Description:FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
AND
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
(See section 10; rule 13)
1. TITLE
A FLUID FILTER ASSEMBLY
2. APPLICANT(S)
NAME NATIONALITY ADDRESS
FLEETGUARD FILTERS PRIVATE LIMITED AN INDIAN COMPANY 136, PARK MARINA ROAD, BANER, PUNE – 411 045, MAHARASHTRA, INDIA
3. PREAMBLE TO THE DESCRIPTION
COMPLETE SPECIFICATION
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED.

FIELD
[0001] The present disclosure relates to fluid filtration. More specifically, the present disclosure relates to a fluid filter assembly configured to perform multiple operations including fluid filtration, gas removal (deaeration), and pressurized fluid delivery. The fluid may be a fuel such as diesel.
DEFINITIONS
[0002] The fluid filter assembly (hereinafter interchangeably referred to as the “filter assembly” or “fuel filter” or “fuel filter assembly”) integrates multiple functions, including fluid filtration, deaeration, and pressurized fluid delivery. For example, the fluid may be diesel fuel, with filtration, deaeration, and pressurization functions supporting engine operation and/or diesel particulate filter regeneration.
[0003] Fuel filter head is an integrated unit of the fuel filter assembly, the fuel filter head comprising multiple channels and controllers that direct fuel flow, maintain pressure, and enable deaeration. In some embodiments, the fuel filter head may feature an integrated single-piece body.
[0004] First fuel flow and pressure controller and the second fuel flow and pressure controller may each comprise either a single integrated component or a multi-part mechanism and are respectively disposed within a first channel and a second channel of the fuel filter head. The first fuel flow and pressure controller regulates fuel flow and maintains fuel pressure within a predefined range to facilitate operation of a diesel particulate filter regeneration module, enabling regeneration of a diesel particulate filter without requiring complex mechanical or electronic control mechanisms. Both the first and the second fuel flow and pressure controllers are configured to operate in coordination to maintain fuel pressure and facilitate deaeration.
[0005] Bleed orifice is a calibrated opening integrated into the first and/or second fuel flow and pressure controllers and is defined by a specific length-to-diameter ratio to regulate fluid pressure and/or flow.
[0006] Flow obstruction element is disposed below a flared end of a piston within the first and/or the second fuel flow and pressure controllers. The flow obstruction element enhances sealing during normal operation while enabling controlled gas/air release during deaeration.
[0007] Full functional mode refers to an operational state of the fuel filter assembly in which the fuel filter assembly performs three functions: fuel deaeration, fuel filtration, and supply of pressurized, filtered fuel to the diesel particulate filter regeneration module. The afore-mentioned functions may be performed individually, in combination (any two or all three), or sequentially, depending on system requirements.
[0008] Dual functional deaeration mode refers to an operational state of the fuel filter assembly in which the fuel filter assembly performs two functions—fuel deaeration and fuel filtration—without supplying fuel to the diesel particulate filter regeneration module. The afore-mentioned two functions may be performed simultaneously or sequentially, depending on system requirements.
[0009] Dual functional regeneration mode refers to an operational state of the fuel filter assembly in which the fuel filter assembly performs two functions, either simultaneously or sequentially—fuel filtration and diesel particulate filter regeneration—without active deaeration.
[00010] Base functional mode refers to an operational state of the fuel filter assembly in which the fuel filter assembly performs only fuel filtration, without active deaeration or diesel particulate filter regeneration support.
BACKGROUND
[00011] Contemporary diesel engines incorporate increasingly complex emission control mechanisms, including diesel particulate filters (DPFs) and selective catalytic reduction (SCR) units, to comply with stringent environmental regulations. These mechanisms require particular control of fuel parameters—particularly pressure and flow rate—which places demanding requirements on fuel filtration assemblies. Fuel filtration assemblies ensure contaminant-free fuel delivery through conventional designs comprising a filter head and filter housing accommodating filter elements with pleated, non-pleated, and/or fluted filter media, typically formed as annular cylinders with end caps. While these assemblies have evolved from basic contamination removal to address multiple engine requirements, conventional systems separate pressure regulation and deaeration functions, requiring multiple discrete components that increase system complexity, maintenance requirements, and spatial demands.
[00012] Diesel particulate filters (DPF) trap and remove particulate matter from exhaust emissions to reduce environmental pollution. DPFs require periodic regeneration when the trapped and accumulated particulate matter causes back pressure to exceed predetermined thresholds. During active regeneration, controlled fuel injection facilitates combustion of the trapped and accumulated matter at specified temperatures, necessitating fuel pressure control within narrow operational windows to ensure effective combustion and optimal regeneration performance.
[00013] However, maintaining fuel pressure control for DPF regeneration presents one or more operational challenges. The regeneration mechanism ceases functioning when fuel pressure deviates from the required operational window. Pressure excursions beyond these limits compromise the regeneration process, resulting in incomplete cycles and reduced effectiveness. Conventional pressure regulation methods employ complex component arrangements that require periodic maintenance and adjustments to maintain the requisite pressure specifications.
[00014] The term “air” as used herein refers broadly to include air, gas, and vapor entrainment in fuel systems and the fuel itself, which presents a persistent challenge—particularly during filter replacement, regular operation, or initial system priming. Entrapped air bubbles cause irregular fuel supply patterns, reduced filtration efficiency, and potential damage to downstream components. Air pockets induce pressure fluctuations and erratic fuel delivery and, in severe cases, may result in system failure. Conventional deaeration solutions require dedicated mechanisms and often manual intervention, thereby increasing system complexity and service duration.
[00015] These pressure regulation and air entrainment challenges are compounded by spatial constraints in contemporary diesel engine compartments, where available space decreases while performance requirements increase. Conventional solutions require multiple discrete components, each occupying valuable space and necessitating individual maintenance.
[00016] The interface between the fuel filtration assembly and emission control mechanism presents additional complexities. Fuel supply to DPF regeneration mechanisms must maintain consistent cleanliness and precise pressurized delivery. Conventional systems often struggle to deliver fuel consistently under varying operational conditions and typically require external control mechanisms.
[00017] Conventional system maintenance requires specialized tools and careful assembly to prevent improper installation. The absence of error-proofing design features may compromise system performance and potentially damage engine components.
[00018] Existing fuel filtration systems typically lack integrated sensor interfaces, necessitating separate monitoring solutions that add complexity and cost.
