Abstract:
The present invention teaches a method and apparatus to quickly and inexpensively implement advanced filtration to engines and systems using spin-on oil filter by using a system adapter sandwiched between the spin-on oil filter and the engine block affixed by a nipple adapter. The system adapter has the ability to make quick hydraulic connection to the inlet and outlet of a bypass grade or advanced filter, where oil is super cleaned, without modifications to the engine as is the paradigm by traditional bypass filtration systems and without removing any lubricant from the engine or system that the present invention is connected to, as is the paradigm of traditional bypass filtering systems. A differential pressure between said inlet and outlet side of the advanced filter is complemented by a Venturi effect made possible by the special architecture of the nipple adapter as oil rushes through the nipple adapter to the lubricating galleries of an engine or system, further aided by the kinetic energy of the lubricant passing through the system adapter. These effects are supplemented by a controlled system that can increase said differential pressure by a spring biased diaphragm or stopper or through a plurality of solenoid biased plunger control system to ensure bypass filtration flow during loaded conditions. When connected to the normally provided stud for the spin-on oil filter in an engine or system, the net effect of interest to the present invention is that by simply placing the adapter at the point of connection of the spin-on oil filter, many of the necessary plumbing associated with the traditional bypass filter installation is obviated, as is the energy and labor intensive process of seeking for a pressure point and a return of the oil. Where the benefits of fine filtration are available to the general public due to its easy and quick installation, size, functionality, eliminated plumbing and reduced labor requirements. The system includes accessories to alarm for no flow condition, plugged filters, heat exchangers, oil condition sensor, booster pumping, prelubrication, oil evacuation, oil additive makeup, parallel connection of coolers and other apparatus, among others.

Description:
INCORPORATION BY REFERENCE TO ANY PRIORITY APPLICATIONS 
       [0001]    Any and all applications for which a foreign or domestic priority claim is identified in the Application Data Sheet as filed with the present application are hereby incorporated by reference under 37 CFR 1.57. 
         [0002]    This application is a continuation application of U.S. application Ser. No. 12/925921 filed on Nov. 1, 2010, which claims priority to U.S. Provisional Application No. 61/404,431 filed Sep. 30, 2010, entirety of both of which are incorporated by reference herein and should be considered a part of this specification. 
     
    
     BACKGROUND 
       [0003]    1. Field 
         [0004]    The present invention relates to a new and quick method and apparatus to achieve bypass grade filtration in equipment using the widely known spin-on oil filter, where installation time is dramatically reduced and simplified, with no modifications, fewer parts, and lower weight. 
         [0005]    2. Description of the Related Art 
         [0006]    Bypass filtration is a well-known field and many devices have been proposed to achieve fine oil filtration. Engines, and other industrial processes, require for their proper performance and longevity a degree of oil or hydraulic filtration that is a compromise between the size of the particles to be captured by the normally provided filter and the required flow of the fluid for the proper performance and longevity of the machine or system being protected. In automobiles, there is regularly only a motor oil filter described as a full flow filter. The full flow filter must flow an adequate oil volume and therefore the size of the particles that it traps cannot be too small or the risk of starvation of lubricant to the engine is a possibility, with catastrophic consequences to the engine. Therefore, most full flow filters, be it canister type or spin-on filters, trap particles in the order of 25 to 40 microns in cross section and above in an efficient manner. However, studies have pointed out that particles in the range of 2 to 25 microns are the most harmful to the engine due to the thickness of the lubricating film between rotating partners in an engine. 
         [0007]    It is now apparent that in order to stop the mechanical degradation of an engine, the particles that the full flow filter does not trap must be removed by other means since in the presence of the full flow filter these particles move around the lubrication system unfettered and behave like liquid sandpaper with respect to rotating partners in an engine. In addition to the mechanical degradation caused by these particles, some particles are actually damaging to the lubricant in question degrading the additive package that renders lubricants ineffective in protecting the engine and its components. These additives get depleted because contaminant particles react chemically if they are left in suspension and dispersant additives are taxed by their presence, and these result in increased viscosity of the oil where parasitic pumping energy and rotational energy losses are increased accordingly. Yet another mode of degradation is the reaction of these particles that create acids and deplete the additives degrading what is widely regarded as an indication of the health of the oil, the Total Base Number, or TBN, which is a measure of how well the oil would protect the engine against the presence of acids in the oil. These acids eventually damage parts by pitting the working surfaces, among other damages. 
