Abstract:
A diesel fuel delivery system contains a variety of components that individually and in combination improve fuel economy and reduce environmental pollution. System improvements include a neck-stabilized check valve body, a fuel heating system, a screen water separator, a stress relieving groove in a fuel pump cavity, a divider wall in the filter head, an inverted cup formed in the filter head with improved positioning of the fuel ports, and a non-spilling filter head for use in retaining fuel while changing the fuel filter.

Description:
RELATED APPLICATIONS 
     This application claims benefit of priority to provisional application serial No. 60/270,647 filed Feb. 20, 2001, which is hereby incorporated by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to methods and apparatus in the field of fuel supply systems for internal combustion engines and, more specifically, to systems having components that cooperate to remove contaminants, such as entrained air, from an incoming fuel supply such as diesel fuel. 
     2. Statement of the Problem 
     Typical fuel supply systems for diesel engines operate on the principle of a vacuum feed system in which fuel resides within a fuel tank that feeds fuel through a fuel line to a transfer pump or a fuel pump. A fuel filter is most often positioned in the fuel line to remove particles and water from the incoming fuel supply. The fuel line feeds the fuel to an inlet of the transfer pump or fuel pump, which operates to pressurize the fuel for delivery to a fuel injector. Various mechanical and electromechanical linkages exist for fuel delivery, such as distributor-type pumps or electronic control module (ECM) systems that deliver fuel from a common rail system. 
     Operational deficiencies and inefficiencies of the diesel engine are well known, but commercial implementations of such engines have failed to address known problems. Diesel engines lose power, develop increased exhaust smoke, increased fuel consumption and throttle response symptoms as the fuel filter plugs with use. High-speed diesel engines for use in automotive and marine applications lose torque at higher revolutions. Engine power output is derated for operation at higher altitudes. The industry has simply accepted the fact that such engines operate better on some days than others, and has not sufficiently investigated or corrected the problem, which may be observed by visible changes in the exhaust from a given engine at different times. 
     The aforementioned problems are commonly perceived to involve timing changes, and the industry has addressed these by the development of “ECM” technology. Diesel fuel injection systems are primarily hydraulic systems, whether they are mechanically timed or electronically controlled. The injector timing must be precise to a millisecond or engine efficiency suffers. According to the principles of operation for diesel engines, the injectors are timed to deliver fuel to a compressed air body that resides within a piston-cylinder assembly as the piston rises towards top dead center (TDC), i.e., the top of the stroke. The heat created by pressure is sufficient to cause ignition of the fuel as it combines with oxygen in the air. The injector pulse ideally delivers a spray of fuel at an instantaneous point in time, but the reality is that the spray persists for only an instant, e.g., about five milliseconds or less at idle. Thus, engine performance is optimized for initialization of the injector timing at a point in time prior to when the piston reaches TDC. Combustion byproducts, such as nitrous oxide and particulates, are reduced by this optimization. Additional features of optimized engine performance include an optimized conical spray pattern geometry and a spray of minimum duration. Entrained air on the pressurized side of the diesel injector pump disrupts the spray pattern, retards the injection timing, and on ‘ECM’ controlled engines, increases the duration of the injection, all of which reduces the available power from the engine and result in incomplete fuel combustion. 
     U.S. Pat. Nos. 5,746,184 and 5,355,860 to Ekstam both address fuel delivery systems for diesel engines, and are hereby incorporated by reference to the same extent as though fully disclosed herein. These patents provide a significant advance in the art by demonstrating that diesel engine performance can be enhanced through the use of an air-fuel separation system that removes entrained air from the fuel. These systems are now sold commercially under the trademark FUEL PREPARATOR® as retrofit devices for diesel engines and consistently provide significant improvements to fuel economy together with reduced particulate matter, carbon monoxide, and NOX emissions. According to U.S. Pat. No. 5,746,184, fuel is fed to the filter under a positive pressure where the filter has pore openings sized smaller than 25 microns and, preferably, of about 15 microns. 
     The vacuum feed concept of fuel pump intake systems has lead to commercial implementations of fuel transfer and injector pumps having vacuum and cavitation problems that add vapor phases of air and flashed fuel vapor to the fuel. It has been documented that the air which is usually dissolved in a fuel is pulled out of solution at the inlet side of these pumps due to suction at the intake. A greater vacuum pressure or suction is associated with increased chances of cavitation that further increases the amount of vapor that is entrained in the fuel. U.S. Pat. No. 5,539,214 to Ekstam, which is hereby incorporated by reference to the same extent as though fully disclosed herein, teaches the use of a fuel-fed double seal assembly providing improved isolation of intake and outlet sides of a fuel pump. 
     Various regulatory agencies including federal, state and municipal governments are studying the environmental problems associated with diesel emissions. The primary problems are that diesels emit a relatively disproportionate share of NOX and particulate emissions, which result in an unsightly brown cloud. The particulates are increasingly suspected or implicated as a cause of respiratory problems. Various regulatory schemes have been proposed or implemented to address these problems. There is a real and growing danger that diesel engines, as they are presently constructed, will be unable to meet future emissions requirements without substantial changes to diesel fuels and the use of particulate traps. Although the currently manufactured and commercially marketed model of U.S. Pat. Nos. 5,355,860 and 5,746,184, work well, filter design and size relationship to the device could cause models with greater volume and flow capacity to become quite large and bulky. 
     SOLUTION 
     The present invention overcomes the problems that are outlined above by providing further enhancements to fuel delivery systems and methods. In combination and as individual components, these enhancements result in improved fuel economy and reduced emissions across a wide variety of diesel engine applications. 
     One aspect of the fuel delivery system described herein is to provide improvements to prior air-fuel separation systems. 
     For example, an electronic heating element that is integrally formed with the air-fuel separation system may be used to heat fuel for preconditioning prior to air-fuel separation, i.e., the heating element may be disposed upstream in a flow pathway with respect to the air-fuel separation system. The electronic heating element may be operably configured to receive electricity from a source external to a vehicle on which the air-fuel separation system is installed, or it may be adapted internally to receive electricity from an on-board electrical generator or alternator. 
     Another such aspect involves the use of check valves having a coil spring and a valve member, wherein the valve member has a shaft received within the coil spring and a semispherical head connected to the shaft. This assembly may be provided as a retrofit assembly to existing systems, such as the aforementioned FUEL PREPORATOR®, to prevent or remediate failure of prior spring and ball valves due to groove wear under conditions of long-standing use. 
     Another such aspect involves the water separator. To operate properly the device must have an unrestricted flow of fuel that is relatively free of water and foreign objects that could render the transfer pump inoperative. Water separators can be made of many different materials such as cellulose, microglass, wire or synthetic screen or combinations thereof. Many fuel filters are marketed as combination fuel filter-water separators. Many of these products plug quickly with use and restrict fuel flow. Should any of these products find their way into use on an air separator device, they could cause operational failures of the air-separation device. The water separator must not create restriction of fuel flow to the device, therefore, the design is most important. The material best suited for the element of the water separator is screen, either wire or synthetic. The pore opening of the water separator screen could be from 30 microns to 144 microns. However, 70 to 100 microns is preferred. The screen is pleated to increase surface area of the water separator. The surface area of the stripper screen should be sufficient to reduce the flow/pressure of the fuel so as not to force any water through the screen with normal use. This assembly may be provided as a retrofit assembly to existing systems, such as the aforementioned FUEL PREPORATOR®. 
     Another such aspect involves the fuel filter. The conventional design concept for spin-on fuel filters commonly used by and available to the consumer addresses the removal of the accepted contaminates, liquids and particulates, normally thought to be in the diesel fuel. This concept dictates the pore rating of the filter media, and void volume or capacity of the filter media. Also, the clearances and passages within the filter are only adequate for the flow considerations i.e., single phase or one directional flow, affecting restriction to be within operating constraints of the application equipment. As described herein, improvements to these conventional filters are provided because it is now recognized that additional performance demands are imposed when filters are used for air separation and removal. Therefore, the design of the conventional filters are modified to better enable them to meet the performance demands involving the process of air-vapor separation from liquids, such as diesel fuel or other petroleum based liquids. 
     It is well known that petroleum based liquids can contain large volumes of entrained air. These volumes of air-vapor that become entrained in diesel fuel or that develop within the system can greatly exceed the ability of the filter to contain or store the air-vapors until the filter is changed as is the case with particulate contaminates. The separation and removal of air-vapor is a continuous process. The entrained air/vapor is separated by the phenomena of the wetted porous paper resistance to air or vapor passage. The magnitude of resistance to vapor passage is dictated by filter element pore size and film strength or surface tension of the liquid. The removal of the separated air/vapor from the filter occurs through floatation facilitated by filter design and predetermined flow pathways created in the filter head. The filter design for this process must consider a bi-directional flow, as liquids are passing in the normal direction while air vapor or bubbles are rising in opposition to or attempting to “float against” the incoming flow of liquid. The clearances between the filter element and the inner wall of the filter must be great enough to allow the flow velocity of the liquid to be reduced to a level well below that of the flotation rate of the bubbles. The top plate of the filter should be formed so as to place the fuel ports in the upper most or raised position in the plate. This will improve the pathway of the bubbles rising to the top of the filter assembly for discharge through the air bleed port. Therefore, the improved design for air-separation or filter cartridges, where the air-fuel separation cartridge has a filter, an external wall and a plenum between the filter and the external wall comprises of the air-fuel separation cartridge having a predetermined design according to the relationship 
     
