US20030010326A1 - In-line fuel conditioner - Google Patents
In-line fuel conditioner Download PDFInfo
- Publication number
- US20030010326A1 US20030010326A1 US10/193,088 US19308802A US2003010326A1 US 20030010326 A1 US20030010326 A1 US 20030010326A1 US 19308802 A US19308802 A US 19308802A US 2003010326 A1 US2003010326 A1 US 2003010326A1
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- Prior art keywords
- fuel
- conditioner
- magnet
- housing
- line
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
- F02M27/02—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by catalysts
Definitions
- the present invention relates to a fuel conditioner adapted to be placed in-line in a fuel delivery system and is adapted to condition fuel for improved purity, extended storage life, and reduced engine wear.
- Internal combustion engine systems typically are provided fuel from a remote storage tank via fuel lines and the fuel is driven either by gravity or an active pump.
- the systems often include an in-line filter to remove particulate impurities.
- filters typically are passive devices that can only screen out particles above a certain size.
- Filters are relatively ineffectual against biological processes that often occur in fuel.
- diesel fuel often accumulates water in storage.
- the fuel especially with water present, can support the growth of certain bacteria, fungi, and algae.
- anti-biological agents such as bactericides and fungicides to the fuel, however this requires the undesirable additional effort of adding the anti-biological agents to the fuel.
- An additional contaminant that can be present in fuel that is not particularly well handled by conventional filters is metal contamination. Small particles of metal can become entrained in the fuel from wear in fuel pumps and corrosion in fuel delivery systems. These small metallic particles can be too small to be effectively trapped by a filter, yet large enough to cause undesirable wear and deposits in the engine.
- the present invention which, in one aspect, is an in-line fuel conditioner receiving a flow of liquid fuel the conditioner comprising a housing, end caps attached to ends of the housing and a plurality of reactive elements contained within the housing such that the fuel passes over the reactive elements and wherein the reactive elements comprise separate stainless steel, zinc, and copper members such that the overall composition of the reactive elements is approximately 50-40% stainless steel, 40-30% zinc, and 30-20% copper by weight and wherein the in-line fuel conditioner inhibits the growth of biological agents entrained within the fuel.
- the invention also includes a magnet wherein the magnet retains ferrous metal particles entrained within the fuel flow and in one embodiment, the magnet is positioned with the housing.
- the reactive elements are approximately 0.125′′ in major dimension.
- the invention is an internal combustion engine system utilizing fuel and including an in-line fuel conditioner wherein the in-line fuel conditioner contains a plurality of reactive elements comprising separate stainless steel, zinc, and copper members wherein the reactive elements have a weight composition of 50-40% stainless steel, 40-30% zinc, and 30-20% copper and a magnet wherein the in-line fuel conditioner inhibits the growth of biological contaminants and retains ferrous particulates entrained within the fuel.
- the in-line fuel conditioner contains a plurality of reactive elements comprising separate stainless steel, zinc, and copper members wherein the reactive elements have a weight composition of 50-40% stainless steel, 40-30% zinc, and 30-20% copper and a magnet wherein the in-line fuel conditioner inhibits the growth of biological contaminants and retains ferrous particulates entrained within the fuel.
- the in-line fuel conditioner of the present invention can be readily installed in an existing fuel delivery system using commonly available tools and known mechanical techniques.
- the fuel conditioner inhibits the growth of biological contaminants without the inconvenience of treating the fuel with additives.
- the fuel conditioner also retains ferrous particulates entrained within the fuel thereby reducing wear to an engine system so equipped.
- FIG. 1 is an exploded section view of an in-line fuel conditioner
- FIG. 2 is an enlarged exploded view of one embodiment of an end cap and fuel line connection with the end cap portion shown in section view;
- FIG. 3 is an inside end view of the end cap of FIG. 3;
- FIG. 4 is a side view of the end cap of FIG. 3;
- FIG. 5 is a front view of the end cap of FIG. 3.
- FIG. 6 is a section view of a housing of the in-line fuel conditioner.