         [0008]    The advent and increasing popularity of Diesel makes this type of filtration much more attractive since Diesel pollution controls relies on a process known as Exhaust Gas Recirculation, or EGR, in order to control the amounts of tailpipe emissions. This process, although effective for the control of pollution, taxes the oil by loading it with soot particles that find their way to the lubricating oil by means of blow by around piston rings of an engine, increasing oil viscosity and accordingly, parasitic energy losses. It is clear that the current filtration left alone to the functions and capabilities of the full flow filter leaves much to be desired and that an additional filtration device is needed in order to protect the machinery and systems that are being lubricated. A way to protect against this shortcoming is by the use of bypass filtration. 
         [0009]    Bypass filtration is a proven and effective technology where a portion of total flow is diverted from the full flow filter and passed through a filter that has a higher filtering capability and then returning it to the engine or system usually to the crankcase or oil filler cap in a vehicle. These systems are popular in big rigs, or class 8 vehicles, in spite of being costly, difficult to install and maintain. However, the payback of such systems is assured considering the investment and the benefits returned due to their high mileage accrued during operation, which can be in the order of 100,000 miles in a year and even more in some cases. Passenger vehicles are not widely equipped or optioned with these systems because of their cost, complex installation and maintenance. However, the benefits of Advanced Filtration, researched by the US Department of Energy through the Argonne Laboratory, SAE and others, yield an impressive array of benefits, among them: oil life extended up to 10 times, oil filter full flow extended from 3 to 5 times, emissions reduced by up to 15% due to reduced friction and parasitic energy losses, and fuel efficiency increases in the order of 3 to 5% are cited. In addition to the benefits described above some other important benefits are less engine component wear with lower overhaul costs, a better performing engine over its operating life, vehicles with better resale value, and when adopted in great scale it would benefit our country&#39;s position with respect to foreign oil dependency. In spite of all the benefits, the complexity of installation and its cost are the main reasons why this current technology is not widely implemented in vehicles used by the general public and government fleets until the advent of the present invention where the cost of manufacture and installation has now been dramatically reduced. 
         [0010]    The current methodology of connecting a bypass system is first connecting it to the oil pressure supply in an engine, usually found through a “tee” connection at the oil pressure sending unit. In some cases, this process requires a great expense since the oil pressure sending unit is usually buried right beneath the intake manifold in most modem engines, and even in older engines it is in a most remote location, making searching for the “tee” and plumbing of the system a costly and labor intensive proposition. For illustration purposes, in my personal car, a Porsche 911 SC, in order to gain access and “tee” off the sending unit, the whole engine and transaxle must be dropped at a high cost that may not justify the benefits of the installation of a bypass filter system. In addition to that, the return of the purified oil, once the pressure side has been secured, must be done through modifications either to the sump plug at the bottom of the engine, which complicates future oil changes, or return the oil through the oil filling cap, again requiring modification and possible release of contaminants to the environment through shoddy installation. 
         [0011]    The present invention solves all problems mentioned above through a method and apparatus where installation needs no modifications to the engine and connection time of the system has been recorded to be less than one minute, with a full installation requiring a bit more time. As can be appreciated, there is a significant body of prior art in this field that has been built over many years to achieve bypass filtration to engines and systems, representative of this prior art are the following US Patents: U.S. Pat. No. 4,452,695, to Schmidt for a full-flow and bypass filter conversion system for internal combustion engines; U.S. Pat. No. 7,090,773, to Meddock and Swanson for a Coaxial full-flow and bypass oil filter; U.S. Pat. No. 6,951,606, to Cousineau and Allen for an Auxiliary filtration system. More illustrative examples for combining full flow and high density filtering have been integrated in one single unit, such as shown in Dahm, et al., U.S. Pat. No. 4,036,755. However, such a filtering system is not made in such a manner that is easily connected to the standard engine filtering system. Also, the high density portion of the filtering would only operate for a much shorter period of time before it would become clogged and the entire flow would then flow through the full-flow portion. Upon clogging of the full-flow portion, the by-pass valve would open and the oil would receive essentially no filtering. The same basic comments are true concerning Belgarde, et al., U.S. Pat. No. 2,995,253. Likewise, Beardsley, U.S. Pat. No. 2,680,520 shows a full-flow and part-flow filter combination. It has the same inherent problems as the previously described full-flow and part-flow filters. These problems may be exhibited by a recently developed combination full flow and a bypass grade Teflon sintered disc, with a rather small loading area for the bypass section, generously estimated to be limited to a cross section of the filter, such as U.S. Pat. No. 6,605,215, to Assion for a Hybrid spin-on oil filter, and No. 7,048,848, to Assion for, again, a Hybrid spin-on oil filter. These two patents describe a laudable and ingenious interpretation of an old idea whose execution fails to recognize the increased loading of contaminants and the small loading and service capacity of such, while still not fully addressing the environmental impact inherent in spin-on oil filters related to their illegal dumping and disposal. Yet other examples such as Kennedy, U.S. Pat. No. 2,843,268 is simply another variation of the combination full-flow, part-flow filter that also has the problems of life cycle and the pressure drop that can be utilized in the filtering system itself Belgarde, U.S. Pat. No. 2,929,605, is simply another modification of the combined full-flow and part-flow oil filter. Allen, U.S. Pat. No. 2,966,296 again shows a combined full-flow and by-pass filter with strainer mounted in one single contiguous housing with only one by-pass valve. 