       
         ( V/CR )&lt; F*D/RR,   (1)  
       
     
     where V is the volume of the plenum, CR is the peak consumption of throughput rate of fuel, F is a residence factor of at least one, D is the bubble rise distance equal to the height of filter cartridge, and RR is the bubble rise rate. F is more preferably at least two, and most preferably at least three. 
     Although the cylindrical shape can be utilized with effect if the formula (V/CR)&lt;F*D/RR, is followed, a “conical” filter design is preferred. A frustroconical filter design is especially preferred. The cone shape, with the smaller diameter at the top, results in an increased clearance in the upper portion of the filter thus reducing the fuel flow velocity. Preferred embodiments also obey equation (1) for bubble rise rates in the context of all points along the plenum cross section. As the fuel migrates to the lower area of the filter, the filter element diameter becomes larger. The total flow rate, however, does not increase. The throughput flow of the fuel passing through the filter element reduces the velocity. Additionally, the filter most preferably has a nominal filtration diameter ranging from 1 micron to 10 microns which, in contrast to conventional filters, is a broader range of diameters permitted by the conical geometry. The filter is preferably formed as a ribbed conical cylinder having two layers comprising an outer layer of fibrous material and an inner layer of cellulose. The fibrous material is preferably compressed microglass, and filters of this construction demonstrate an improved service life. 
     Another improvement of the fuel delivery system includes a dividing partition protruding from the base of the filter head into the area of the filter or cavity formed when the filter is attached to the filter head. This partition or wall, protruding from the base of the filter head to the top plate of the filter and extending to the interior wall of the filter, would effectively separate the area between the filter head and the filter top plate into two separate chambers, isolating the ports used for exhausting the unwanted gasses from the incoming flow of liquid and establishing a separate discharge pathway for the unwanted gasses. What was once a common area of turbulence and eddies created by the incoming flow of liquid, is now two separate chambers, an inlet chamber for incoming fluid and an outlet chamber for the collection and discharge of unwanted gasses. The proper positioning of the dividing partition permits communication through a number of ports in the top plate that allow unrestricted flow of the incoming liquid into the filter, while other ports leave sufficient openings for the passage of bubbles to rise into the newly created outlet chamber and be discharged through the air bleed port. 
     Another improvement involves the area of the filter head surrounding the air bleed port. An air bleed port is formed as a simple hole machined into the filter head. The improvement would consist of forming an inverted cup in the filter head in the area surrounding the air bleed port. The inverted cup should be of sufficient size and shape to aid in the collection and channeling of the bubbles to the air bleed port for discharge. 
     Yet another aspect includes a non-spilling filter assembly for filtration of fluids. The filter assembly comprises a filter head including an inlet for receiving the fluids to be filtered, an outlet for the fluids to exit the filter head after the fluids have been filtered, a threaded connector for use in coupling the filter head with a filter cartridge when a filter cartridge is attached to the filter head, and a plug of a predetermined volume sufficient to accommodate drainage of the fluids from the filter assembly. A filter cartridge may be threadably attached to the threaded connector. The filter cartridge includes an external wall providing a reservoir volume sufficient to accommodate the plug such that the reservoir is able to contain the predetermined volume of the drainage fluids when the filter cartridge is detached from the threaded connector and the plug is withdrawn from the reservoir. A cap is provided for selective use in sealing the reservoir to retain the predetermined volume of fluid drainage with the reservoir when the filter cartridge is detached from the threaded connector. An optional air-bleed port extends from at least one of the inlet and the outlet in position to facilitate drainage from the non-spilling filter assembly. This air-bleed port has a first end in fluidic communication with a second end, the first end being in fluidic communication with the corresponding one of the inlet and the outlet, and the second end being positioned for sealing engagement with respect to an interior confines of a filter cartridge when the filter cartridge is attached to the threaded connector, such that removal of the filter cartridge from the threaded connector permits the fluidic communication between the first end and the second end to break hydraulic vacuum and facilitate drainage from the corresponding one of the inlet and the outlet. 
     The non-spill filter assembly may be used by flowing fluid for filtration on a flow pathway between the inlet and the outlet, selectively detaching the filter cartridge from the threaded connector to withdraw the plug from the reservoir, and draining fluids from the inlet and the outlet into the reservoir. The cap may be used to seal the fluids within the reservoir by installing the cap to cover the reservoir. The cap, by way of example, may include a threaded nipple and the sealing of fluids in the reservoir may be accomplished by threading the threaded nipple of the cap into the threaded coupling of the filter cartridge. 
     The air-fuel filter and the water separator are functioning components of the fuel delivery system. Spin-on fuel filters and water separator filters of various size, design, and materials have become abundantly available. With the availability of “will fit” filters of unknown qualities that could be interchanged, it is impossible to assure high levels of performance. Therefore, it is of great importance that usage of the proper air-fuel filter and the water separator on the present invention be controlled. The ability of the “unique and useful” feature of the non-spill filter, when property used not only eliminates contamination of the environment, but also prevents the use of “will fit” filters on the invention that could negate the important functions of the device. 
     Another aspect involves the addition of a screen type sock filter on the end of the pickup tube that delivers the fuel from the interior of the filter. This tube extends to the bottom of the filter. The fuel in this area of the filter is more apt to be free of any air-vapor that could have passed through the filter. To further reduce the chance of random bubbles entering the pickup tube and passing on to the engine, the improvement features a wire screen filter or “sock” surrounding the open end of the pickup tube. The screen filter or “sock” is constructed as large as possible yet small enough to fit through the opening in the top of the filter where it attaches to the nipple. The filter “sock” could be constructed of similar screen as used in the water separator. The “sock” forms a barrier to bubbles coming close to the high flow area surrounding the tip of the pickup tube. 
     Additional details, object, and advantages concerning the aforementioned aspects of the invention will be apparent to those skilled in the art upon reading the following text together with the accompanying drawings. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a schematic diagram of an air-fuel separation system that includes an electrical heating system for recirculation and preprocessing of fuel; 
     FIG. 2 depicts a fuel transfer pump of the type that operates using a G-rotor, where an improvement comprising a U-cut is made in the rotor cavity; 
     FIG. 3 provides additional detail with respect to the U-cut shown in FIG. 2; 
     FIG. 4 provides additional detail with respect to the rotor cavity of the transfer pump shown in FIG.  2 . 
     FIG. 5 depicts a prior art design for ball-and-spring check valve assemblies that are useful in air-fuel separation systems of the type shown in FIG. 1; 
     FIG. 6 depicts an elastomeric valve member that may be substituted for improved functionality with respect to the ball shown in FIG. 5; 
     FIG. 7 depicts the elastomeric valve member of FIG. 6 in use; 
     FIG. 8 depicts a spin-on filter assembly including a filter cartridge with a reservoir that may be used to catch drainage from a filter head, and is generally useful in air-fuel separation systems of the type shown in FIG. 1; 
     FIG. 9 depicts a spin-on filter assembly including a filter cartridge with a divider wall or partition extending from the filter head to separate the common chamber between a filter head and filter into two chambers, an inlet chamber for the incoming fluid and an outlet chamber for the collection and discharge of unwanted gasses, and is generally useful in air-fuel separation systems of the type shown in FIG. 1; 
     FIG. 10 depicts a cap that may be used in combination with the filter cartridge shown in FIG. 8 to capture or retain a volume of fluid drainage within the reservoir; 
     FIG. 11 depicts a plug body that may be installed as a retrofit assembly onto a conventional filter head for use with filter cartridges in the manner shown in FIG. 8; 
     FIG. 12 depicts a dimensional comparison between various commercially available spin-on filters; 
     FIG. 13 is a continuation of FIG. 12 including flow velocity calculation results for various filter components; and 
     FIG. 14 is a continuation of FIG. 12 including flow velocity calculation results for various filter components. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     According to an exemplary embodiment illustrating preferred features of the fuel delivery system, there will now be shown an improved design for air-fuel separation systems where there is provided an electronic heating element for preconditioning of recirculation of fuel prior to air-fuel separation. 
     FIG. 1 is a schematic diagram illustrating, by way of example, the major preferred components of a fuel delivery system  100 . An insulated fuel reservoir  102  is coupled with fuel supply line  104  to supply a fuel processing assembly  106 , such as the FUEL PREPORATOR® device that is obtainable from Diesel Products, Inc., of St. Louis Mo. The FUEL PREPORATOR® is the best known commercially available device for use and modification according to the principles described herein. Certain models, e.g., the year 2000 model, of the commercial device are preferred for use according to the principles described herein. The FUEL PREPORATOR® device is substantially shown and described in U.S. Pat. No. 5,746,184. 
     A central block  108  contains internal flow passages and valving that provides an internal flow pathway  110  placing the fuel supply line  104  in communication with a fuel outlet line  112  and submits the fuel for sequential processing at various stations. Flow pathway  110  enters the fuel processing assembly  106  at heater block  114 , which heats the fuel to reduce fuel viscosity and prevent gelling in cold climates. Flow is assisted by an electrically actuated transfer pump  116 , which maintains a positive gage pressure on the side of fuel outlet line  112 . The heated fuel flows to a water separator  118  then to the transfer pump  116  and an air separator  120  before exiting into fuel outlet line  112 . Air that is removed from the fuel by the air separator  120  bleeds into air return line  122  for return to the fuel reservoir  102 . 
     A two-way valve  124  in the fuel processing assembly  106  may be selectively opened and closed, e.g., by electrical, manual, or air pressure controls, for recirculation of heated fuel, with fluid contaminates and particulate contaminates removed, in order to improve the overall quality and characteristics of fuel in the fuel delivery system  100 . 
     The fuel outlet line  112  feeds injector pump  128 . Injector pump  128  can be any diesel injector pump, such as a mechanical or electronically controlled pump, and it operates according to known principles to feed a plurality of injectors, for example, injectors  130 , on a conventional diesel engine  132 . 