- FIG. 1 is an exploded section view of one embodiment of an in-line fuel conditioner 10 .
- the in-line fuel conditioner 10 receives a flow of liquid fuel, such as diesel, gasoline, methanol, and the like at an inlet port 12 and provides the liquid fuel at an outlet port 14 .
- the in-line fuel conditioner 10 inhibits growth of biological agents and retains ferrous metal particles entrained within the fuel.
- the in-line fuel conditioner 10 is adapted for fitment in internal combustion engine systems wherein the fuel is provided under pressure feed via a pump from a remote fuel tank and the portions of fuel not used by the engine are returned to the remote fuel tank.
- the in-line fuel conditioner 10 comprises a housing 32 .
- the housing is generally cylindrical with an I.D. of approximately 1.75 inches, an O.D. of approximately 2.25 inches, and is approximately 3 to 6 inches long.
- the housing 32 is made of aluminum alloy such as the 6061 alloy commercially available.
- the housing 32 is internally threaded at a first and a second end so as to receive end caps 56 .
- the end caps 56 are externally threaded 62 to mate with the ends of the housing 32 and in this embodiment are made of aluminum alloy.
- the end caps 56 are provided with two flats 64 to facilitate installation of the end caps 56 in the housing 32 with an open or adjustable wrench in a well understood manner.
- the end caps 56 are a compression fit to the housing 32 , such as via pipe threads.
- the ends caps 56 are also internally threaded so as to receive couplers 70 , 72 .
- the couplers 70 are externally threaded on both ends so as to facilitate threaded engagement with fuel lines 22 , 24 .
- the fuel lines 22 , 24 are tubular lines adapted to carry fuel and are typically provided by the manufacturer of the internal combustion engine system. It should be understood that to install the in-line fuel conditioner 10 , the fuel lines 22 , 24 would be cut and internally threaded in a well understood manner with commonly available tools.
- the in-line fuel conditioner 10 also comprises two seals 33 .
- the seals 33 are generally circular members approximately 2 inches in diameter and 1 ⁇ 8 inch thick.
- the seals 33 of this embodiment are made of neoprene rubber.
- the seals 33 are provided with a circular center hole approximately 1.85 inches in diameter to permit the flow of fuel therethrough. It will be appreciated that a porous cover, such as a screen or fabric material, is positioned over the center hole to preclude reactive elements described in greater detail below from exiting the housing 32 .
- the seals 33 are positioned inside the housing 32 immediately inboard of the end caps 56 and are adapted to friction fit in the interior of the housing 32 .
- FIG. 3 is an end view of an alternative embodiment of an end cap 56 .
- the end cap 56 has straight threads 62 rather than the pipe threads 62 of the previous embodiment and also includes an annular o-ring 60 .
- the o-ring 60 is adapted to be interposed between the housing 32 and the end cap 56 as the end cap 56 is threaded into the housing 32 to improve the sealing therebetween in a well known manner.
- the seal 33 of this embodiment (FIG. 6), is made of a corrosion resistant screen material.
- FIG. 4 illustrates yet another embodiment of an end cap 56 .
- the end cap 56 is a two piece assembly wherein the two pieces of the end cap 56 are threaded to fit together in a known manner.
- the end caps 56 are adapted to retain the fuel lines 22 , 24 in a compression fitting.
- ends of the fuel lines 22 , 24 are flared 66 as illustrated in FIG. 4 to facilitate retention with the end caps 56 .
- the in-line fuel conditioner 10 also comprises a plurality of reactive elements 34 positioned inside the housing 32 between the seals 33 .
- the reactive elements 34 in this embodiment comprise generally spherical stainless steel and zinc alloy members and copper wire members.
- the stainless steel reactive element 34 members in this embodiment comprise type 302 alloy commercially available and are approximately 0.125′′ in diameter.
- the zinc alloy reactive element 34 members comprise an alloy of approximately 95% pure Sn and are approximately 0.125 inches in diameter.
- the copper reactive element 34 members are approximately 0.125 inches in major dimension.