         [0012]    Other examples can be found in U.S. Pat. No. 6,666,968, to Smith et al. for a Fluid filtration apparatus; U.S. Pat. No. 5,843,284, to Waters et al. for Two-stage oil bypass filter device, and U.S. Pat. No. 5,695,637, to Jiang et al. for a Combination full flow and bypass filter with venturi nozzle. 
       SUMMARY 
       [0013]    The present invention seeks and provides complementary bypass grade filtration to engines or equipment in a novel fashion by taking advantage of commonalities and well known structures such as those found in spin-on full flow oil filters and canisters. The typical bypass grade installation, as illustrated by prior art, is on the one hand a very intensive process both for material and labor. There is still the need to install the system at a point of high oil pressure from the system to be protected. However, the place where this pressure point is obtained is usually buried among other components, such as getting it from the oil pressure sending unit, where a point of connection can be made but at the high expense of labor and time, which translates to cost. In addition, once the pressure side is located and installed, a return to the oil has to be provided. This oil return is either to the bottom of the oil sump, requiring again material, labor and modifications, or return the oil to other location such as the oil filler cap, again requiring modifications to the system. Yet, on the other hand, an alternate solution proposes the replacement of the spin-on oil filter with a combination of full flow and bypass grade filter elements in combination, having the compromise of small loading areas and consequent short service interval. 
         [0014]    The present invention therefore enjoys advantages over previous art: quick installation, inexpensive to manufacture and maintain, simple connection, large filtering loading area for a long service interval, complementary beneficial functions such as cooling and heating, flow detection, access to the oil system, loading detection, cooling, diagnostics, extended service intervals, small size, multifunctional, no moving parts, proven technology, no need to divert or sidestream oil from the engine as traditional bypass systems require, and more. 
         [0015]    The present invention uses an adapter that is sandwiched between the spin-on oil filter and the engine block. It uses a modified nipple adapter to install the adapter. The nipple has the ability to make hydraulic connection to the outlet of the spin-on oil filter, or the oil stream of filtered oil out of the spin-on oil filter on its way to the lubrication system of the engine, let us call this the point of exhaust of the present invention. The pressure side is obtained by getting a hydraulic connection immediately before the oil goes into the spin-on oil filter, this is the intake to the present invention. There exist a natural differential pressure between said intake side and the exhaust side when oil is being filtered, aided by a Venturi effect made possible by the special architecture of the adapter nipple, and the kinetic energy in the fluid. 
         [0016]    When connected to the normally provided stud for the spin-on oil filter in an engine, the net effect of interest to the present invention is that by simply placing the adapter at the point of connection of the spin-on oil filter, many of the necessary plumbing associated with the traditional bypass filter installation is obviated, as is the energy and labor intensive process of seeking for a pressure point and an oil return path back to the engine. 
         [0017]    Further, the adapter now allows to simply connecting the element across hoses connected to intake and exhaust of the adapter. In experiments, the applicant has been successful in connecting such a functional system in less than one minute. In addition, the present invention allows for the added function of cooling just by simply converting the housing of the bypass filter into a heat exchanger either by air, forced air, as in an auxiliary fan and temperature control, or even installing a heat exchanger, or cooler, in parallel with the filter where a valve, manually or automatically, can switch added parallel oil flows, individual or in groups. 
         [0018]    Also, by observing that the working oil will flow across the element, a temperature gauge can be placed in the circuit where it can serve as an analog signal to the health and loading condition of the bypass filter element. An alternate, or complementary method of loading detection, is to access the before and after pressure conditions of both the spin-on oil filter and bypass oil filter element and make comparisons of their differential pressures. Once the differential pressures are obtained, a definite service interval can be ascertained to aid in reducing the negative environmental footprint of both filters discarded before getting full service from them, by changing the filters only when is needed by positively knowing their loading conditions. Further, a visual indication of flow can help determine filter health by showing flow. Given those reasons above, the present invention is more resourceful, functional, and its strategy of connection leads it to be more readily accepted by the buying public, saving time, labor, the environment, and our domestic natural resources, where doing more with less is the new paradigm. 