     While the engine  132  is running, the engine coolant, e.g., from a radiator  134 , is optionally circulated through a coolant feeder hose  136 , into the heater block  114 , and returned to the radiator  134  through hose  138 . This circulation of coolant heats the incoming fuel by heat exchange, in heater block  114 . This heating reduces the viscosity of the fuel and consequently, the fuel has a reduced carrying capacity for entrained air. 
     The fuel delivery system  100  and heater block  114  are improved by the addition of an optional but preferred resistive heating element  140 , which is powered by an external electrical source  142 . The external heating source  142  may include a bank of automotive batteries, an electrical generator, or a voltage converter. The electrical source  142  may be an alternator for the vehicle and may optionally replace the coolant circulation system through hoses  136  and  138 . A voltage converter may, for example, accept 110 volt or 220 volt alternating current and convert the same to 12 volt or 24 volt DC current. This arrangement permits, for example, a trucker to park a truck proximate to an appropriate plug-in and park the truck for an overnight stay under frigid conditions where recirculation of heated fuel through valve  124  facilitates easy starting of the truck after the trucker has rested. 
     According to another aspect of the fuel delivery system, which is now shown by way of example, the rotor cavity of a G-rotor fuel transfer pump, such as transfer pump  116 , may be provided with a cut, such as a U-cut, that prolongs the life of the pump. 
     FIG. 2 depicts a midsectional view of the transfer pump  116  and provides additional detail with respect to FIG.  1 . Transfer pump  116  includes an armature  200  and a field housing  202  that cooperate in a conventional manner to function as an electrical motor spinning shaft  204 . A plurality of bolts, e.g. bolts  206  and  208 , connect the field housing  202  with a rotor-housing block  205 . The shaft  204  is connected to a conventional impeller in the form of “G” rotor  210 , which is generally cylindrically shaped with downwardly extending fins that contact fuel  212  for transfer pumping. A journal bearing surface  214  contacts the shaft  204 . Packing or an elastomeric seal  216  is present between the shaft  204  and a rotor-housing  205  to prevent leakage of fuel that, otherwise, might create an explosion or fire hazard upon contact with the armature  200  and field housing  202 . The seal  216  also prevents fuel seepage into the atmosphere where it could cause contamination or create a different type of explosion or fire hazard. 
     In normal operation, the commencement of rotation of the G-rotor  210  within cavity  220  causes a relative vacuum as fuel is drawn into the pump, and the seal  216  must stand this pressure differential. Outside air is much less viscous than the fuel and tends to leak more readily through the seal  216  and into the cavity  220 . Once fuel begins moving under the influence of G-rotor  210 , cavity  220  is pressurized and the packing must withstand the internal pressure. Thus, seal  216  is subjected to pressure cycling from vacuum to overpressure conditions relative to ambient pressure external to the transfer pump  116 . This vacuum and repressurization sequence fatigues the seal  216 , thereby accelerating its failure. 
     Pump  116  is in all respects previously mentioned in the context of FIG. 2 a conventional fuel transfer pump, however, pump  116  also contains various improvements to the design of cavity  220  that permit longer pump life and more efficient operation. 
     FIG. 3 is described in the context of an enlarged portion of FIG.  2  and shows an improvement to the design of cavity  220  that reduces the pressure cycling exposure on seal  216 . Cavity  220  has a generally cylindrical shape that is concentric with the shaft  204 . An upper divider wall  222  meets a sidewall  224  in rotor housing block  205  to define cavity  220 . Shaft  204  penetrates the divider wall  222 . A groove in the form of U-cut  226  in divider wall  222  facilitates fluidic communication that relieves pressure-induced strain on the seal  216 . U-cut  226  is shaped like a slice of pie pointing towards shaft  204 , i.e., the U-cut  226  increases in angular dimension towards the sidewall  224 , the sidewall  224  forming a radially outboard wall. The U-cut  226  preferably has a volume that is at least about equal to the volume of the plenum or to the volume in space  228  between the G-rotor  210  and the sidewall  224 , and functions as a surge chamber to prevent seal  216  from being exposed to extremes of pressure cycling. The provision of U-cut  226  can significantly extend the service life of seal  216  and is a significant safety enhancement in the intended environment of use. 
     FIG. 4 depicts a bottom view of the rotor-housing block  205  and provides additional detail with respect to the U-cut  226 . A plurality of bolt holes  400 ,  402 ,  404 , and  406  exist for coupling with the field housing  202  shown in FIG. 2. A central hole  408  is provided for the passage of shaft  204 . Sidewall  224  is circumscribed at its lower extremity by an O-ring groove  410 . The U-cut  226  resides in the lower face of wall  222  creating fluidic communication between seal  216  and space  278  of chamber  220  of the assembled pump  116  (see also FIG.  2 ). The facility for fluidic communication thus provided via the U-cut  226  reduces the intensity and duration of pressure cycling or surge exposure upon seal  216  by facilitating fluid flow for purposes of equalizing temporary pressure imbalances caused by the actuation of the G rotor  210 . 
     According to still further preferred embodiments and instrumentalities of the preferred fuel delivery system, which are now shown by way of example, air-fuel separation systems may be provided with improved check valves that prolong the service life of these systems. 
     FIG. 5 depicts a prior art spring-biased ball assembly  500  of a type that was shown and described in U.S. Pat. No. 5,746,184. These valves are generally useful as check valves, however, it has been discovered that these valves wear in ways that cause them to eventually leak. A spring  502  urges a ball  504  towards a beveled valve seat  506 . Engine vibration and or road vibration as well as repeated opening and closing of the valve assembly  500 , eventually causes a groove  508  to wear in the ball proximate face  510  of the valve seat  506 . The mere existence of the groove  508  does not by itself cause the valve assembly to leak, but the ball  504  tends to rotate, for example, as shown by arrow  512 , upon opening and closing of the valve assembly  500 . This rotation orients the groove  510  in misalignment with face  510 , and the groove  508  then provides a conduit for leakage when he ball  504  is normally seated against face  510 . 
     The solution to this problem is to provide a check valve assembly that does not have a rotatable seal element. FIG. 6 depicts a valve member  600  that can be used in place of ball  504 . Valve member  600  has a cylindrical shaft  602  that is integrally formed with a semi-spherical head  604  to present a shoulder  606 . As shown in FIG. 7, the valve member  600  is seated against valve seat  506  in a position where the cylindrical shaft  602  resides within spring  700  and the semispherical head  604  seats against face  510 . The bias of spring  700  prevents rotation of valve member  600  off-axis from axis  702 . 
     According to still further aspects of the preferred fuel delivery system, a non-spill filter assembly may be provided including a filter cartridge having a reservoir volume sufficient to catch drainage from the air-fuel separation system. This is accomplished through the use of a plug on the filter head that substantially fills the reservoir when the filter cartridge is installed. The plug is withdrawn when the filter cartridge is removed from the reservoir, which is then sufficiently empty to capture drainage from the air-fuel separator system. This type of filter design is not limited to air-fuel separation systems, and may be adapted for use wherever filter replacement creates a risk of spillage. 
     FIG. 8 depicts a midsectional view of a spill-proof filter assembly  800  that can be used for any type of filter, such as the air separation filter  118  or the water separation filter  120  shown in FIG.  1 . In preferred embodiments, the central block  108  or any other filter-mounting structure, is machined to provide a filter head cylindrical plug  802  having an inlet  804  an outlet  806 . The outlet  806  is centrally disposed around an axis of symmetry  808 , and a threaded nipple  810  circumscribes the outlet  806 . 
     A renewable filter cartridge  812  includes a conventional filter element  814  circumscribing a central threaded opening  816 , which is in fluidic communication with the interior of filter element  814 . An exterior wall  818  surrounds the filter element  814  to provide a plenum  820 . A top plate  822  supports the threaded opening  816 . A plurality of fuel ports such as port  848  permit fluidic communication between outlet  804  and plenum  820 . 
     A portion  826  of exterior wall  818  rises above the top plate  822  to form a reservoir  828 , which is mostly filled by plug  802  when the threaded nipple  806  is coupled with the threaded opening  816 . When the renewable filter cartridge is unscrewed to disengage the threaded nipple  806  from the threaded opening  816 , plug  802  is removed from the reservoir  828 , which is then able to catch drainage from the lines  830  and  832  that communicate with inlet  804  and outlet  806 . A cap (not depicted in FIG. 8) having less volume than plug  802  may be installed over reservoir  828  to seal the contents therein for eventual filter disposal. 
     A bleed port  836  is optionally used to purge fluid from the inlet line  830 . As shown in FIG. 8, the bleed port is sealed and covered by an elastomeric square ring seal  850  and an elastormeric round ring seal  852 , but is positioned in a horizontal section of the line to break a hydraulic vacuum and facilitate drainage once the seal between rim  838  and shoulder  840  is broken. An identical bleed port  855  may optionally be installed in the outlet line  832 . 
     Still yet another aspect of the invention is in the design of the pickup tube  856 , which preferably but optionally has solid walls that drop a sufficient distance to place an end opening assembly  876  proximate a lower end  878  of filter element  818  when fully assembled so that the end opening assembly resides within the filter element  814 . A screen sock type filter  880  is preferably but optionally mounted on the inlet end opening assembly  876 . In the event that air crosses the barrier created by filter element  814 , bubbles are thus permitted to rise interior to filter element  814  along the solid walls of pickup tube  856 . The screen sock filter  880  forms a second barrier that coalesces entrained air and assists in the overall effort to prevent bubbles from entering the inlet of the pickup tube when the air would be discharged to the engine. 
     In cases where the filter head plug assembly  800  is used in the air separator  118 , it may optionally be provided with perforations leading to a conventional gas removal assembly  834 , such as that shown in U.S. Pat. No. 5,746,184. The volume of reservoir  828  may vary by design to accommodate all of the drainage volume that is required to prevent spillage. 
     As taught in the prior patent U.S. Pat. No. 5,746,184, fuel delivery systems of the type shown as fuel delivery system  100  are capable of improving fuel economy by 6% to 15%. Enhancements to the system as will be described below, show that even greater improvements in fuel economy can be obtained, provided the system components incorporate into their design a number of features that have now been developed. 
     One such enhancement involves the volume of the plenum  820  that exists between the external filter wall  818  and the filter element  814 . In cases where the filter cartridge  812  is intended for use as an air separation filter, the volume of plenum  820  should be sufficient to slow the fuel velocity to a value less than the rise or flotation rate of a bubble in the fuel. In stationary fuel, these bubbles rise at a rate of approximately one foot per second. Thus, 
     