- the reactive elements 34 are combined so as to have an overall composition of approximately 50-40% stainless steel, 40-30% zinc, and 30-20% copper by weight.
- the relative composition and dimensions of the reactive elements 34 described in this embodiment have exhibited the optimal combination of anti-biological reactivity and minimal flow restriction during use.
- the in-line fuel conditioner 10 also comprises a magnet 38 .
- the magnet 38 is a bar magnet approximately 0.25 inches in diameter and 0.25 to 2 inches long and is made of known ferromagnetic materials.
- the magnet 38 of this embodiment develops a magnetic field of at least 4000 Gauss as measured 0.17 inches from the surface of the magnet 38 .
- the magnet 38 is positioned within the housing 32 . It will be appreciated that the magnet 38 will magnetize the stainless steel reactive elements 34 .
- fuel enters the interior of the in-line fuel conditioner 10 and thus flows around the reactive elements 34 and the magnet 38 .
- the fuel interacts with the reactive elements 34 so as to inhibit growth of biological contaminants, such as bacteria, algae, and fungi, entrained therein.
- Ferrous particles entrained within the fuel will be attracted to and retained on the surface of the magnet 38 and the stainless steel reactive elements 34 . It should be appreciated that in a typical installation, the instantaneous supply rate of fuel is much greater than is actually consumed by the engine and the unused fuel is returned to the storage tank.
- This unused fuel is then resupplied via the fuel lines 22 , 24 and thus a given quantity of fuel will typically pass through the fuel lines 22 , 24 and thus the in-line fuel conditioner 10 repeatedly before being consumed.
- the fuel stored in the storage tank will have passed through the in-line fuel conditioner 10 several times further improving the resistance of the fuel so conditioned to growth of biological contaminants.
- the Applicant also believes that the reactive elements 34 and the magnet 38 impart beneficial conditioning to the fuel to improve the combustion characteristics of the fuel in the engine system.
- the Applicant has observed improved atomization of the fuel in the combustion chamber of the engine system and reduced undesired emissions therefrom.
- the Applicant has also observed improved fuel economy of engine systems provided with the in-line fuel conditioner 10 as previously described.
- the housing 32 and end caps 56 can be made of titanium, stainless steel, fibre-reinforced plastic, or other high strength, corrosion resistant materials. It should also be appreciated that the dimensions indicated herein are illustrative only and one of skill in the art can vary the dimensions to accommodate greater or lesser fuel flow rates. It will also be appreciated that the inline fuel conditioner 10 described herein is useful in fuel refining and transportation environments.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
A fuel conditioner adapted to be placed in-line in a fuel delivery system of an internal combustion engine system. The fuel conditioner include a metallic housing containing a plurality of reactive anti-biological elements. The fuel conditioner also includes a high Gauss magnet. The fuel passes over the anti-biological elements and adjacent the magnet such that growth of biological agents entrained within the fuels is inhibited. The fuel also passes adjacent the magnet such that ferrous particles entrained within the fuel are retained with the fuel conditioner and removed from the fuel flow.
Description
- This application is a continuation of U.S. application Ser. No. 09/904,874 filed Jul. 12, 2001.
- 1. Field of the Invention
- The present invention relates to a fuel conditioner adapted to be placed in-line in a fuel delivery system and is adapted to condition fuel for improved purity, extended storage life, and reduced engine wear.
- 2. Description of the Related Art
- Internal combustion engine systems typically are provided fuel from a remote storage tank via fuel lines and the fuel is driven either by gravity or an active pump. The systems often include an in-line filter to remove particulate impurities. However, filters typically are passive devices that can only screen out particles above a certain size.
- Filters are relatively ineffectual against biological processes that often occur in fuel. As an example, diesel fuel often accumulates water in storage. The fuel, especially with water present, can support the growth of certain bacteria, fungi, and algae. It is known to add anti-biological agents such as bactericides and fungicides to the fuel, however this requires the undesirable additional effort of adding the anti-biological agents to the fuel.