[00019] The aforementioned challenges are particularly pronounced in contemporary vehicle designs characterized by constrained spatial limitations and demanding reliability requirements. The industry requires solutions that ensure both pressure control for DPF regeneration and effective deaeration, while maintaining consistent performance, reducing maintenance requirements, and simplifying service procedures.
OBJECTS
[00020] Some of the objects of the present disclosure, of which at the minimum one object is fulfilled by at least one embodiment disclosed herein, are as follows.
[00021] An object of the present disclosure is to provide a fuel filtration assembly that maintains fuel pressure within predetermined operational windows to enable effective operation of diesel particulate filter regeneration mechanisms.
[00022] Another object of the present disclosure is to provide a fuel filtration assembly that addresses air entrainment challenges during filter element replacement, regular operation, and initial system priming.
[00023] Still another object of the present disclosure is to provide a fuel filtration assembly that integrates pressure regulation and deaeration functions which is compact assembly and needs reduced space in diesel engine compartments.
[00024] Yet another object of the present disclosure is to provide a fuel filtration assembly that minimizes maintenance requirements and simplifies service procedures, eliminating the need for specialized tools and complex assembly processes.
[00025] Another object of the present disclosure is to provide a fuel filtration assembly that ensures consistent pressurized fuel delivery to emission control mechanisms under varying operational conditions, without requiring external control mechanisms.
[00026] Still another object of the present disclosure is to provide a fuel filtration assembly that incorporates error-proofing design features to prevent improper installation and compromise of system performance.
[00027] Another object of the present disclosure is to provide a fuel filtration assembly with integrated sensor interfaces for system status monitoring, thereby reducing the complexity and cost associated with separate monitoring solutions
[00028] Other objects and benefits of the present disclosure will be more apparent from the following description, which is not intended to bind the scope of the present disclosure.

SUMMARY
[00029] The present disclosure provides a fuel filter assembly which represents an integrated solution that combines fuel filtration, deaeration, and diesel particulate filter (DPF) regeneration support in a single compact unit. The system features a filter head with a body containing multiple channels: an inlet channel for unfiltered fuel delivery, an outlet channel for filtered fuel discharge, and two specialized channels connected to the clean side of the filter element. The first channel connects to both a fuel tank return line and a DPF regeneration module, while the second channel operates as a closed system for deaeration purposes. Two fuel flow and pressure controllers are strategically positioned within these channels to maintain optimal fuel pressure between 1-20 bar, preferably 4-8 bar, without requiring external control mechanisms.
[00030] The fuel flow and pressure controllers utilize bleed orifices with precisely calibrated length-to-diameter ratios and piston assemblies with biasing members to achieve autonomous pressure regulation and air removal. These controllers enable the system to operate in multiple modes including full functional mode (performing all three functions), dual functional modes (combining two functions), and base functional mode (filtration only). The assembly automatically transitions between these operational modes based on pressure conditions and DPF regeneration requirements. The integrated design eliminates connection points, reduces leak paths, and provides self-priming functionality while enabling tool-free filter element replacement without disrupting controller calibration.
[00031] The technical specifications of the fuel flow and pressure controllers are precisely engineered for optimal performance. The bleed orifices feature cross-sectional dimensions ranging from 0.1 mm to 3 mm and length dimensions from 1 mm to 30 mm, with length-to-diameter ratios between 10 to 300. The piston assemblies incorporate flared ends that cover the orifice distal ends, with axial biasing members positioned to provide calibrated restorative forces. The second channel includes additional features such as a flow obstruction element for enhanced sealing during normal operation while enabling controlled air release during deaeration, and varying diameters to create distinct pressure zones that optimize fluid dynamics.
[00032] The structural design emphasizes both functionality and durability through careful engineering of channel geometries and mounting systems. The second channel incorporates a graduated diameter structure with lower, intermediate, and upper regions of increasing size, topped with a blind nut featuring a guiding bore and integral barrel structure for piston alignment. The filter head body includes mounting brackets with reinforcing ribs and multiple mounting apertures for secure installation to engines, chassis, or vehicle bodies. Construction materials include stainless steel, aluminum, aluminum alloys, cast iron, or plastic combinations, with the integrated single-piece body design reducing spatial requirements by at least 30% compared to separate component systems.
[00033] The system is designed to work within a comprehensive fuel management system that includes fuel tanks, pumps, and DPF regeneration modules. Optional features include pressure and flow sensors with electronic control unit communication, and the assembly accommodates both replaceable cartridge and spin-on type filter elements. Manufacturing involves precision machining of aluminum, aluminum alloy, or stainless steel blanks with careful installation and calibration of the pressure controllers to ensure reliable operation across all functional modes. The assembly also incorporates safety features such as error-proof piston installation with length constraints that prevent reverse or improper installation, ensuring consistent performance and maintenance reliability.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
[00034] The present disclosure is now described with reference to illustrative schematic drawings, which aid in understanding the components and functions. The drawings are not to scale and do not limit the scope of the invention. The depicted drawings or figures are examples and are not intended to restrict the scope of the present disclosure, which allows for modifications and variations within the essence of the invention as defined by the claims. The drawings or figures complement the detailed description and highlight key features without exhaustively covering all possible variations. The scope of the present disclosure is defined by the appended claims and legal equivalents thereof.
[00035] FIG. 1 illustrates a schematic block diagram of a fuel management system for a vehicle in accordance with the embodiments of the present disclosure.
[00036] FIG. 2 illustrates a schematic cross-sectional view of a fuel filter assembly comprising a filter head and a housing in accordance with the embodiments of the present disclosure.
[00037] FIG. 3 illustrates a schematic isometric view of a filter head, as exemplified by the embodiments of the present disclosure.
[00038] FIG. 4 illustrates a schematic top view of the filter head as illustrated in FIG. 3.
[00039] FIG. 5A illustrates a schematic cross-sectional view of the filter head of FIG. 3.
[00040] FIG. 5B illustrates a schematic cross-sectional view of the filter head of FIG. 5A, depicting additional features as compared to FIG. 5A.
[00041] FIG. 5C illustrates an enlarged schematic view of a specific portion of the filter head, as shown in FIG. 5B.
[00042] FIG. 5D illustrates a schematic cross-sectional view of the first channel (230) in accordance with the embodiments of the present disclosure.
[00043] FIG. 5E illustrates a schematic cross-sectional view of a first fuel flow and pressure controller (700) disposed within the first channel (230) in accordance with an embodiment of the present disclosure.