       
         ( V/CR )&lt; F*D/RR,   (1)  
       
     
     where V is the volume of plenum  820 , CR is the peak consumption or throughput rate of fuel, F is a residence factor, D is the bubble rise distance equal to the height of filter cartridge  812 , and RR is the bubble rise rate. F is one or greater and is preferably at least two and more preferably at least three. 
     Still another aspect is in the design of the air discharge port  854 . An inverted cup formed in the face  882  of the filter block surrounding the discharge port is preferred. The inverted cup will serve to collect the bubbles to the area of the discharge port. Tests on diesel engines have confirmed that fuel delivery systems incorporating these design parameters are capable of improving fuel economy up to twenty-one percent or more in some engine applications, and opacity in diesel emissions can be cut by twenty-five percent or more. These improvements in terms of reduced opacity can be further reduced by using the system thus described in combination with particulate traps or catalytic converters. These tests have further shown decreases in carbon monoxide emissions from thirty to forty-two percent, and decreases in oxides of nitrogen ranging from 4% to 11%. 
     FIG. 8 depicts filter assembly  818  with top plate  822  having a plurality of fluid ports such as  848  and the like, wall  826 , and reservoir  828 . When the assembly  800  is assembled and in operation, fluid from inlet  804  follows pathway  824  filling chamber  828  then flowing through ports, such as port  848 , and into plenum  820 . Fluid then flows through filter element  814  leaving separated bubbles in plenum  820 . Bubbles, having been separated by filter element  814 , rise along pathway  858  towards upper plate  822 . The bubbles must then pass through a plurality of ports, such as  848 , against an opposing flow of incoming fluid from port  804  into chamber  828 . The rising bubbles are discharged through air bleed discharge port  854  and into return line  122  (see also FIG.  1 ). When the opposing flow of fluid through ports such as  848  and the like is at a velocity greater than the float rise rate of the bubbles, the flow creates a barrier to the rising bubbles preventing their discharge. 
     The solution to this problem is to divide the chamber  828  into two chambers, an inlet chamber for the incoming flow of liquid and an outlet chamber for the collection and discharge of entrained air bubbles. According to still further aspects of the preferred fuel delivery system, air-fuel separation systems may be provided with a filter head with a dividing partition protruding from the base, that separates what was once a common fuel inlet chamber into two separate chambers, an inlet chamber for incoming fluid and an outlet chamber for the collection and discharge of unwanted gasses. 
     FIG. 9 depicts a mid sectional view of a filter assembly  900  that can be used in place of filter head assembly  800 . In describing FIG. 9, like numbering has been retained for identical elements that have already been described in the context of FIG.  8 . In summary of this aspect of the preferred embodiments, the central block  108  (see FIG. 1) or any other filter-mounting structure, is machined, cast, molded or formed to have a dividing walls  902  and  904  protruding from the face  906 . The walls  902  and  904  extend a predetermined length from face  906  and outward a predetermined width from a threaded nipple  908  to establish a sealing engagement with upper plate  822 . Filter  818  is assembled to block  108  by threaded engagement with nipple  908 . The walls  902  and  904  will combine with wall  826  and plate  822  to divide chamber  828  into two sections. Thus, an inlet section  910  is formed in communication with inlet ports such as  848  and the like, as well as fuel inlet line  830 . Similarly, a discharge section  912  is formed communicating gas bleed line  914  with gas outlet ports, such as port  916 . The dividing walls  902  and  904  can be positioned to allow any number of ports, such as ports  848  and  916  and the like, to be in fluidic communication with their corresponding sections  910  and  912 , respectively. Thus, the separate sections  910  and  912  allow unrestricted fluid passage to plenum  918  while essentially eliminating turbulence and other flow conditions that, otherwise, would tend to retain bubbles in the system. Air bubbles having been separated by filter  920  gathering in plenum  918  can now pass unrestrictedly through ports  916  and the like to collect in outlet section  912  for discharge into air bleed line  914 . A second air bleed line  922  is optionally in communication within inlet section  910  to remove entrained air that happens to rise into inlet section  910 , thus preventing the formation of a possible air lock in the inlet section  910 . 
     Another aspect shown in FIG. 9 is in the design of the cone shaped filter element  920 , as compared to the cylindrical filter element  814  shown in FIG. 8. A cone shaped element is preferred with the smaller diameter at the top to increase the volume of plenum  918  as compared to plenum  820  shown in FIG.  8 . Also, a ribbed sheet material is preferred having a central core of cellulose fiber or cellulose-microglass blend is preferred, with an outer layer of compressed microglass. The core has a tighter pore size or nominal diameter that preferably ranges from 1 micron to ten microns. In a preferred embodiment, the core has a nominal diameter of from 3 microns to 5 microns. These sizes have been found to be most useful in separating entrained air from fuel without premature plugging from particulates in the fuel. The nominal diameter of the outer microglass layer is preferably at least 20 microns and serves several functions. One function is to remove larger particulates that are held away from the inner core. Another function is to provide a fibrous substrate to coalesce smaller bubbles into larger bubbles that eventually break surface tension and float free. 
     FIG. 10 depicts a cap  1000  having a central threaded nipple  1002  and an elastomeric disk  1004 . The threaded nipple  1002  has a knurled cap  1006  that may be used to turn cap  1000  for purposes of engaging and disengaging cap  1000  from filter cartridge  812 . The threaded nipple  1002  extends downwardly a sufficient distance to permit coupling with the Threaded opening  816  (see FIG. 8) of the filter cartridge  812 . The elastomeric disk  1004  presents a sealing surface  1008 , which engages portion  826  of wall  818  to seal the contents of reservoir  828  and filter cartridge  812  for eventual disposal. For example, diesel fuel or engine oil may be sealed in this manner for eventual recycling, and organic vapors are prevented from escaping into the atmosphere. 
     FIG. 11 depicts a retrofit adaptor  1100  for use in adapting a conventional filter head to be used in combination with non-spill filter cartridges like filter cartridge  812 . The conventional filter head includes a conventional inlet  1104  and an outlet  1106  with a threaded male nipple  1120 . The retrofit adaptor  1100  includes a mating surface  1108 , which is circumscribed by a bonded washer or O-ring  1110 . A plug body  1112  has the same general shape as does plug  802  (see FIG.  8 ). A central threaded female opening  1114  is configured for mating engagement with the threaded male nipple  1120 . An inlet port  1116  is positioned to be in alignment with inlet  1104  when the adaptor  1100  is fully mated with the conventional filter head  1102 . A second threaded male nipple  1118  provides the same functionality as does nipple  810 . 