         [0019]    It is clear to the inventor that this simple device may be of wide acceptance by the public due to its benefits and its low cost, size, lack of moving parts, manufacturing simplicity and installation and therefore its widespread acceptance would have a positive impact in reducing the consumption of natural resources, increased fuel savings, less consumption of filters, lower emissions, and it is expected that the system will translate into greenhouse gasses reductions, for which the value and trade credits have not been determined as of this writing; however, the applicant claims such future credits as part of the present invention and those will be further described in future claims. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0020]      FIG. 1  Is a schematic view of the present invention showing connection to the engine, oil flows, accessories and other functional items. 
           [0021]      FIG. 2  Is a view of the adapter nipple that allows access to the purified oil from the advanced filter into the engine and secures the adapter to the engine. 
           [0022]      FIG. 3  Is a schematic diagram of the oil flows out of the engine via the adapter, through a device, and back into the engine via the modified adapter nipple where many accessories are shown. 
           [0023]      FIG. 4  Is a side view of the system adapter of the present invention that allows quick connection of the system to the engine. 
           [0024]      FIG. 5  Is a top view of the spin-on oil filter adapter showing the additive blocks and chamber and oil flows inside the chamber, where at least one intake and exhaust orifices are shown. 
           [0025]      FIG. 6  Is a side view of a simplified embodiment where a biasing stopper and a solenoid valve are used to provide automatic pressure feedback and bias flow to the high efficiency bypass grade filter. 
           [0026]      FIG. 7  Is a top view of the typical flow orifice arrangement where the solenoid valve is shown in an schematic diagram. 
           [0027]      FIG. 8  Is a side view of a flow detector to indicate flow conditions electrically, visually, or both. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0028]    Referring to  FIG. 1 , it illustrates the schematic connection of the present invention to an engine  2  and to various functional elements. Engine  2  is normally lubricated by a normally provided oil pump  4 , said oil pump  4  function is to pressurize into engine  2  a lubricating oil  8 , contained by a sump  6 , via a pick-up tube path  28  into the inlet of said pump  4 . Still referring to  FIG. 1 , pump  4  delivers a pressurized oil  30  via a discharge tube  10  towards the inlet of a normally provided spin-on oil filter  12  that is hydraulically connected to an inlet hydraulic point BFF. Access to hydraulic point BFF is achieved by including an adapter  24  of the present invention, sandwiched between engine  2  and filter  12 , where a seal means  88  normally provided for filter  12 , and an oil seal means  98  for adapter  24  are shown for completeness, and where an outlet hydraulic path  11  can be established to hydraulically connect point BFF and an external hydraulic point BBP. Hydraulic point BBP can now be connected via a hydraulic connection means  13  to a bypass adapter  30  of the present invention and connect to a hydraulic point BBP′ which is hydraulically connected to the inlet of a high arrestance or high efficiency bypass grade filter  32  part of the present invention, which is equipped with a high efficiency filtration media  34 . Still referring to  FIG. 1 , the media  34  is designed and available commercially to exclude contaminants suspended in the lubricating or oil  8  to a fine degree, even down to below 1 micron in cross sectional area. This means that any lubricating oil  8  that is diverted and made to flow across media  34  and into a hydraulic point  35  can be said to be analytically clean, meaning it has an unsurpassed degree of cleanliness, and therefore all impurities larger than about 1 micron have been stopped and retained in media  34 . 
         [0029]    Still referring to  FIG. 1 , oil  8  can be delivered from point BBP and across media  34  to point  35  as described above. Oil  8  at point  35  can now flow into a filter outlet threaded stud  36  towards a hydraulic point ABP where a hydraulic point  38  allows the oil to be channeled by a hydraulic connection means  40 , through a manifold  42 , which is connected to a hydraulic connection means  43  which is connected back to adapter  24  at a hydraulic point ABP. Still referring to  FIG. 1 , hydraulic point ABP is connected hydraulically by an inlet hydraulic path  45 , which connects to an adapter injection nipple  26  equipped with a plurality of injection orifices  74  that allows for oil  8  to be injected into an engine gallery  18  and joining a full flow filtered oil stream  15  channeled by injection nipple  26  and into gallery  18  to form an engine oil flow  20 , composed by oil flow  15  and purified oil flow through said plurality of injection orifices  74 . 