[00044] FIG. 5F illustrates a schematic cross-sectional side view of a second fuel flow and pressure controller (800) disposed within the second channel (240) in accordance with an embodiment of the present disclosure.
[00045] FIG. 5G illustrates a schematic cross-sectional side view of a bleed orifice in accordance with an embodiment of the present disclosure.
[00046] FIG. 5H illustrates a schematic cross-sectional side view of a piston (822) disposed within the second channel (240) in accordance with the embodiments of the present disclosure.
[00047] FIG. 5I illustrates a schematic cross-sectional view of a first fuel flow and pressure controller (700) in accordance with another embodiment of the present disclosure.
[00048] FIG. 6 illustrates a schematic cross-sectional view of the filter head in accordance with another embodiment of the present disclosure.
[00049] FIG. 7 illustrates a schematic cross-sectional view of the filter head in accordance with yet another embodiment of the present disclosure.
[00050] FIG. 8 illustrates a block diagram of an electronic unit for sensing pressure and flow rate within the filter head of the filter assembly in accordance with the embodiments of the present disclosure.
LIST OF NUMERALS
[00051] The following is a list of reference numerals and corresponding components/features used in the detailed description below and in the accompanying drawings.
Numeral Component Name
100 - Fuel Filter Assembly
200 - Filter head
200b - Filter head body
210 - Inlet channel
210b - Inlet bore
210J - Junction
210p - Inlet port
220 - Outlet channel
220b - Clean bore
220p - Outlet port
230 - First channel
230e1 - First End of First Channel
230e2 - Second End of First Channel
230s - Seat in First Channel
240 - Second channel
240e1 - First End of Second Channel
240e2 - Second End of Second Channel
240s - Seat in Second Channel
240s1 - Structural Seat in Second Channel
240s2 - Secondary Seat in Second Channel
250 - Blind nut
252 - Guiding bore
254 - Integral Barrel Structure
260 - Return line
300 - Filter housing
400 - Filter element
400c - Clean Side of Filter Element
400d - Dirty Side of Filter Element
410 - Filter medium
420 - Top end cap
420 - Bottom end cap
700 - First Fuel Flow and Pressure Controller
710 - Bleed orifice
710b - Bleed Orifice Body
710e1 - First End of Bleed Orifice
710e2 - Second End of Bleed Orifice
710o - Through Hole of Bleed Orifice
722 - Piston
722e - Flared End of Piston
722s - Shaft of Piston
724 - Axial Biasing Member
726 - Flow obstruction element
800 - Second Fuel Flow and Pressure Controller
820 - Bleed Orifice in Second Channel
d1 - First diameter
d2 - Second diameter
d3 - Third diameter
822 - Piston in Second Channel
822e - Flared End of Second Channel Piston
822s - Shaft of Second Channel Piston
824 - Axial Biasing Member in Second Channel
826 - Flow Obstruction Element
900 - Mounting bracket
910 - Filter head plate
930 - Mounting apertures
1000 - Fuel management system
1002 - Fuel tank
1004 - First fuel pump
1006 - Second fuel pump
1008 - Diesel Engine
1010 - Diesel Particulate Filter (DPF) Regeneration Module
1012 - Valve mechanism
1014 - Fuel tank return line
1016 - Conduit
1018 - Exhaust gas line
1020 - Vehicle exhaust
2000 - Circuit
2002 - Pressure sensor
2004 - Flow sensor
2006 - Controller
DETAILED DESCRIPTION
[00052] The present disclosure relates to a fluid filter assembly for engines, featuring a filter head with multiple functionalities—configured to perform fluid filtration, deaeration, and controlled fluid delivery to a diesel particulate filter (DPF) for regenerative operations. The filter head incorporates one or more pressure-regulating devices to maintain predetermined pressure parameters during DPF injection sequences and to enable air removal without external intervention.
[00053] To aid in the interpretation of the following detailed description and appended claims, certain terminology and conventions are clarified below. Unless explicitly defined otherwise, these terms shall be interpreted according to their conventional meanings as recognized in the relevant technical field.
[00054] Throughout the description and the associated claims, the use of singular forms such as “a,” “an,” and “the” is intended to encompass plural references, unless the context unequivocally requires otherwise. Similarly, the inclusion of terms like “one,” “a,” “an,” or “the” shall be understood to include both singular and plural forms, unless expressly stated otherwise.
[00055] Sequential terms such as “first,” “second,” “third,” and so on are used solely to distinguish between different elements or components and are not intended to imply any order, ranking, or priority, unless explicitly indicated or clearly inferred from the context.
[00056] The term “may” as used herein indicates possibility or optionality and is not to be construed as mandatory unless the context specifically dictates otherwise.
[00057] Any reference to specific materials, compositions, or substances shall be understood to include functional equivalents, unless explicitly stated otherwise.
[00058] Spatial terms such as “upper,” “lower,” “top,” “bottom,” “front,” “rear,” “side,” and similar expressions are used solely for convenience in describing the relative positions or orientations of elements or components in the disclosed embodiments and are not intended to limit the invention to any particular spatial configuration, unless expressly indicated.
[00059] The terms “coupled,” “connected,” and “attached,” including grammatical variations thereof, are used interchangeably and do not impose limitations on the nature of the connection, unless otherwise specified or required by context.
[00060] Unless otherwise specified, numeric values presented in this disclosure are to be interpreted as encompassing variations of up to ±10% of the stated value.
[00061] Phrases such as “in one embodiment” or “in an embodiment” are used to describe specific examples and do not imply that all embodiments must include the features described in any single example. Multiple such phrases may relate to distinct embodiments.
[00062] The terms “optional” or “optionally” indicate that the subsequently described feature, component, or step may or may not be included, depending on the desired implementation.
[00063] When terms such as “substantially” or “essentially” are used to qualify a feature or parameter, they refer to deviations that would be recognized by a person skilled in the art as not materially affecting the intended function or result.
[00064] The terms “comprising,” “comprises,” and “comprised of” as used herein are intended to be inclusive and open-ended. They allow for the inclusion of additional elements, features, steps, or components beyond those specifically mentioned, unless otherwise stated.
[00065] Unless explicitly indicated, measurements and values disclosed herein are to be interpreted as being approximate and should be understood to encompass deviations within a range of ±10% of the stated value.
[00066] As mentioned in the background section above, the present disclosure addresses challenges associated with fuel filter assemblies in diesel engine systems. The solutions provided herein overcome at least one limitation observed in prior art implementations.