     An air bleed port  1124  may optionally be used to purge air from the inlet line  1104 . The air bleed port is provided with an elastomeric square ring seal  1128  and an elastomeric round ring seal  1122 , but is positioned in a section of the line to break a hydraulic vacuum and facilitate drainage once the seal between square ring seal  1128  and round ring seal  1122  is broken. The seals  1122  and  1128  provide the same functionality as do seals  850  and  852  shown in FIG.  8 . An identical air bleed port  1130  may optionally be installed in the outlet line  1126 . The retrofit adapter  1100  may optionally be provided with wing structures (not shown in FIG. 11) identical to walls  902  and  904  for use in adapting a conventional filter head to be used in combination with a system like that shown in FIG.  9 . 
     In operation, the filter cartridge  812  is screwed onto the corresponding nipple  810  or  1118 , and fluid is pumped through an inlet, such as inlet  830  or  1102 . The filter continues to operate normally until such time as it requires renewal. The filter cartridge  812  is then unscrewed to detach it from the corresponding nipple  810  or  1118 , which removes the plug  802  or plug body  1112  from reservoir  828 . The detached filter is retained in position until such time as drainage ceases into reservoir  828 . Any fluids draining from the respective filter heads are captured in the reservoir  828 . Cap  1000  is then placed into position covering the reservoir  828  and rotated to form a seal. The filter cartridge  812 , along with its contents, is then handled for proper disposal. 
     EXAMPLE 1 
     Air Separation Test 
     Tests were conducted on four (4) commercially available fuel filters to determine the level of air separation qualities under various flow conditions and the feasibility of using these filters on an air separation device such as the FUEL PREPORATOR®. The filters were tested on a comparative basis to establish their relative effectiveness under conditions of normal flow and to establish flow limitations that might be attributed to a particular filter design. A similar test was conducted on the FUEL PREPORATOR® with the Fleetguard&#39;s model FP-805 filter. The results of these tests were to be compared with the data obtained from similar tests performed on the newly designed air separation device with the improved and enhanced features of the fuel delivery system. 
     Filters tested were the Fleetguard; FF-104, FF-105, FF-211, FS-1000, and FP805. The FUEL PREPORATOR®, as sold by the factory, comes equipped with the FP-805. 
     FIG. 12 lists the dimensions and features of the filters with reference to a drawing that illustrates the locations of various measurements, which are described as measurements A-J. FIG. 13 is a continuation of FIG. 12 that categorizes the respective filters under test by calculating a flow velocity in feet per second across various areas corresponding to measurements A (fuel inlet holes), B (area above filter upper or top plate), and C (plenum between filter element and outer wall). FIG. 14 lists various input velocities and the flow velocity of the liquid as it passes through crucial areas of the filters corresponding to measurements A, B, and C. 
     The air separation test stand manufactured for the test had the same basic features as the FUEL PREPORATOR®. The fuel transfer pump, however, was modified to include a high volume pump powered by a variable speed motor to permit testing to be done at various flow rates. The air bleed port was equipped with interchangeable fittings of three different size diameters, 0.040″, 0.060″, and 0.070″. The air bleed port and the regulator bypass or return to tank lines were separated to allow the monitoring of each flow individually. All lines to and from the test stand were transparent and setup with proper lighting for best optics for monitoring of air passage, etc. Air was induced into the system through a needle valve located upstream of the transfer pump. The filtered fuel was monitored visually to ascertain the effectiveness of air removal by the presence or absence of foam and bubbles. 
     As shown in Table 1 for FF-104, air separation and discharge is effective up to a 30 GPH flow rate with the air bleed discharge port at either the 0.060″ and 0.070″ diameter. As flow rates near 42/45 GPH bubbles begin passing through the filter. As the flow rate reaches 54 GPH and beyond, air carried by the flow, passes readily through the filter. Table 2 for FF-105 shows that the air separation qualities of the FF-105 are virtually identical to those of the FF-104. 
     Table 3 for FF-211, shows that air separation and discharge is efficient up to about 55/60 GPH. Beyond that rate, the air bubbles pass readily through the filter media. 
     Table 4 for FS-1000 shows that air separation and discharge is efficient up to 30 GPH flow rate with the air bleed discharge port at either the 0.060″ and 0.070″ diameter. As flow rates near 42/45 GPH bubbles begin passing through the filter. As the flow rate reaches 54 GPH and beyond, air carried by the flow, passes readily through the filter. 
     Table 5 for FP-805 demonstrates that the factory air separation system utilizing the FP-805 filter separates and discharges air/vapor very well as it is currently manufactured—at least up to the design flow rating of approximately 100 GPH. The interior design clearances of the filter however, limit the maximum flow rate for the system, as it is utilizing a single FP-805 filter, to approximately 165 GPM. Air/vapor bubbles begin passing through the system at this flow rate. At the 225 GPH flow, the passage of air/vapor through the filter and system is massive. 
     EXAMPLE 2 
     New Filter Construction 
     The flow tests of Example 1 were repeated for a new filter construction. A filter was constructed having a cylindrical element as shown in FIG. 8 using the same media and approximate Sq. In. surface area as the FS-1000 and the FP-805. The interior design of the filter was modified according to Equation (1) where F=3. As shown in Table 6, the capacity for separation of air/vapor greatly exceeds that of the commercial device which is now marketed as the FUEL PREPORATOR®. Pump limits of the test stand limited the peak consumption or throughput flow rate to 405 GPH. The modified filter effectively separates virtually all air/vapor from the liquid at this flow rate. Referencing data from Table 6, the modified design separates virtually all air/vapor from the liquid at up to approximately 600 GPH, i.e., it is effective at more than three (3) times the volumetric flow rate of prior filters in use for this purpose. 
     The separation of air/vapor from a liquid is a function of the filter design and is caused by the phenomenon of wetted porous papers resistance to air or vapor passage. The magnitude of resistance to vapor passage is dictated by the pore size of the paper and by the film strength or surface tension of the liquid and is therefore in the hands of the designer. The removal or discharge of the separated bubbles from the filter require the interior design of the filter to be such as to reduce the internal flow of the liquid to a rate that allows the bubbles, through natural buoyancy, to rise to the top of the assembly. At this point the bubbles can then enter the air bleed discharge hole. 
     The media used in the FF-104, 105, and 211 filters is a 20/25 micron cellulose fiber. Prior testing (see Cummins Engine Company, Service Topic 5-135) confirms that the wetted element of the FF-104 and the FF-105, under static conditions, will support a pressure of ten inches of water before passage of bubbles takes place. Filter media tested of lesser quality will support a pressure of only seven inches of water. Under dynamic flow conditions, lower pressures cause breakthrough. The media used in the FS-1000, the FP-805, and the filter tested with the results shown in Table 6 are constructed with the 10 micron Strata-pore™ element. 
     The revised filter design in accord with the principles of Equation (1) permits the design of filters having a much smaller footprint than the filters which are presently in place. The surface area of the filter element can be reduced in direct proportion to the improvements in flow rates where for example, 667 square inches of surface area in FP 805 yielding a maximum effective flow rate of 165 GPH may be reduced to approximately 271 square inches by the relationship 
     