         [0030]    Still referring to  FIG. 1 , those familiar with the art of the current invention will recognize that upon close examination, the present invention proposes to remotely place the high arrestance filter  32  in parallel with the common spin-on or full flow filter  12 , which is not the traditional “T” connection for oil sidestreaming and back to the sump or oil filler cap paradigm widely practiced. Those familiar with the art will further recognize that this arrangement is unusual since traditionally high grade filter  32  systems usually take a portion of pressurized lubricant  30  and diverts it through filter  32  and back to sump  6  by means of extensive modifications and labor to access pressure point BFF and back to sump  6 , usually by means of a modified sump plug  7 . This traditional method has been the paradigm of so called bypass filtration, where a parasitic drain of pressurized lubricant, usually 5 to 15% from the total flow of so much needed lubricant is removed from the operating flow. The present invention, with its parallel arrangement, does away with this potentially dangerous to the engine requirement. Further, by including adapter  24  and most important the adapter injection nipple  26 , the return path as needed in traditional systems of the purified oil is obviated and associated plumbing is eliminated as is the labor intensive process of “T” connection usually to the oil pressure sending unit and the modifications to the oil sump  6  for the return connection. 
         [0031]    Still referring to  FIG. 1 , the previous discussion is to emphasize the point that the present invention can be connected in a matter of one minute. The inventor has documented this in film because adapter  24  allows for the inlet and outlet of the high arrestance filter  32  to be connected quickly, by threading the adapter injection nipple  26  into a normally provided filter stud  16  in a matter of under a minute. The examiner is respectfully invited to visit www.paretopoint.com and watch the one minute installation video. Further, those familiar with the art will be referred back to  FIG. 1  and observe now that there are two mechanisms that establish flow of oil  8  through high efficiency filter  32 : the first mechanism has to do with the inherent differential pressure across a full flow media  14  of filter  12 , between points ABP and BBP, which can be detected or measured by a differential pressure detector  56  and indicated by a gradient “Delta”PFF; the second mechanism has to do with the architecture of adapter injection nipple  26 , where the plurality of orifices  74  is strategically located at the point where orifices  74  are exposed to an area of very high lubricant velocity HV, where changes in cross-section sets a Venturi effect where it adds to the net pressure by creating a vacuum or suction that together with the differential pressure mechanism allows for the oil  8  to flow through high efficiency filter  32 . It is now clear that the parallel flow of oil through filter  32  will purify the normal total volume of oil  8 , generally between 4 and 12 quarts in regular vehicles, in the sump  6  very quickly, in fact, the applicant has seen and documented flows of one quart per minute, without optimization of the present invention, at 55 MPH cruising at 3,000 RPM, where statistically the whole 6 quarts of oil volume in the engine will experience purification from contaminants in a matter of a few minutes. 
         [0032]    Now referring to  FIG. 3 , it is shown diagrammatically how adapter  24  allows for the hydraulic connection of filter  32 , however, this connection is not limited to just the function of filtering but rather the adapter  24  allows for the connection, or quick access to the engine lubrication system, of multiple parallel paths as shown by an oil cooler  33  and a potential parallel oil device  35 , where a control valve  39  can switch oil flow to one or more devices upon receiving control signals from a controller  37 , where a plurality of engine parameters such as temperature, pressure, oil condition, among others, represented by i 1 , i 2  through in are fed into controller  37  where a routing decision is made to enable control valve  39  to switch the appropriate oil path and therefore the function of the device of the present invention. It is also clear, still referring to  FIG. 3 , that a plurality of parallel devices PDI to PDn can now be enabled and connected as for instance a pump to boost oil flow towards the engine or on the opposite direction to establish recirculation of flow by way of example. 
         [0033]    Still referring to  FIG. 3 , the simplest apparatus of the present invention can be explained by following a path of oil starting with pressurized lubricant  30 , where an oil flow path OFPI from the engine pump reaches the adapter  24  where an orifice  11 , similar to orifice  95  in  FIG. 4 , establishes a flow OFP 2  into chamber  97  where it reaches point BBP which is in turn connected to hydraulic connection means  13  through which a flow OFP 3  travels toward control valve  39  in  FIG. 3 , where a flow OFP 4  emerges from valve CV and into filter  32 , where it emerges as a flow OFP 5  where it is routed by connection means  40  towards an intake port  90 , or point ABP, to then establish a flow OFP 7  through the inlet hydraulic path  45  and through an orifice  25  to establish a set of flows OFP 8 , OFP′ 8 , and OFP″ 8 , which collectively flow into the engine through the plurality of orifices  74  where all together aided by Venturi effect joins flow  15  to form a flow OFP 9  where OFP 9  is the sum of OFP 8 +OFP′ 8 +OFP″ 8 +Flow  15  which is the combination of purified oil and full flow oil that constitutes engine oil flow  20  into engine  2 . 