[00067] The present disclosure is now described with reference to FIG. 1, which illustrates a schematic block diagram of a fuel management system (1000) for a vehicle, in accordance with embodiments of the present disclosure. The fuel management system (1000) comprises a fuel tank (1002) configured for diesel/fuel storage.
[00068] The system incorporates a first fuel pump (1004) secured to the vehicle, which may comprise an electric transfer pump, mechanical transfer pump, or feed pump that pumps fuel from the fuel tank (1002). The first fuel pump (1004) is operatively coupled to and maintains fluid communication with the fuel tank (1002) via pressure-resistant conduit means. It pressurizes the fuel and directs it to a fuel filter assembly (100), maintaining operative connection and fluid communication with the fuel filter assembly (100) via appropriate pressure-resistant conduits, while ensuring a predetermined fuel flow rate.
[00069] FIG. 2 illustrates a schematic cross-sectional representation of the fuel filter assembly (100) which comprises a filter head (200) having a body (200b) and a filter housing (300) sealably coupled thereto. The filter housing (300) accommodates a filter element (400), which may be embodied as a conventional filter element known in the art. The filter element (400) incorporates a filter medium (410), which may be selected from, but is not limited to, at least one of woven cloth, non-woven cloth, filter paper medium, or combinations thereof. The filter medium (410) may be configured in at least one form selected from the group consisting of pleated, non-pleated, fluted, non-fluted arrangements, or combinations thereof. The filter medium (410) may be single-layered or multi-layered, wherein each layer serves a discrete functional purpose. For example, the outermost layer may be configured for contaminant filtration, while the inner layer may be hydrophobic to facilitate water separation from fuel. The filter medium (410) is configured as an annular cylinder comprising interior and external regions, wherein either region may serve as the dirty side (400d) or clean side (400c). The annular cylinder terminates with top and bottom end caps (420), wherein the top end cap (420) incorporates a central aperture facilitating access to the interior cylindrical space.
[00070] The fuel filter assembly (100), connected to and in fluid communication with the first fuel pump (1004), receives pressurized unfiltered fuel from the fuel tank (1002) and effectuates filtration to remove contaminants, including dust, dirt, water, and entrained air or gas or vapor. Furthermore, the fuel filter assembly (100) maintains fuel pressure within a predefined range to facilitate operation of the diesel particulate filter regeneration module (1010) and eventually regeneration of the diesel particulate filter.
[00071] Upon filtration, the fuel filter assembly (100) directs a primary portion of the filtered fuel to the diesel engine (1008) via an additional second fuel pump (1006), which further pressurizes the filtered fuel to a level suitable for injection through the engine injectors. Additionally, a secondary, relatively minor portion of the filtered fuel is directed to the diesel particulate filter regeneration module (1010) via a valve mechanism (1012), either when desired or when the back pressure of the diesel particulate filter exceeds a predetermined threshold. In the regeneration module (1010), the filtered fuel may be injected through suitable injectors to elevate the temperature to a threshold that facilitates the combustion of carbonaceous or similar materials occluding the diesel particulate filter, thereby effectuating regeneration. The diesel engine (1008) is connected to and maintains fluid communication with the diesel particulate filter regeneration module (1010) via conduit (1016).
[00072] The diesel particulate filter and the associated regeneration module (1010) are connected to and maintain fluid communication with the vehicle exhaust (1020) via an exhaust gas line (1018), which facilitates the egress of filtered exhaust gases from the vehicle engine.
[00073] Referring again to FIG. 1, the fuel management system (1000) may include a fuel tank return line (1014) in fluid communication with the fuel tank (1002), configured to facilitate the return of unused fuel from the engine (1008) and the fuel filter assembly (100) back to the fuel tank (1002). The fuel filter assembly (100) is configured to perform multiple functions, including filtration, deaeration, and support for diesel particulate filter regeneration, either sequentially or simultaneously, thereby enhancing overall system efficiency while maintaining optimal pressure conditions for the diesel particulate filter regeneration module (1010).
[00074] Further, the air, gas, or vapor separated from the fuel and/or present within the fluid filter assembly may be directed and released from the filter head through the fuel tank return line (1014) into the fuel tank (1002), from where it may be subsequently vented to the ambient atmosphere.
[00075] The integration of these functionalities within a single assembly enables more efficient operation and maintenance of the diesel particulate filter through controlled regeneration processes.
[00076] Now referring to the following drawings: FIG. 3 illustrates a schematic isometric side view of a filter head, as exemplified by the embodiments of the present disclosure; FIG. 4 illustrates a schematic top view of the filter head as illustrated in FIG. 3; FIG. 5A illustrates a schematic cross-sectional view of the filter head of FIG. 3; FIG. 5B illustrates a schematic cross-sectional view of the filter head of FIG. 5A depicting features other than depicted in FIG. 5A; FIG. 5C illustrates an enlarged schematic view of a specific portion of the filter head, as shown in FIG. 5B; FIG. 5D illustrates a schematic cross-sectional view of the first channel (230) in accordance with the embodiments of the present disclosure; FIG. 5E illustrates a schematic cross-sectional view of a First Fuel Flow and Pressure Controller (700) in accordance with an embodiment of the present disclosure; FIG. 5F illustrates a schematic cross-sectional side view of a second Fuel Flow and Pressure Controller (800) in accordance with the embodiments of the present disclosure; FIG. 5G illustrates a schematic cross-sectional side view of a bleed orifice in accordance with an embodiment of the present disclosure; FIG. 5H illustrates a schematic cross-sectional side view of a piston (822) disposed within the second channel (240) in accordance with the embodiments of the present disclosure; FIG. 5I illustrates a schematic cross-sectional view of a First Fuel Flow and Pressure Controller (700) in accordance with another embodiment of the present disclosure; FIG. 6 illustrates a schematic cross-sectional view of the filter head in accordance with another embodiment of the present disclosure; FIG. 7 illustrates a schematic cross-sectional view of the filter head in accordance with yet another embodiment of the present disclosure; and FIG. 8 illustrates a block diagram of an electronic unit for sensing pressure and flow rate within the filter head of the filter assembly in accordance with the embodiments of the present disclosure, the filter head (200) corresponding to these figures is described in detail hereinbelow.
[00077] In accordance with an embodiment of the present disclosure, the filter head (200) comprises a body (200b) that incorporates a plurality of channels, including an inlet channel (210), an outlet channel (220), a first channel (230), a second channel (240), and a return line (260). This configuration facilitates the concurrent execution of multiple operations: (i) reception of unfiltered fuel; (ii) discharge of filtered fuel; (iii) pressure regulation for diesel particulate filter regeneration; (iv) deaeration of fuel and the assembly; and (v) fuel filtration.