       
         667/ X =405/165  (2) 
       
     
     Those skilled in the art will understand that the preferred embodiments described above may be subjected to apparent modifications without departing from the true scope and spirit of the invention. 
     
       
         
               
               
               
               
               
               
               
               
               
               
               
             
               
             
           
               
                 TABLE 1 
               
               
                   
               
             
             
               
                   
                 Air Bleed 
                 Flow Rate GPH 
                 30   
                 54  
                 105  
                 165   
                 225     
                 285   
                 345    
                 405    
               
               
                   
                 Port Size 
                 Flow Rate GPM 
                 0.5  
                  0.9 
                  1.75 
                  2.75 
                 3.75  
                 4.75 
                 5.75  
                 6.75   
               
               
                 FF-104 
                 0.040″ 
               
               
                 Fuel Ports in 
                   
                 PSI in Filter 
                 5   
                 5 
                 3 
                 5.5 
                 9   
                 NA 
                 NA 
                 NA 
               
               
                 Top Plate, ¼″ 
                   
                 PSI to Engine 
                 4   
                 4 
                 2 
                 4.5 
                 7   
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 Traces 
                 Steady 
                 Majority 
                 Majority 
                 Majority 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
                   
                   
                   
                 Bubbles 
               
               
                 Rate @ 5 PSI 
               
               
                 0.083 GPM 
               
               
                   
                 0.060″ 
               
               
                   
                   
                 PSI in Filter 
                 5   
                 3 
                 5 
                  5.25 
                 9   
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 PSI to Engine 
                 4   
                 2 
                 4 
                 4  
                 7   
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 All 
                 Foam 
                 0 
                 0  
                 0   
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 None-OK 
                 Steady 
                 All 
                 All 
                 All 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
                   
                   
                   
                 Bubbles 
               
               
                 Rate @ 5 PSI 
               
               
                 0.19 GPM 
               
               
                   
                 0.070″ 
                 PSI in Filter 
                 5   
                 5 
                 5 
                 5.7 
                 8.9  
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 PSI to Engine 
                 4   
                 4 
                  3.9 
                 4.5 
                 7 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 All 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 None-OK 
                 Steady 
                 50/50 
                 50/50 
                 50/50 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
                   
                   
                   
                 Bubbles 
               
               
                 Rate @ 5 PSI 
               
               
                 0.2 GPM 
               
               
                   
                   
                   
                   
                   
                 FLOW 
                 VELOCITY 
                 Ft/Sec 
               
               
                 A′...Fuel Inlet 
                   
                   
                 0.408 
                   0.735 
                   1.429 
                  2.25 
                 3.065 
                 3.88 
                 4.7  
                 5.517 
               
               
                 Holes (Filter Top 
               
               
                 Plate) Clearance 
               
               
                 B′...Filter Cap 
                   
                   
                 0.147 
                   0.264 
                   0.515 
                  0.809 
                 1.103 
                  1.398 
                 1.692 
                 1.986 
               
               
                 to Top Plate 
               
               
                 Clearance 
               
               
                 C′...Filter Cap 
                   
                   
                 0.229 
                   0.413 
                   0.803 
                  1.262 
                 1.721 
                 2.18 
                 2.639 
                 3.098 
               
               
                 to Filter Can 
               
               
                 Inner Call 
               
               
                 Clearance 
               
             
          
           
               
                 AIR SEPARATION TEST RESULTS 
               
               
                 FLEETGUARD FF-104 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
               
               
               
               
               
               
               
               
               
             
               
             
           
               
                 TABLE 2 
               
               
                   