- An additional contaminant that can be present in fuel that is not particularly well handled by conventional filters is metal contamination. Small particles of metal can become entrained in the fuel from wear in fuel pumps and corrosion in fuel delivery systems. These small metallic particles can be too small to be effectively trapped by a filter, yet large enough to cause undesirable wear and deposits in the engine.
- From the foregoing, it can be appreciated that there is a need for a fuel conditioning system that can inhibit the growth of biological contaminants in fuel yet avoids the inconvenience of mixing additives with the fuel. There is also a need for a system to remove metallic particles from a fuel supply.
- The aforementioned needs are satisfied by the present invention which, in one aspect, is an in-line fuel conditioner receiving a flow of liquid fuel the conditioner comprising a housing, end caps attached to ends of the housing and a plurality of reactive elements contained within the housing such that the fuel passes over the reactive elements and wherein the reactive elements comprise separate stainless steel, zinc, and copper members such that the overall composition of the reactive elements is approximately 50-40% stainless steel, 40-30% zinc, and 30-20% copper by weight and wherein the in-line fuel conditioner inhibits the growth of biological agents entrained within the fuel. In certain embodiments, the invention also includes a magnet wherein the magnet retains ferrous metal particles entrained within the fuel flow and in one embodiment, the magnet is positioned with the housing. In certain embodiments, the reactive elements are approximately 0.125″ in major dimension.
- In another aspect, the invention is an internal combustion engine system utilizing fuel and including an in-line fuel conditioner wherein the in-line fuel conditioner contains a plurality of reactive elements comprising separate stainless steel, zinc, and copper members wherein the reactive elements have a weight composition of 50-40% stainless steel, 40-30% zinc, and 30-20% copper and a magnet wherein the in-line fuel conditioner inhibits the growth of biological contaminants and retains ferrous particulates entrained within the fuel.
- The in-line fuel conditioner of the present invention can be readily installed in an existing fuel delivery system using commonly available tools and known mechanical techniques. The fuel conditioner inhibits the growth of biological contaminants without the inconvenience of treating the fuel with additives. The fuel conditioner also retains ferrous particulates entrained within the fuel thereby reducing wear to an engine system so equipped. These and other objects and advantages will become more fully apparent from the following description taken in conjunction with the accompanying drawings.
- FIG. 1 is an exploded section view of an in-line fuel conditioner;
- FIG. 2 is an enlarged exploded view of one embodiment of an end cap and fuel line connection with the end cap portion shown in section view;
- FIG. 3 is an inside end view of the end cap of FIG. 3;
- FIG. 4 is a side view of the end cap of FIG. 3;
- FIG. 5 is a front view of the end cap of FIG. 3; and
- FIG. 6 is a section view of a housing of the in-line fuel conditioner.
- Reference will now be made to the drawings wherein like numerals refer to like parts throughout. FIG. 1 is an exploded section view of one embodiment of an in-line fuel conditioner10. The in-line fuel conditioner 10 receives a flow of liquid fuel, such as diesel, gasoline, methanol, and the like at an
inlet port 12 and provides the liquid fuel at anoutlet port 14. The in-line fuel conditioner 10 inhibits growth of biological agents and retains ferrous metal particles entrained within the fuel. The in-line fuel conditioner 10 is adapted for fitment in internal combustion engine systems wherein the fuel is provided under pressure feed via a pump from a remote fuel tank and the portions of fuel not used by the engine are returned to the remote fuel tank. As the engine systems typically provide fuel from the pump at a much greater volume than is used by the engine under most operating conditions, much of the fuel is recirculated to the storage tank. Thus, a given portion of fuel typically passes repeatedly through the in-line fuel conditioner 10 before being supplied to the combustion chambers of the engine. - The in-line fuel conditioner10 comprises a