         [0034]    Now referring to  FIG. 2 , it shows the adapter injection nipple  26 , that allows for the adapter  24  to be affixed to the engine by threading into the normally provided filter stud  16 , thereby affixing adapter  24  between the normally provided filter  12  and engine  2  in  FIG. 1 . Referring now to  FIG. 2 , adapter nipple  26  allows for the injection of purified oil through the plurality of orifices  74  which is isolated from downstream hydraulic point BFF by providing a sealing means grooves  78  and  80  which avoid the injection of unfiltered oil, by equipping said grooves with a sealing means OR, from points BFF as shown in  FIG. 2 , where injection nipple  26  is equipped with a groove  77  that allows for the connection of lubricating oil to be routed to orifices  74  and into engine  2  by joining a filtered oil flow  82 , equivalent to flow  15  in  FIG. 1 , to constitute a total oil flow  84  into the engine galleries equivalent to flow  20 . Those skilled in the art will now understand that this method defeats the traditional paradigms for bypass filtration: oil is bypassed, sidestreamed or removed, from the main flow at a rate of 5-15% of total flow to the engine, passed through a high efficiency media and returned to the sump or oil filler cap. The present invention obviates these paradigms with the added bonus of zero percent (00/0) oil removed from the flow to the engine and injecting directly into the engine a portion of the oil that is cleaned to a high standard of purity where it is needed. In addition, since no orifice is added, by creating a flow of oil out of the engine in the traditional system, the present invention is safer for old or worn engines. In fact, it could be argued that the parallel connection of the high efficiency filter allows for a reduction of energy required to pump the oil volume required by the engine since the net resistance to flow is reduced where an analogy to a parallel electric circuit can be made since two resistors in parallel must always be smaller than any of its paralleled components, or that the net pressure needed to deliver an oil volume is therefore lower for the present invention, making the present invention energy efficient. 
         [0035]    Now referring to  FIG. 4 , it shows a cross section of adapter  24  where orifice  25  is fluidly connected to groove  77  in  FIG. 2  in order to route oil from filter  32 . Referring to  FIG. 4 , adapter  24  shows a hydraulic channel HC fluidly connected to port  90  that essentially is the same hydraulic point as ABP in  FIG. 1 . Referring now to  FIG. 4 , adapter  24  is equipped with a set of fastening means  94  to provide access to a plurality of time release additive blocks  96  and a sealing means  92 . Still referring to  FIG. 4 , additive blocks  96  can easily be also magnetic material to further enhance the filtering capabilities of the system, further, as shown in  FIG. 1  positioning of adapter  24  in the fast flow of oil flow  30  allows for a stream of intake oil FA to access an adapter channel AC through a at least one intake orifice  95  and establish an exhaust oil FB as shown in  FIG. 5  through a at least one exhaust orifice EO where the oil upon entering channel AC takes a set of oil flows IF and IF′ where they establish contact with additive blocks or magnetic material  96  and in so doing establish a set of additive laden or magnetically filtered exhaust flows EF and EF′ where they exhaust through said exhaust orifice EO. Adapter  24  can also be fitted with a set of cooling fins  99  to aid in thermal control, as shown in  FIG. 4 . 
         [0036]    Now referring to  FIG. 3 , the skilled person in the art will observe that the present invention can be also equipped with an electronic controller  108  that is able to be uploaded with an operating program in order to enable a pump  70 , automatically or on demand, by routing electric power from a normally provided battery  104  or other energy source through a conductor SP, by interpreting a plurality of engine data ED 1  through EDn that when compared to stored algorithms in controller  108  makes the decision not only to operate pump  70  but can also discern to operate a control valve  110  through an electrical conductor SV that, among many choices or fluid paths, can choose in this case a path  68   b  that leads to the intake of high efficiency filter  32  in order to further purify oil  8 , by routing it from sump  6  by modified adapter  7  and injecting it either unfiltered by a hydraulic path  68   a  for the purpose of pre or post lubricating engine  2 , or to enhance the purification of oil  8  by routing it through path  68   b.  It is clear to those skilled in the art that hydraulic route  68   b  can also be directed to a turbocharger upon engine  2  switch off in order to lubricate components even when the engine is shut down in order to avoid coking of oil due to remaining heat content as is the case of oil coking in turbocharger bearings. It is also clear to those skilled in the art, that the device can be activated on demand by the user by a key means or switch  102 , and that the system can be electrically protected from overload by a fusible link  106 , and can also be automatically activated by controller  108 . 