               
             
             
               
                   
                 Air Bleed 
                 Flow Rate GPH 
                 30   
                 54  
                 105  
                 165   
                 225     
                 285   
                 345    
                 405    
               
               
                   
                 Port Size 
                 Flow Rate GPM 
                 0.5  
                  0.9 
                  1.75 
                  2.75 
                 3.75  
                 4.75 
                 5.75  
                 6.75   
               
               
                 FF-104 
                 0.040″ 
               
               
                 Fuel Ports in 
                   
                 PSI in Filter 
                 5   
                 5 
                 5 
                 5.5 
                 9   
                 NA 
                 NA 
                 NA 
               
               
                 Top Plate, ¼″ 
                   
                 PSI to Engine 
                 4   
                 4 
                 4 
                 4.5 
                 7   
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 Traces 
                 Steady 
                 Majority 
                 Majority 
                 Majority 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
               
               
                 Rate @ 5 PSI 
               
               
                 0.083 GPM 
               
               
                   
                 0.060″ 
               
               
                   
                   
                 PSI in Filter 
                 5   
                 5 
                 5 
                 6  
                 8.9  
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 PSI to Engine 
                 4   
                 4 
                 4 
                 4.8 
                 7   
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 Foam 
                 Foam 
                 Traces 
                 Traces 
                 Traces 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 None-OK 
                 Steady 
                 Majority 
                 Majority 
                 Majority 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
               
               
                 Rate @ 5 PSI 
               
               
                 0.19 GPM 
               
               
                   
                 0.070″ 
               
               
                   
                   
                 PSI in Filter 
                 5   
                 5 
                 5 
                 5.1 
                 8.6  
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 PSI to Engine 
                 4   
                 4 
                 4 
                 4   
                 7 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 None-OK 
                 Steady 
                 Majority 
                 Majority 
                 Majority 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
               
               
                 Rate @ 5 PSI 
               
               
                 0.2 GPM 
               
               
                   
                   
                   
                   
                   
                 FLOW 
                 VELOCITY 
                 FT/SEC 
               
               
                 A′...Fuel Inlet 
                   
                   
                 0.408 
                   0.735 
                   1.429 
                 2.25  
                 3.065 
                 NA 
                 NA 
                 NA 
               
               
                 Holes (Filter Top 
               
               
                 Plate) Clearance 
               
               
                 B′...Filter Cap 
                   
                   
                 0.147 
                   0.264 
                   0.515 
                  0.809 
                 1.103 
                 NA 
                 NA 
                 NA 
               
               
                 to Top Plate 
               
               
                 Clearance 
               
               
                 C′...Filter Cap 
                   
                   
                 0.229 
                   0.413 
                   0.803 
                  1.262 
                 1.721 
                 NA 
                 NA 
                 NA 
               
               
                 to Filter Can 
               
               
                 Inner Wall 
               
               
                 Clearance 
               
             
          
           
               
                 AIR SEPARATION TEST 
               
               
                 RESULTS 
               
               
                 FLEETGUARD FF-105 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
               
               
               
               
               
               
               
               
               
             
               
             
           
               
                 TABLE 3 
               
               
                   
               
             
             
               
                   
                 Air Bleed 
                 Flow Rate GPH 
                 30   
                 54  
                 105  
                 165   
                 225     
                 285   
                 345    
                 405    
               
               
                   
                 Port Size 
                 Flow Rate GPM 
                 0.5  
                  0.9 
                  1.75 
                  2.75 
                 3.75  
                 4.75 
                 5.75  
                 6.75   
               
               
                 FF-211 
                 0.040″ 
               
               
                 Fuel Ports in 
                   
                 PSI in Filter 
                 5   
                 5 
                 5 
                 5  
                 NA 
                 NA 
                 NA 
                 NA 
               
               
                 Top Plate, ¼″ 
                   
                 PSI to Engine 
                 4   
                  4.1 
                 4 
                 3.7 
                 NA 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 Traces 
                 Bursts 
                 Majority 
                 Majority 
                 NA 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
               
               
                 Rate @ 5 PSI 
               
               
                 0.083 GPM 
               
               
                   
                 0.060″ 
               
               
                   
                   
                 PSI in Filter 
                 5   
                 5 
                 5 
                 5  
                 5   
                 5  
                 NA 
                 NA 
               
               
                   
                   
                 PSI to Engine 
                 4   
                  4.1 
                 4 
                 4  
                 3.2  
                 2.9   
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 None-OK 
                 Bursts 
                 Majority 
                 Majority 
                 Majority 
                 Majority 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
               
               
                 Rate @ 5 PSI 
               
               
                 0.19 GPM 
               
               
                   
                 0.070″ 
                 PSI in Filter 
                 5   
                 5 
                 5 
                 5  
                 5   
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 PSI to Engine 
                 4   
                  3.9 
                  3.8 
                 3.8 
                 3.8  
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 None-OK 
                 Traces 
                 Majority 
                 Majority 
                 Majority 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
               
               
                 Rate @ 5 PSI 
               
               
                 0.2 GPM 
               
               
                   
                   
                   
                   
                   
                 FLOW 
                 VELOCITY 
                 FT/SEC 
               
               
                 A′...Fuel Inlet 
                   
                   
                 0.408 
                   0.735 
                   1.429 
                  2.25 
                 3.065 
                 3.88 
                 4.7  
                 5.517 
               
               
                 Holes (Filter Top 
               
               
                 Plate) Clearance 
               
               
                 B′...Filter Cap 
                   
                   
                 0.107 
                   0.192 
                   0.374 
                  0.588 
                 0.802 
                  1.015 
                 1.229 
                 1.443 
               
               
                 to Top Plate 
               
               
                 Clearance 
               
               
                 C′...Filter Cap 
                   
                   
                 0.099 
                   0.179 
                   0.348 
                  0.548 
                 0.747 
                  0.946 
                 1.145 
                 1.345 
               
               
                 to Filter Can 
               
               
                 Inner Wall 
               
               
                 Clearance 
               
             
          
           
               
                 AIR SEPARATION TEST RESULTS 
               
               
                 FLEETGUARD FF-211 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
               
               
               
               
               
               
               
               
               
             
               
             
           
               
                 TABLE 4 
               
               
                   
               
             
             
               
                   
                 Air Bleed 
                 Flow Rate GPH 
                 30   
                 54  
                 105  
                 165   
                 225     
                 285   
                 345    
                 405    
               
               
                   
                 Port Size 
                 Flow Rate GPM 
                 0.5  
                  0.9 
                  1.75 
                  2.75 
                 3.75  
                 4.75 
                 5.75  
                 6.75   
               
               
                 FS-1000 
                 0.040″ 
               
               
                 Fuel Ports in 
                   
                 PSI in Filter 
                 5   
                 5 
                 7 
                 4.5 
                 6   
                 NA 
                 NA 
                 NA 
               
               
                 Top Plate, ¼″ 
                   
                 PSI to Engine 
                 4   
                 4 
                  5.9 
                  2.75 
                 4   
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 Traces 
                 Steady 
                 Majority 
                 Majority 
                 Majority 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
               
               
                 Rate @ 5 PSI 
               
               
                 0.083 GPM 
               
               
                   
                 0.060″ 
               
               
                   
                   
                 PSI in Filter 
                 5   
                 5 
                 7 
                 7  
                 9   
                 NA  
                 NA 
                 NA 
               
               
                   
                   
                 PSI to Engine 
                 4   
                 4 
                  5.9 
                 5.3 
                 6.8  
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 All 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 None-OK 
                 Steady 
                 Majority 
                 Majority 
                 Majority 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
               
               
                 Rate @ 5 PSI 
               
               
                 0.19 GPM 
               
               
                   