[00078] The inlet channel (210) receives unfiltered fuel from the fuel tank (1002) via the first fuel pump (1004) and directs it to the dirty side (400d) of the filter element (400). The inlet channel (210) is connected to the first fuel pump (1004) at its inlet port (210p) through an appropriate conduit to establish fluid communication.
[00079] Pressurized unfiltered fuel enters the inlet bore (210b) of the inlet channel (210) and flows to the dirty side (400d) of the filter element (400). The fuel then traverses the filter medium (410), transitioning from the dirty side (400d) to the clean side (400c), during which contaminants are retained on the dirty side (400d).
[00080] The filtered fuel then enters the outlet channel (220) from the clean side of the filter element (400), wherein the outlet channel (220) remains in continuous fluid communication with the clean side (400c) of the filter medium (410).
[00081] Clean/filtered fuel passes through the clean bore (220b) of the outlet channel (220) and exits via the outlet port (220p), from where it is routed to the downstream second fuel pump (1006) for pressurization and subsequent delivery to the engine system, as previously described with reference to FIG. 1.
[00082] Furthermore, the first channel (230) within the filter head (200) remains in continuous fluid communication with the clean side (400c) of the filter element (400). The first channel (230) is defined between a proximal terminus, designated as the first end (230e1), and a distal terminus, designated as the second end (230e2). The proximal terminus (230e1) maintains uninterrupted fluid communication with the return line (260), which is also incorporated within the filter head (200). The distal terminus (230e2) establishes continuous fluid communication with the diesel particulate filter regeneration module (1010), thereby facilitating regeneration processes of the diesel particulate filter (DPF).
[00083] In an alternative embodiment, the first channel (230) may establish fluid communication with the outlet channel (220) instead of directly connecting to the clean side (400c) of the filter element (400). The first channel (230) may receive filtered fuel either directly from the clean side (400c), from the outlet channel (220), or through a combinatorial arrangement that incorporates both pathways.
[00084] In a particular embodiment, the first channel (230) is oriented substantially horizontally relative to the primary horizontal reference axis of the filter head (200). This horizontal orientation optimizes fluid dynamics for maintaining predetermined pressure parameters while enabling efficient flow characteristics for the functioning of the diesel particulate filter regeneration module (1010). This configuration contributes to the compact design of the filter head (200), thereby reducing its volumetric footprint within constrained engine compartment spaces. Additionally, the horizontal disposition enhances accessibility during assembly and maintenance procedures, while also simplifying manufacturing processes. However, this orientation is merely exemplary, and the present disclosure encompasses any orientation of the first channel (230) without limitation.
[00085] A first fuel flow and pressure controller (700) is operatively disposed within the first channel (230), typically in proximity to the first end (230e1); however, this positioning is not limiting, and the first fuel flow and pressure controller (700) may be located at any point along the first channel (230). The controller (700) is configured to maintain fuel pressure within a predefined operational range of 1–20 bar, preferably between 4–8 bar, which is desirable for the functioning of the diesel particulate filter regeneration module (1010). The first fuel flow and pressure controller (700) may be implemented in various configurations, including a calibrated bleed orifice (710) with specific length-to-diameter ratios ranging from 10 to 300, or alternatively, a piston (722) with an axial biasing member (724), both of which are described in greater detail herein.
[00086] The first fuel flow and pressure controller (700) operates without the need for complex external control mechanisms, achieving pressure regulation through calibrated dimensions that enable automatic maintenance of desired pressure levels. In coordination with a second fuel flow and pressure controller (800), the first fuel flow and pressure controller (700) facilitates multiple operational modes—including full functional, dual functional deaeration, dual functional regeneration, and base functional modes—while supporting deaeration functions. The first fuel flow and pressure controller’s design incorporates error-proofing features, such as a piston with specific length dimensions that physically prevent improper installation, thereby ensuring consistent performance and maintaining system.
[00087] The second channel (240) remains in fluid communication with the first channel (230). The second channel (240) is defined between a proximal terminus, designated as the first end (240e1), and a distal terminus, designated as the second end (240e2). The proximal terminus (240e1) maintains uninterrupted fluid communication with the clean side (400c) of the filter element (400), whereas the distal terminus (240e2) is hermetically sealed by an appropriate occlusion mechanism.
[00088] In one embodiment, the second channel (240) intersects the first channel (230) at a predetermined locus, designated as the junction (210J). In an additional embodiment, the second channel (240) is predominantly oriented vertically within the architecture of the filter head (200) and may be substantially orthogonal to the horizontal axis of the filter head (200). However, this vertical orientation is merely exemplary, and the present disclosure encompasses any orientation of the second channel (240) without limitation.
[00089] The second fuel flow and pressure controller (800) is disposed within the second channel (240) of the filter head (200) and operates in coordinated conjunction with the first fuel flow and pressure controller (700) to maintain pressure within the fuel filter assembly (100). The first and second fuel flow and pressure controllers (700, 800) is configured to perform functions including maintaining fuel pressure within a predefined operational range (1–20 bar, preferably 4–8 bar) and enabling efficient deaeration of the filter assembly.
[00090] The second fuel flow and pressure controller (800), like the first fuel flow and pressure controller (700), may be implemented in various configurations, including, but not limited to, a calibrated bleed orifice (820) with specific length-to-diameter ratios ranging from 10 to 300, or alternatively, a piston (822) with an axial biasing member (824), both of which are described in greater detail hereinbelow.
[00091] The provision of the first and second fuel flow and pressure controllers (700, 800) enables transitions between operational modes based on pressure conditions and system requirements. The aforementioned functionalities of the two controllers (700, 800) support the filter assembly’s ability to perform multiple operations—including filtration, deaeration, and diesel particulate filter regeneration—while maintaining system integrity and ensuring optimal performance under varying operational conditions.
[00092] The first and second fuel flow and pressure controllers (700, 800) operate in synchronized coordination to establish and maintain fuel pressure within the range of 1 to 20 bar, thereby facilitating the desired functionality of the diesel particulate filter regeneration module (1010) and, consequently, enabling effective regeneration of the diesel particulate filter.
[00093] In accordance with a specifically delineated embodiment contemplated within the scope of the present disclosure, a pressure differential in the range of 1 to 20 bar—or, more narrowly, in the range of 4 to 8 bar—is maintained within the first channel (230), which is operatively coupled to and maintains selective fluid communication with the diesel particulate filter regeneration module (1010).