housing 32. In one embodiment, the housing is generally cylindrical with an I.D. of approximately 1.75 inches, an O.D. of approximately 2.25 inches, and is approximately 3 to 6 inches long. In this embodiment, thehousing 32 is made of aluminum alloy such as the 6061 alloy commercially available. Thehousing 32 is internally threaded at a first and a second end so as to receiveend caps 56. Theend caps 56 are externally threaded 62 to mate with the ends of thehousing 32 and in this embodiment are made of aluminum alloy. Theend caps 56 are provided with twoflats 64 to facilitate installation of theend caps 56 in thehousing 32 with an open or adjustable wrench in a well understood manner. In the embodiment illustrated in FIGS. 1 and 2, theend caps 56 are a compression fit to thehousing 32, such as via pipe threads. - The
ends caps 56 are also internally threaded so as to receivecouplers couplers 70 are externally threaded on both ends so as to facilitate threaded engagement withfuel lines fuel lines fuel lines - The in-line fuel conditioner10 also comprises two
seals 33. Theseals 33 are generally circular members approximately 2 inches in diameter and ⅛ inch thick. Theseals 33 of this embodiment, are made of neoprene rubber. Theseals 33 are provided with a circular center hole approximately 1.85 inches in diameter to permit the flow of fuel therethrough. It will be appreciated that a porous cover, such as a screen or fabric material, is positioned over the center hole to preclude reactive elements described in greater detail below from exiting thehousing 32. Theseals 33 are positioned inside thehousing 32 immediately inboard of theend caps 56 and are adapted to friction fit in the interior of thehousing 32. - FIG. 3 is an end view of an alternative embodiment of an
end cap 56. In this embodiment, theend cap 56 hasstraight threads 62 rather than thepipe threads 62 of the previous embodiment and also includes an annular o-ring 60. The o-ring 60 is adapted to be interposed between thehousing 32 and theend cap 56 as theend cap 56 is threaded into thehousing 32 to improve the sealing therebetween in a well known manner. Theseal 33 of this embodiment (FIG. 6), is made of a corrosion resistant screen material. - FIG. 4 illustrates yet another embodiment of an
end cap 56. In this embodiment, theend cap 56 is a two piece assembly wherein the two pieces of theend cap 56 are threaded to fit together in a known manner. In this embodiment, the end caps 56 are adapted to retain thefuel lines fuel lines - The in-line fuel conditioner10 also comprises a plurality of
reactive elements 34 positioned inside thehousing 32 between theseals 33. Thereactive elements 34 in this embodiment, comprise generally spherical stainless steel and zinc alloy members and copper wire members. The stainless steelreactive element 34 members in this embodiment comprise type 302 alloy commercially available and are approximately 0.125″ in diameter. The zinc alloyreactive element 34 members comprise an alloy of approximately 95% pure Sn and are approximately 0.125 inches in diameter. The copperreactive element 34 members are approximately 0.125 inches in major dimension. Thereactive elements 34 are combined so as to have an overall composition of approximately 50-40% stainless steel, 40-30% zinc, and 30-20% copper by weight. The relative composition and dimensions of thereactive elements 34 described in this embodiment have exhibited the optimal combination of anti-biological reactivity and minimal flow restriction during use. - The in-line fuel conditioner10 also comprises a
magnet 38. Themagnet 38 is a bar magnet approximately 0.25 inches in diameter and 0.25 to 2 inches long and is made of known ferromagnetic materials. Themagnet 38 of this embodiment develops a magnetic field of at least 4000 Gauss as measured 0.17 inches from the surface of themagnet 38. In this embodiment, themagnet 38 is positioned within thehousing 32. It will be appreciated that themagnet 38 will magnetize the stainless steelreactive elements 34. - In use, fuel enters the interior of the in-line fuel conditioner10 and thus flows around the
