining.

As an integrated unit, the IMPU 400 monitors continuously all conditions of the diesel oil being treated by the inventive unit I, to maintain optimum diesel oil flow rates, temperature and viscosity thereof, as required by the diesel engine to which the treated diesel oil is delivered via the engine's injectors. Optimum levels of diesel oil characteristics and precise quantities thereof are controlled by constant feedback information from the EMPM (engine management processor module) located directly on the engine itself at production.

As all EMPM units vary depending on manufacturer, the IMPU 400 is equipped with an EMPM interface controller 430, which translates both digital and analogue signals from the engine's EMPM system or directly from the engine itself.

Power for IMPU 400 and all internal components of the inventive unit 1, is controlled by an onboard power relay pack 420, which is connected directly to the engine's 12v or 24v power supply.

The power relay pack 420, encompasses step-up circuitry which raises the input supply voltage to a maximum of 50v DC, an internal 60 second voltageaccumulator allows for safe shut- down of the inventive unitl, in the event of any sudden power failure, all voltage operational performance is monitored by the IMPU 400, which regulates the power demands for the inventive unit I. - Woo For the avoidance of any doubt, the following points should be considered: I) The word "volat ligation" and derivatives thereof, is used throughout this specification to embrace not only the vaporization of any contaminants into a vapour state but also the boiling of any contaminants into a gaseous state.

2) Any components internal and/or external such as cables and connectors and any fastening devices, such as screws, nuts and bolts, and washers, seals, and 'O' rings and any derivatives thereof, are taken as

accepted in this specification as being present

>oxooo All internal and external components associated directly with it as stated in this specification, known collectively as the inventive unit are the creative design of the inventors: 3) Mr. Eric Baldwin 4) Miss Shan-Marie Wilcox ill Legend For Drawine Component Numbers

PART DRAWING NUMBER FIGURE

Inventive Unit l 12 Filter Unit System Circuitry Unit l / 2 /l0 Main Body 50 l 12131819 Out-Flow Port 60 l /2 Fuel Outflow Channel 70 2 /3 / 8 Fuel Outlet Proportional Control Valve 80 l 121 l l Cap 300 1 1 4 1 5 1 6 1 7 Screwing Lug 3 l 0 l / 4 1 6 / 7 In-Flow Port 3 l 5 l / 4 1 6 / 7 In- Flow Proportional Valve 320 l /6/7 Filter Pressure Retaining Spring 330 5 / 6 / 7 / 8 Fuel Transfer Guide Cone 340 5 / 6 / 7 Compression Springs 350 5 /6/ 7 Waste Connection Pipe 360 l 141617 Pressure Sensor 370 416171 l l Waste Pipe Channel + PTFE Housing 380 6 / 7 / l0

_

Saturation Sensor 385 l0 / l l PTFE Filter 390 lo Chamber One l 00 2 / 3 1 8 / 9 Heater ll0 2/318111 Ferro-Magnetic Filter l 20 2 / 3 / 8 Mechanical Filter 3 micron 130 2 / 3 / 8 Mechanical Filter l micron l 40 2 / 3 / 8 Pressure Sensor l 50 1 / 2 1 8 / l l Temperature Sensor l 60 l / 4 / 6 / 7 / I l Fuel Level Sensor l 80 Chamber Two 200 2 / 8 / 9 Waste Pipe 2 l 0 l / 2 Waste Volume Sensor 220 2 / 9 / l l NC Waste Drain Valve 230 l 12191 l l Waste Drain Valve- Activation Button 235 l /2/ 9 Pressure Sensor 250 2/9/ l l Waste Inlet Proportional Valve 260 l /2 /9 IMPU 400 l 0 / l l Power Relay 420 l 0 / I l EMPM Interface Controller 430 l 0 / l l

_ _

Any components internal and/or external such as cables and connectors and any fastening devices, such as screws, nuts and bolts, and washers, seals, and 'O' rings and any derivatives thereof arc taken as accepted in this specification as being present, and therefore may not be shown herein. 1 1

Claims (3)

1. CLAIM

   We Claim I) A method of treating a fuel oil containing contaminants, comprising heating the fuel oil to a temperature sufficient to volatilize at least some of the contaminants contained therein and subsequently filtering the heated fuel oil in three stages using ferro-magnetic filtering then two levels of mechanical filtering: wherein, the three stage filtration process Is contained concentrically inside a single filter unit.
2. 2) A means of improving the functional life of any engine components coming into contact, and so associated with the utilization of fuel oil for the running of the said engine, by way of cleaning and purifying the diesel fuel oil prior to the utilization of the engine components.
3. 3) Enhancement of the engine fuel economy and running efficiency, through the delivering of a precise volume of purified diesel fuel to the engine on demand and as required at any point in time. x

   All internal and external components associated directly with it as stated in this specification, known collectively as the inventive unit are the creative design of the inventors: 1) Mr. Eric Baldwin 2) Miss Shan-Marie Wilcox