[00094] During a non-regenerative operational configuration, a valve mechanism (1012)—which may be embodied as either a manually actuated or an automatically controlled valve—is operatively positioned between the conduit extending from the filter head (200), specifically from the outlet terminus (230e2) of the first channel (230), and the diesel particulate filter regeneration module (1010). In this configuration, the valve mechanism (1012) is maintained in a deactivated (closed) state. Conversely, when regeneration is required, the valve mechanism (1012) transitions to an open position, thereby allowing pressurized fuel from the first channel (230) to flow into the diesel particulate filter regeneration module (1010).
[00095] In accordance with one embodiment, the filter head (200) comprises an integrated, monolithic, single-piece body (200b) that incorporates the inlet channel (210), outlet channel (220), first channel (230), second channel (240), and return line (260). This unitary construction eliminates superfluous connection junctures, interface points, and joining mechanisms that would otherwise require additional sealing components. The integrated design reduces potential fluid leakage pathways, thereby enhancing operational reliability, lowering maintenance requirements, and mitigating performance degradation caused by fluid loss through compromised connection interfaces. The single-piece construction also provides structural integrity advantages and facilitates more efficient manufacturing processes and quality control verification procedures.
[00096] In accordance with one embodiment, the filter head (200) is configured with inherent adaptability to facilitate transitions between distinct operational modalities based on prevailing pressure conditions within the assembly. These transitions may occur autonomously through self-regulating mechanisms or through deliberate manual intervention. This transitional capability operates independently of external control apparatuses, thereby eliminating the need for supplementary external mechanisms, electronic interfaces, or ancillary regulatory systems. The pressure-responsive design architecture enables the filter head (200) to detect and respond to pressure fluctuations, reconfiguring its operational parameters to optimize performance under varying conditions, thereby enhancing system efficiency while reducing complexity, maintenance requirements, and potential failure points.
[00097] In accordance with one embodiment, the filter head (200) consolidates and integrates multiple discrete functional operations within a single compact assembly, thereby achieving a substantial reduction in volumetric dimensions and spatial requirements within the constrained confines of an engine compartment.
[00098] In particular embodiments, the installation volume is reduced by a minimum threshold of thirty percent (30%) compared to conventional disaggregated components performing functionally equivalent operations. This spatial optimization is achieved through the integration of filtration, deaeration, and pressure regulation functionalities within a unified structural entity, thereby eliminating redundant housings, connection interfaces, and peripheral components that would otherwise occupy valuable space within increasingly constrained modern engine compartments. The resulting spatial efficiency enhances design flexibility for vehicle manufacturers, reduces material requirements, simplifies installation procedures, and potentially improves maintenance accessibility—all without compromising functional performance parameters.
[00099] In furtherance of the embodiments, the filter head (200) enables expeditious replacement of the filter element without the need for specialized tools or implements, while preserving the calibration integrity of the first and second fuel flow and pressure controllers (700, 800). This tool-free replacement methodology reduces maintenance complexity and time requirements, while ensuring consistent post-maintenance performance parameters. Additionally, the filter head (200) incorporates advanced self-priming functionality that automatically evacuates entrapped air from the system following filter element replacement, thereby eliminating the need for manual intervention, bleeding procedures, or supplementary priming operations typically associated with conventional systems. The self-priming capability functions through the coordinated operation of the first and second fuel flow and pressure controllers (700, 800), which autonomously detect and respond to the presence of air within the system, facilitating its removal through precision-configured channels and controlled pressure differentials. This comprehensive maintenance-oriented approach enhances serviceability, minimizes the potential for improper installation, reduces system downtime, and ensures the immediate restoration of optimal operational parameters following routine maintenance procedures.
[000100] The air, whether already separated or in the process of being separated, is allowed to pass through the return line into the fuel tank, wherein both the fuel from the first channel (230) and the air are returned to the fuel tank via the return line. The fuel tank may be equipped with a deaeration mechanism—such as an orifice or aperture provided with a valve—configured to remove or expel the air from the tank. Thus, the air separated from the fuel in the filter assembly is expelled out.
[000101] In accordance with one embodiment, the first fuel flow and pressure controller (700) incorporates a bleed orifice (710), as illustrated in FIG. 5E and FIG. 5I. The bleed orifice (710) comprises a body (710b) having an outer diameter substantially corresponding to that of the first channel (230), thereby enabling installation via an interference fit. The bleed orifice (710) may also be installed or secured within the first channel (230) by any other suitable method, including but not limited to threading, bayonet fit, snap fit, or combinations thereof. The body (710b) extends between a first end (710e1) and a second end (710e2), wherein the second end (710e2) may exhibit either a planar or concave geometry. The cross-sectional configuration of the body (710b) corresponds to that of the first channel (230), facilitating secure installation. A through-hole (710o) extends through the body (710b) along its longitudinal axis and constitutes a functional element of the bleed orifice (710).
[000102] In a particular implementation, the first channel (230) may incorporate a seat (230s) against which the second end (710e2) of the bleed orifice (710) abuts, thereby restricting further longitudinal displacement within the first channel (230). Alternatively, the bleed orifice (710) may include engagement features configured to interact with complementary structures within the first channel (230), thereby enhancing retention.
[000103] In accordance with one embodiment, the through-hole (710o) is defined by specific dimensional parameters. The through-hole (710o) exhibits a cross-sectional dimension between 0.1 mm and 3 mm, with a longitudinal length ranging from 1 mm to 30 mm, resulting in a length-to-diameter ratio between 10 and 300. These calibrated dimensions enable the desired fuel flow while maintaining pressure within the operational range of 1 to 20 bar. The specified ratio effectively regulates fuel flow parameters for the functionality of the diesel particulate filter regeneration module (1010), without the need for complex mechanical or electronic control mechanisms.
[000104] In an alternative embodiment, the first fuel flow and pressure controller (700) comprises a mechanism in place of the bleed orifice (710). This mechanism may be incorporated within the first channel (230) in a manner similar to that of the bleed orifice (710). The mechanism includes a bleed orifice (710), as described hereinabove with reference to the preceding embodiment.