                 0.070″ 
                 PSI in Filter 
                 4.1   
                  4.5 
                 5 
                 5  
                 5   
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 PSI to Engine 
                 3.2  
                  3.5 
                  3.5 
                 3.1 
                 2.6  
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air in return line 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 Foam 
                 NA 
                 NA 
                 NA 
               
               
                   
                   
                 Air Passing System 
                 None-OK 
                 Steady 
                 Majority 
                 Majority 
                 Majority 
                 NA 
                 NA 
                 NA 
               
               
                 Air Bleed Flow 
               
               
                 Rate @ 5 PSI 
               
               
                 0.2 GPM 
               
               
                   
                   
                   
                   
                   
                 FLOW 
                 VELOCITY 
                 FT/SEC 
               
               
                 A′...Fuel Inlet 
                   
                   
                 0.408 
                 0.735 
                   1.429 
                  2.25 
                 3.065 
                 3.88 
                 4.7  
                 5.517 
               
               
                 Holes (Filter Top 
               
               
                 Plate) Clearance 
               
               
                 B′...Filter Cap 
                   
                   
                 0.078 
                 0.14  
                   0.272 
                  0.428 
                 0.584 
                  0.739 
                 0.895 
                 1.051 
               
               
                 to Top Plate 
               
               
                 Clearance 
               
               
                 C′...Filter Cap 
                   
                   
                 0.229 
                 0.413 
                   0.803 
                  1.262 
                 1.721 
                 2.18 
                 2.639 
                 3.098 
               
               
                 to Filter Can 
               
               
                 Inner Wall 
               
               
                 Clearance 
               
             
          
           
               
                 AIR SEPARATION TEST RESULTS 
               
               
                 FLEETGUARD FS-1000 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
               
               
               
               
               
             
               
               
               
               
               
               
               
               
               
               
             
               
             
           
               
                 TABLE 5 
               
               
                   
               
             
             
               
                   
                   
                   
                 FUEL PREPORATOR W/FP-805 FILTER 
                   
                   
                   
               
             
          
           
               
                 Air Bleed 
               
               
                 Port Size 
               
               
                 0.060″ 
                 Flow Rate GPH 
                 30   
                 54   
                 105    
                 165    
                 225   
                 285    
                 345    
                 405    
               
               
                   
                 Flow Rate GPM 
                 0.5  
                 0.9  
                 1.75  
                 2.75  
                 3.75 
                 4.75  
                 5.75  
                 6.75  
               
               
                 Fuel Ports 
               
               
                 in Top Plate 
                 PSI in Filter 
                 6   
                 6   
                 6   
                 6.3  
                 6.7  
                 7.2  
                 7.8  
                 7.9  
               
               
                 0.5″ 
                 PSI to Engine 
                 5   
                 5   
                 5   
                 5   
                 5  
                 5   
                 5   
                 5   
               
               
                   
                 Air in return 
                 Foam 
                 Foam 
                 Foam 
                 Heavy Foam 
                 Heavy Foam 
                 Heavy Foam 
                 Heavy Foam 
               
               
                   
                 line 
               
               
                   
                 Air Passing 
                 None 
                 None 
                 None 
                 TRACES 
                 STEADY 
                 STEADY 
                 STEADY 
               
               
                   
                 System 
                   
                   
                   
                   
                 WITH 
                 CONSISTENT 
                 CONSISTENT 
               
               
                 Air Bleed 
                   
                   
                   
                   
                   
                 BURSTS 
               
               
                 Flow Rate @ 
               
               
                 5 PSI 
               
               
                 0.083 GPM 
               
               
                   
                   
                   
                   
                   
                 FLOW 
                 VELOCITY 
                 FT/SEC 
               
               
                 A′...Fuel 
                   
                 0.068 
                 0.123 
                 0.238 
                 0.374 
                 0.51 
                 0.647 
                 0.783 
                 0.919 
               
               
                 Inlet Holes 
               
               
                 (Filter Top 
               
               
                 Plate) 
               
               
                 Clearance 
               
               
                 B′...Filter 
                   
                 0.023 
                 0.04  
                 0.079 
                 0.125 
                 0.17 
                 0.215 
                 0.261 
                 0.306 
               
               
                 Cap to Top 
               
               
                 Plate 
               
               
                 Clearance 
               
               
                 C′...Filter 
                   
                 0.049 
                 0.089 
                 0.173 
                 0.272 
                  0.371 
                 0.47  
                 0.569 
                 0.668 
               
               
                 Cap to Filter 
               
               
                 Can Inner 
               
               
                 Wall 
               
               
                 Clearance 
               
             
          
           
               
                 AIR SEPARATION TEST 
               
               
                 FUEL PREPORATOR 
               
               
                 FP-805 FILTER 
               
               
                   
               
             
          
         
       
     
     
       
         
               
               
             
               
               
               
               
               
               
               
               
               
               
               
               
             
               
             
           
               
                   
                 TABLE 6 
               
               
                   
                   
               
             
             
               
                   
                 FILTER HEAD FOR TEST - MODIFIED WITH INLET AND OUTLET CHAMBERS AS DEPICTED IN FIG. 9. 
               
               
                   
                 FILTER USED FOR TEST - FP-805 MODIFIED TO NEW PATENT DESIGN AS DEPICTED IN FIG. 9. 
               
             
          
           
               
                   
                 Air 
                 Flow Rate 
                 105    
                 165   
                 225    
                 285   
                 345    
                 405    
                 600    
                 720    
                 900    
               
               
                   
                 Bleed 
                 GPH 
               
               
                   
                 Port 
                 Flow Rate 
                 1.75  
                 2.75 
                 3.75  
                 4.75 
                 5.75  
                 6.75  
                 10   
                 12   
                 15   
               
               
                   
                 Size 
                 GPM 
               
               
                 Fuel Ports 
                 0.060″ 
               
               
                 in Top Plate 
                   
                 PSI in Filter 
                 6   
                 6.3  
                 6.5  
                 6.9  
                 7.1  
                 7.5  
                 No 
                 Data 
                 Estab 
               
               
                 0.5″ 
                   
                 PSI to 
                 5   
                 5  
                 5   
                 5  
                 5   
                 5   
                 No 
                 Data 
                 Estab 
               
               
                   
                   
                 Engine 
               
               
                   
                   
                 Air in return 
                 All 
                 All 
                 All 
                 All 
                 All 
                 All 
                 No 
                 Data 
                 Estab 
               
               
                   
                   
                 line 
               
               
                   
                   
                 Air Passing 
                 ZERO 
                 ZERO 
                 ZERO 
                 ZERO 
                 ZERO 
                 ZERO 
                 No 
                 Data 
                 Estab 
               
               
                   
                   
                 System 
               
               
                 Air Bleed 
               
               
                 Flow Rate @ 
               
               
                 5 PSI 0.083 
               
               
                 GPM 
               
               
                   
                   
                   
                   
                   
                 FLOW 
                 VELOCITY 
                 FT/SEC 
               
               
                 A′...Fuel 
                   
                   
                 NA 
                 NA 
                 NA 
                 NA 
                 NA 
                 NA 
                 NA 
                 NA 
                 NA 
               
               
                 Inlet Holes 
               
               
                 (Filter Top 
               
               
                 Plate) 
               
               
                 Clearance 
               
               
                 B′...Filter 
                   
                   
                 0.058 
                  0.092 
                 0.126 
                 0.16  
                 0.193 
                 0.227 
                 0.337 
                 0.404 
                 0.505 
               
               
                 Cap to Top 
               
               
                 Plate 
               
               
                 Clearance 
               
               
                 C′...Filter 
                   
                   
                 0.051 
                 0.08 
                 0.109 
                 0.138 
                 0.167 
                 0.197 
                 0.292 
                 0.35  
                 0.438 
               
               
                 Cap to Filter 
               
               
                 Can Inner 
               
               
                 Wall 
               
               
                 Clearance 
               
             
          
           
               
                 AIR SEPARATION TEST 
               
               
                 MODIFIED FILTER DESIGN