         [0037]    Referring to  FIG. 1 , an additional function of the system is rerouting oil  8 , by activation of pump  70  and evacuating oil  8  by means of an access port  62  where instead of the oil  8  going into engine  2  through an oil gallery path  60  for the purposes of pre or post lubrication by pump  70  activation; oil  8  gets directly evacuated into an environmentally responsible reservoir ER. Further, filter  32  can serve as an oil cooler, or heat exchanger, when equipped with a fan or heating device  50 , where a propeller  52  moves a stream of cool air  54  that serves to cool the external skin or a heat sink of filter  32 , where fan or heating device  50  is automatically controlled by a controller  48  which in turn receives signals from an oil temperature sensor or sending unit  44 , where temperature from the oil is interpreted as in a gauge  46  for manual control. However, in the case that the vehicle is experiencing a very low temperature, then controller  48  can send a command to heating device  50  and heat the otherwise oil inside it to enable the present invention to work under such low temperature conditions. Still referring, to  FIG. 1 , oil is made to pass through manifold  42  where ports are provided to direct clean oil to devices such as a turbo bearing  72 , or to an oil sampling bottle  71 , or to serve as housing for sending unit  44 . 
         [0038]    Still referring to  FIG. 1 , manifold  42  is also able to house an oil conditioning probe  53 , which sends oil data such as water intrusion, TAN number, dielectric constant, antifreeze intrusion, particulate content, additive depletion, viscosity, among others, to a processor  55 , where the data can be reported locally or through a wireless signal WS to be relayed to remote maintenance locations for proper attention and action through well-known wireless communication means. This particular feature proposes to alert the user to changing oil only when it is needed based on real-time quality measurements, rather than an arbitrary number such as the popular, yet environmentally damaging, every 3,000 miles oil change paradigm. Another function enabled by the system is the addition of additives once processor  55  detects an abnormal condition where a signal can be relayed to an additive valve AV in  FIG. 1 , where oil additive can be provided to the engine oil  8  from an additive reservoir  19  by allowing an additive  19   a  to be routed by valve AV and into the oil stream by controlling the length of time or frequency that valve AV remains open or closed. 
         [0039]    Still referring to  FIG. 1 , another complementary function can be achieved by monitoring a differential pressure “Delta” PFF by differential pressure device  56  where the pressure between BBP and ABP, or the pressure between before and after filter media  14 , is detected and relayed via a change signal CS where the pressure is compared against a predetermined pressure known as “bypass pressure” where if this pressure is achieved then filter  12  is considered saturated or used-up and it is changed only after this “bypass pressure” is reached, thereby avoiding the unnecessary consumption of filters by extracting the last bit of utility from the filter by real time monitoring of its loading, or bypass pressure. Still referring to  FIG. 1 , the same can be said for filter  32  where the monitoring of a differential pressure “Delta” PBP by a differential pressure device  58  where the pressure differential between BBP′ and ABP, the before and after pressure across media  34  respectively, is compared against a predetermined pressure that indicates high loading, or end of service life or filter  32 . Those skilled in the art can now appreciate this function as enabling a plurality of change signals CSB 1  through CSBn where each iteration of signal CSB can now be made, using well known technology, to enable the next clean filter when the previous bypass filter element  32  becomes loaded, or has reached the end of its useful life. 
         [0040]    Now referring to  FIG. 3 , an orifice restriction OP 1  is shown before filter  32 , likewise an orifice restriction OP 2  is shown after filter  32 , these orifices are located before or after depending on the application of flow desired across the filter  32 . For example, OPI is before pump  70  outlet to point BBP′, should orifice restriction be after point BBP′ pump  70  would have to work very hard to push lubricant  8  across filter  32 . Still in  FIG. 3 , if a system has no pump, then the desired location of the orifice restriction should be the restriction OP 2 . 
         [0041]    Certain observations by the inventor on the behavior of the operation in parallel of the full flow filter  12  and the bypass grade filter  32  is that they perform the filtration of lubricant  8  in some way like a “buddy system” where flows of oil  8  are divided inversely proportional to the resistance across the media where the net result is a back and forth sharing of the filtering load since oil will flow according to the least resistant media. The present invention proposes that the parallel operation of the filters optimizes the utilization during operation since the filters will load to the point where one will actively become loaded and in so doing will eventually shift the filtering load to the one that does not load passing the load of filtration back and forth until both media become loaded to the point of bringing a signal when they both reach their bypass pressure setting or maximum load indication, where utilization of both filters is maximized. 