[000105] In accordance with an embodiment, the bleed orifice (710)—previously described in detail—is not recited herein in its entirety, and only aspects relevant to the present embodiment are summarized. The bleed orifice (710) comprises a body configured for secure installation within the first channel (230), either via interference fit or by alternative means such as threading, bayonet fit, snap fit, or combinations thereof. The body extends between a first end (710e1) and a second end (710e2), which may exhibit planar or concave geometry, and may abut a seat (230s) or engage with complementary retention features in the first channel (230) to restrict longitudinal displacement. A through-hole (710o) traverses the body along its longitudinal axis and serves as the functional element for bleed fuel flow. The through-hole (710o) features a cross-sectional dimension of 0.1 mm to 3 mm and a longitudinal length of 1 mm to 30 mm, resulting in a length-to-diameter ratio of 10 to 300. These calibrated dimensions regulate fuel flow while maintaining system pressure within the operational range of 1 to 20 bar, thereby supporting diesel particulate filter regeneration without requiring complex control mechanisms.
[000106] The mechanism further incorporates a piston (722), comprising an elongated shaft (722s) with a proximal terminus and an opposing distal terminus. The shaft (722s) features a flared configuration at one end, hereinafter designated as the flared end (722e). The piston (722) is operatively disposed within the first channel (230) and configured for longitudinal displacement along the coincident axes of the first channel (230) and the piston (722). In its operational configuration, the flared end (722e) abuts and occludes the distal end (710e2) of the bleed orifice (710), thereby establishing a hermetic seal that prevents the passage of both fuel and entrained air.
[000107] A biasing member (724) is interposed on the shaft (722s) within the spatial region between the flared end (722e) and the structural seat (230s) integrally formed on the interior surface of the first channel (230). The biasing member (724) is configured to exert a calibrated restorative force on the flared end (722e), urging it against the distal end (710e2) of the bleed orifice (710) with sufficient magnitude to maintain fluid pressure within a predetermined operational range of 1 to 20 bar, thereby supporting the functionality of diesel particulate filter regeneration. Additionally, the biasing member (724) is adapted to permit controlled deaeration of the filter assembly through selective displacement under defined pressure differential conditions.
[000108] In accordance with an embodiment, a flow obstruction element (726) is disposed in the region between the flared end (722e) of the piston (722) and the second end (710e2) of the bleed orifice (710). The flow obstruction element (726) is configured to enhance the sealing capability of the first fuel flow and pressure controller (700) during normal operation, while allowing controlled air release during deaeration. This dual-function mechanism facilitates both pressure maintenance and air evacuation without requiring external control apparatuses.
[000109] In accordance with an embodiment, the second fuel flow and pressure controller (800) comprises a bleed orifice (820) incorporated within the second channel (240), wherein the bleed orifice (820) is characterized by a proximal end and a distal end. The bleed orifice (820) may be disposed within the second channel (240) by interference fit or by any other suitable method, including but not limited to threading, bayonet fit, snap fit, or combinations thereof.
[000110] In accordance with another embodiment, the second fuel flow and pressure controller (800) comprises a bleed orifice (820) incorporated within the second channel (240), wherein the bleed orifice (820) is characterized by a proximal end and a distal end. The second fuel flow and pressure controller (800) further comprises a piston (822) featuring a flared end (822e) and an integral shaft (822s), wherein the piston (822) is operatively disposed within the second channel (240). The flared end (822e) is configured to abut and occlude the distal end of the bleed orifice (820), thereby establishing a pressure-responsive sealing interface.
[000111] Additionally, the second fuel flow and pressure controller (800) incorporates a biasing member (824), positioned in relation to the shaft (822s) in the spatial region delineated by the flared end (822e) and a structural seat (240s) integrally formed on the interior surface of the second channel (240). The biasing member (824) is configured to exert a calibrated restorative force upon the flared end (822e) of the piston (822), urging it against the distal end of the bleed orifice (820) with sufficient magnitude to maintain fluid pressure within a predetermined operational range of 1 bar to 20 bar. This pressure regulation facilitates the functionality of diesel particulate filter regeneration operations, while also enabling filter assembly deaeration in coordinated conjunction with the first fuel flow and pressure controller (700).
[000112] In accordance with a further embodiment, a flow obstruction element (826) is disposed in the spatial region between the flared end (822e) of the piston (822) and a secondary seat (240s2) integrally formed on the interior surface of the second channel (240). The flow obstruction element (826) is configured to enhance the sealing capability of the second fuel flow and pressure controller (800) during normal operational conditions, while enabling controlled air release during deaeration processes. This configuration effectuates a dual-functionality mechanism that accommodates both pressure maintenance and air evacuation without requiring external control apparatuses.
[000113] In accordance with yet another embodiment contemplated within the scope of the present disclosure, the bleed orifice (820) is characterized by a length-to-diameter ratio within the range of 10 to 300, wherein said ratio is specifically calibrated to operate in coordinated conjunction with the first fuel flow and pressure controller (700) to maintain fuel pressure within the second channel (240) in the predetermined operational range of 1 bar to 20 bar, while also facilitating efficient deaeration of the filter assembly under varying operational conditions.
[000114] In a further embodiment contemplated herein, the bleed orifice (820) has specific dimensional parameters, including a cross-sectional dimension of 0.1 mm to 3 mm and a longitudinal dimension of 1 mm to 30 mm along its principal axis. These calibrated dimensions maintain pressure within the second channel (240) within the predetermined operational range of 1 bar to 20 bar, while enabling efficient deaeration of the filter assembly, thereby providing dual functionality of pressure regulation and air evacuation. The bleed orifice (820) is structurally and functionally similar to the bleed orifice (710).
[000115] In an additional embodiment, the biasing member (724, 824) comprises a spring mechanism that exerts a calibrated restorative force upon the pistons (722, 822), wherein the force is configured to maintain fuel pressure within the predetermined operational range of 1 bar to 20 bar, while enabling controlled air release under varying system conditions. The spring mechanism is characterized by specific elastic properties and dimensional parameters that facilitate automatic transition between pressure maintenance and deaeration functions, without the need for external control mechanisms, electronic interfaces, or ancillary regulatory systems.
[000116] This self-regulating capability of the axial biasing member (724, 824) contributes substantially to the simplified architecture of the fuel filter assembly (100), thereby reducing system complexity, minimizing potential failure points, and enhancing operational reliability across diverse scenarios. Furthermore, calibration ensures consistent performance throughout the operational lifecycle of the fuel filter assembly (100), maintaining the desired pressure parameters while accommodating transient air evacuation requirements as dictated by prevailing system conditions.