reactive elements 34 and themagnet 38. The fuel interacts with thereactive elements 34 so as to inhibit growth of biological contaminants, such as bacteria, algae, and fungi, entrained therein. Ferrous particles entrained within the fuel will be attracted to and retained on the surface of themagnet 38 and the stainless steelreactive elements 34. It should be appreciated that in a typical installation, the instantaneous supply rate of fuel is much greater than is actually consumed by the engine and the unused fuel is returned to the storage tank. This unused fuel is then resupplied via thefuel lines fuel lines - The Applicant also believes that the
reactive elements 34 and themagnet 38 impart beneficial conditioning to the fuel to improve the combustion characteristics of the fuel in the engine system. The Applicant has observed improved atomization of the fuel in the combustion chamber of the engine system and reduced undesired emissions therefrom. The Applicant has also observed improved fuel economy of engine systems provided with the in-line fuel conditioner 10 as previously described. - It will be appreciated that in alternative embodiments, the
housing 32 andend caps 56 can be made of titanium, stainless steel, fibre-reinforced plastic, or other high strength, corrosion resistant materials. It should also be appreciated that the dimensions indicated herein are illustrative only and one of skill in the art can vary the dimensions to accommodate greater or lesser fuel flow rates. It will also be appreciated that the inline fuel conditioner 10 described herein is useful in fuel refining and transportation environments. - Although the foregoing description of the preferred embodiment of the present invention has shown, described, and pointed out the fundamental novel features of the invention, it will be understood that various omissions, substitutions, and changes in the form of the detail of the apparatus as illustrated as well as the uses thereof, may be made by those skilled in the art without departing from the spirit of the present invention. Consequently, the scope of the present invention should not be limited to the foregoing discussions, but should be defined by the appended claims.
Claims (2)
1. An in-line fuel conditioner receiving a flow of liquid fuel the conditioner comprising:
a housing;
end caps attached to ends of the housing; and
a plurality of reactive elements contained within the housing such that the fuel passes over the reactive elements and wherein the reactive elements comprise separate stainless steel, zinc, and copper members such that the overall composition of the reactive elements is approximately 50-40% stainless steel, 40-30% zinc, and 30-20% copper by weight and wherein the in-line fuel conditioner inhibits the growth of biological agents entrained within the fuel.
2. The in-line fuel conditioner of claim 1 , further comprising a magnet wherein the magnet retains ferrous metal particles entrained within the fuel flow.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/193,088 US20030010326A1 (en) | 2001-07-12 | 2002-07-09 | In-line fuel conditioner |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US09/904,874 US6450155B1 (en) | 2001-07-12 | 2001-07-12 | In-line fuel conditioner |
US10/193,088 US20030010326A1 (en) | 2001-07-12 | 2002-07-09 | In-line fuel conditioner |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/904,874 Continuation US6450155B1 (en) | 2001-07-12 | 2001-07-12 | In-line fuel conditioner |
Publications (1)
Publication Number | Publication Date |
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US20030010326A1 true US20030010326A1 (en) | 2003-01-16 |
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ID=25419909
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
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US09/904,874 Expired - Fee Related US6450155B1 (en) | 2001-07-12 | 2001-07-12 | In-line fuel conditioner |
US10/193,088 Abandoned US20030010326A1 (en) | 2001-07-12 | 2002-07-09 | In-line fuel conditioner |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
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US09/904,874 Expired - Fee Related US6450155B1 (en) | 2001-07-12 | 2001-07-12 | In-line fuel conditioner |