         [0042]    Now referring to  FIG. 1 , the manifold  42  can also include a check valve interrupter switch CVI whose function is to alert the user as to the status of filter  32 . Filter  32  is usually designed without a bypass valve, and this is due to the fact that since it is always put to draw 5-15% of the main flow, it is not required to bypass to protect the engine against a no oil flow condition. However, how does a user know that the bypass filter is no longer useful? In addition to indicator Delta PBP, the present invention provides for valve switch CVI, so that if the filter becomes clogged to the point where flow is so small that the check valve interrupter CVI activates, a filter alarm load indicator AL sends an alarm input to controller  48  for proper reporting. Those skilled in the art will recognize that wireless signal WS can also be made to upload files, graphics, and other data applications to devices such as the Iphone by Apple. An application that receives uploaded information on the parameters of the oil, load status of filter, is proposed as a complement to the system where local real-time report of the condition of oil, full flow and bypass or advanced filters is possible. 
         [0043]    Now referring to  FIG. 6 , where like numbers refer to like parts, shows an schematic of a simplified embodiment where flow though the high efficiency filter  32  can be optimized by the introduction of a biasing valve  114  that is biased against adapter  24  by means of a calibrated compression spring  115 , where working pressure across filter  32  can be further increased across points BBP′ and ABP due to the valve  114  opposing flow FF where valve  114  is sealingly biased against a plurality of orifices  120  as shown in  FIG. 7 . Now referring to  FIG. 6 , the valve  114  is able to move in the direction of VD when flow FF is established through the plurality of orifices  120 . The net effect for the present embodiment is that the working pressure across filter  32  can be increased so that flow through filter  32  is maintained as the filter loads with contaminants and the working pressure is augmented by the effect of valve  114 . Still referring to  FIG. 6 , it can also be observed as an alternative or complement to valve  114  that a solenoid operated plunger  121  electrically biased by coil  118  can also serve to augment the pressure across filter  32 . For simplicity, only one solenoid is shown, but those skilled in the art can now realize that multiple coils can be installed so that the effective flow area of the plurality of orifices  120  can be decreased and therefore increase in steps the working pressure across filter  32 , where controller  37  can be made to read a plurality of inputs such as temperature T 1 , pressure P 1 , flow F 1 , among other relevant inputs, across the filter and determine the frequency or area to be closed to bias an increase of oil flow across filter  32 . The activation of solenoid  118  and as a consequence plunger  121  can be made by controller  37 . It is clear to those skilled in the art that the effect either passive, as spring biased valve  114  or the automatic control by controller  37  of solenoid  118  and plunger  121 , can be achieved by many means with the net result of increasing the differential pressure across the high efficiency filter in order to bias more oil through it. 
         [0044]    Now referring to  FIG. 6 , a flow detector  124  is installed in series with connecting means  13  in order to monitor the flow of oil through filter  32 . The detector  124  can be designed with electric contacts to relay an electric signal alerting to flow or no flow. Likewise, flow detector  124  can provide visual indication of flow such as the indicator shown in  FIG. 8 , where a housing  126  is made to connect to the line connected in series with filter  32  in  FIG. 6  and to contain a flow detecting or metering piston  140  which is biased to a rest position PI by a biasing spring  128  of known characteristics such that when a set of flows F 1  and F 2  are present, they establish an equal flow OF through an orifice  142 , flow Fl is made to flow through the piston  140  by equipping metering piston  140  with said orifice  142  of known dimensions and calibrated to offer an opposing force to Flow F 1  such than when F 1  is sufficiently large, the metering piston will be moved against the biasing force of spring  128  to a new position P 2  where piston  120  can make a rest position or no flow switch  130  designed to send a no flow signal NF to a flow detecting controller  136  by a connector  132  and connecting means  134 . Likewise, still referring to  FIG. 8 , piston  140  when moved to position P 2  can make contact with a positive flow  130 ′ which is designed to send a positive flow signal PF though a connector  132 ′ and connecting means  134 ′ to flow detecting controller  136 , where signals NF and PF can be made to activate a flow signal indicator  138  after analyzing inputs from the engine such as a flow oil temperature OT, an oil pressure OP, among another signals. A visual method to determine no flow condition is equipping flow detector  124  with a clogged window report length CWR, where piston  140  can be made visible at position PI during engine or system operation and if piston  140  is visible at the CWR then upon parameter confirmation OT, OP, it may be determined that no flow exists and that will be indication of filter in  FIG. 6  to be clogged and needed to receive service. 
         [0045]    It will be understood that each of the elements described above, or two or more together may also find a useful application in other types of methods differing from the type described above. 
         [0046]    While certain novel features of this invention have been shown and described and will be pointed out in future claims, it is not intended to be limited to the details above, since it will be understood that various omissions, modifications, substitutions and changes in the forms and details of the device illustrated and its operation can be made by those skilled in the art without departing in any way from the spirit of the present invention.