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US (2) | US6450155B1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2005043286A3 (en) * | 2003-10-24 | 2006-02-16 | Motorola Inc | System and method for incident reporting, information gathering, reconstructing and alerting |
US20070256672A1 (en) * | 2006-05-04 | 2007-11-08 | Jin-Lang Wang | Fuel economizer |
US8999158B2 (en) | 2010-09-16 | 2015-04-07 | Wallace Taylor Irvin | In-line fuel conditioner |
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US7574997B1 (en) | 2002-10-16 | 2009-08-18 | Chauza Roger N | Mobile engine performance demonstration unit |
US7100583B2 (en) * | 2004-03-23 | 2006-09-05 | Eternity Trading Co., Ltd. | Filter screen and the apparatus for aiding vehicle fuel combustion and purifying exhausting gas using said filter screen |
US6890432B1 (en) | 2004-09-21 | 2005-05-10 | Dfe Ii, Llc | Magnetic fuel treatment apparatus for attachment to a fuel line |
US8051282B2 (en) * | 2008-04-02 | 2011-11-01 | S.C. Johnson & Son, Inc. | Low voltage reset determination and operational flow modification for microprocessor-controlled devices |
US7942135B1 (en) * | 2008-09-09 | 2011-05-17 | Clark Lester Daywalt | Vapor pressure enhancer and method |
CA2692680C (en) * | 2010-02-11 | 2011-09-13 | J. William Clements | Magnetic fuel treatment method and apparatus |
US8366927B2 (en) | 2010-07-19 | 2013-02-05 | Combustive Control Systems Ccs Corporation | Device for altering molecular bonds in fluids |
JP5537472B2 (en) | 2011-03-10 | 2014-07-02 | 日立オートモティブシステムズ株式会社 | Fuel injection device |
US9644153B2 (en) | 2014-05-08 | 2017-05-09 | Clark Lester Daywalt | Vapor pressure enhancer |
PE20160647A1 (en) * | 2015-12-31 | 2016-07-08 | Sanchez-Concha Rodrigo Coquis | DEVICE FOR THE TREATMENT AND ELIMINATION OF BACTERIA IN COMBUSTIBLE HYDROCARBONS AND PROCESS FOR THEIR MANUFACTURE AND THE ACTIVATION OF THEIR SURFACE |
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US4429665A (en) * | 1982-08-17 | 1984-02-07 | Brown Bill H | Fuel treating device and method |
US4715325A (en) | 1986-06-19 | 1987-12-29 | Walker Claud W | Pollution control through fuel treatment |
US5013450A (en) * | 1989-05-23 | 1991-05-07 | Luis Gomez | Method and solid material body for the purification of fluids such as water, aqueous fluids and liquid fuels |
US4959155A (en) * | 1989-05-23 | 1990-09-25 | Luis Gomez | Method for the purification of fluids such as water, aqueous fluids and fuel fluids |
US5738692A (en) | 1989-05-26 | 1998-04-14 | Advanced Power Systems International, Inc. | Fuel treatment device |
US6000381A (en) * | 1989-05-26 | 1999-12-14 | Advanced Power Systems International, Inc. | Method and apparatus for treating fuel |
US4930483A (en) | 1989-08-11 | 1990-06-05 | Jones Wallace R | Fuel treatment device |
US5197446A (en) | 1990-03-29 | 1993-03-30 | Daywalt Clark L | Vapor pressure enhancer and method |
US5048499A (en) | 1990-03-29 | 1991-09-17 | Daywalt Clark L | Fuel treatment device |
US5044347A (en) | 1990-06-12 | 1991-09-03 | 911105 Ontario Limited | Device promoting the dispersion of fuel when atomized |
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US5092303A (en) | 1991-04-18 | 1992-03-03 | Advanced Research Ventures, Inc. | In-line fuel preconditioner |
US5069190A (en) | 1991-04-30 | 1991-12-03 | Richards Charlie W | Fuel treatment methods, compositions and devices |
US5154153A (en) | 1991-09-13 | 1992-10-13 | Macgregor Donald C | Fuel treatment device |
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US5881702A (en) | 1998-02-12 | 1999-03-16 | Arkfeld; Douglas Lee | In-line catalyst |
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2001
- 2001-07-12 US US09/904,874 patent/US6450155B1/en not_active Expired - Fee Related
-
2002
- 2002-07-09 US US10/193,088 patent/US20030010326A1/en not_active Abandoned
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2005043286A3 (en) * | 2003-10-24 | 2006-02-16 | Motorola Inc | System and method for incident reporting, information gathering, reconstructing and alerting |
US20070256672A1 (en) * | 2006-05-04 | 2007-11-08 | Jin-Lang Wang | Fuel economizer |
US7434569B2 (en) * | 2006-05-04 | 2008-10-14 | Jin-Lang Wang | Fuel economizer |
US8999158B2 (en) | 2010-09-16 | 2015-04-07 | Wallace Taylor Irvin | In-line fuel conditioner |
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US6450155B1 (en) | 2002-09-17 |
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