[000117] In yet another embodiment, the first and second fuel flow and pressure controllers (700, 800) are independently calibrated to function in a synchronized and coordinated operational manner, thereby effectuating filtration, deaeration, and pressure regulation within the singular integrated fuel filter assembly (100). This independent calibration ensures optimal performance of each controller while enabling complementary functionality during conjunctive operation, thereby facilitating multiple operational modes without the need for extraneous components or supplementary regulatory mechanisms.
[000118] In a further embodiment, the pistons (722, 822) are each characterized by specific longitudinal dimensions configured to preclude reverse installation within their respective first and second channels (230, 240), wherein each of the channels (230, 240) further incorporates corresponding dimensional constraints that collectively establish a physical prevention mechanism against improper installation. This dimensional specificity and interdependency constitute an integrated error-proofing feature that ensures correct operational orientation during both initial assembly and subsequent maintenance procedures, thereby eliminating potential system malfunction attributable to incorrect component placement, without requiring specialized tools, visual indicators, or supplementary verification procedures.
[000119] This passive error-prevention mechanism enhances system reliability and mitigates the risk of performance degradation attributable to improper component installation or orientation throughout the operational lifecycle of the assembly.
[000120] In accordance with a particular embodiment of the present disclosure, the second channel (240) comprises a graduated diametric configuration with three distinct regions: a lower terminal region having a first diameter (d1), an intermediate region having a second diameter (d2) exceeding the first diameter (d1), and an upper region having a third diameter (d3) exceeding the second diameter (d2). This graduated configuration establishes discrete volumetric zones that optimize fluid dynamics during various operational modes.
[000121] The second channel (240) further incorporates a blind nut (250) positioned at its upper terminus, comprising a guiding bore (252) defining a structural seat (240s1), and an integral bore or barrel structure (254) configured to accommodate and guide the upper terminus of the piston shaft (822s) during longitudinal displacement.
[000122] Furthermore, the second channel (240) maintains continuous fluid communication between its lower terminus and the clean side (400c) of the filter element (400), thereby establishing a direct pathway for filtered fuel and entrained air. The aforementioned varying diameters are configured to optimize fluid dynamics during both pressure regulation and deaeration operations, creating controlled flow characteristics that enhance system performance under diverse operational conditions.
[000123] The blind nut (250), with its integral barrel structure (254), maintains axial alignment of the piston shaft (822s) during pressure fluctuations, thereby preventing fluid leakage and ensuring consistent performance throughout the operational lifecycle. This integrated configuration enables multiple functionalities without supplementary components, thereby reducing system complexity, minimizing potential failure points, and enhancing both manufacturing efficiency and economic viability.
[000124] In an additional embodiment, the calibrated diametric graduation of the second channel (240) creates distinct pressure zones that substantially enhance the separation of entrained air from filtered fuel during deaeration, while maintaining the required pressure characteristics during regulation operations. This configuration facilitates controlled turbulence and velocity differentials at specific locations, promoting air bubble coalescence and subsequent separation from the fuel medium.
[000125] This fluid dynamic architecture enables efficient air evacuation without compromising the pressure maintenance parameters required for diesel particulate filter regeneration functionality, thereby achieving dual operational objectives within a singular integrated structural entity.
[000126] In accordance with one embodiment, the body (200b) of the filter head (200) is fabricated from a singular material selected from a group comprising stainless steel, aluminum, aluminum alloys, cast iron, plastic, and combinations thereof. These materials are selected based on specific physical and chemical properties that facilitate optimal performance characteristics, including, but not limited to, mechanical strength, corrosion resistance, thermal stability, manufacturing feasibility, and economic viability.
[000127] The material selection substantially influences the structural integrity, operational longevity, and overall reliability of the filter head (200) when subjected to the operational conditions inherent in diesel engine environments, including exposure to varying pressures, temperatures, and potentially corrosive fuel compositions. Furthermore, the unitary material construction methodology contributes to the integrated, monolithic, singular-piece body design paradigm, enhancing manufacturing efficiency while reducing potential failure points attributable to material interfaces or dissimilar material junctions.
[000128] In accordance with one embodiment of the present disclosure, the body (200b) comprises a mounting bracket (900) disposed relative to a filter head plate (910). The mounting bracket (900) may include reinforcing ribs that enhance the structural integrity and mechanical stability of the filter head (200) during operation. The bracket further comprises mounting apertures (930), positioned to facilitate secure attachment of the fuel filter assembly (100) to an engine block, vehicle chassis structure, or vehicle body component. This configuration enables versatile installation in accordance with the spatial constraints and mounting requirements of diverse vehicular applications.
[000129] In accordance with an embodiment of the present disclosure, a method of operating the previously described fuel filter assembly (100) for a diesel engine (1008) is provided, which facilitates optimal fuel management through a sequence of operations.
[000130] The method includes the step of pumping unfiltered fuel from the fuel tank (1002) into the fuel filter assembly (100), whereby the fuel traverses through an inlet channel (210) to the dirty side (400d) of a filter element (400). Upon entry, the unfiltered fuel undergoes filtration through a filter medium (410), wherein contaminants are segregated and retained on the dirty side (400d), producing filtered fuel that passes to the clean side (400c) of the filter element (400).
[000131] Following filtration, a primary portion of the filtered fuel is directed from the clean side (400c) through an outlet channel (220) to the diesel engine (1008) via a second fuel pump (1006), thereby establishing the principal fuel supply pathway. Concurrently, the method implements pressure regulation within the filter head (200), maintaining parameters within a predetermined operational range of 1 bar to 20 bar, preferably 4 bar to 8 bar. This regulation is achieved through the coordinated operation of the first fuel flow and pressure controller (700), disposed within the first channel (230) proximate to its first end (230e1), and the second fuel flow and pressure controller (800), positioned within the second channel (240).
[000132] The method further encompasses, as required, directing a secondary portion of the filtered fuel to a diesel particulate filter (DPF) regeneration module (1010) by injecting it through the second end (230e2) of the first channel (230) when operational conditions necessitate DPF regeneration. During non-regenerative phases, excess filtered fuel returns to the fuel tank (1002) through a fuel tank return line (1014), which maintains fluid communication with the first end (230e1) of the first channel (230).
[000133] An aspect of the method involves removing entrapped air from the filter head (200) through a sequential process. Air which may get accumulated in the upper region of the clean side (400c) enters the second channel (240) via its first end (240e1). When fuel or fuel-air pressure exceeds a predetermined threshold, the flow obstruction element (826) and piston (822) are displaced against the resistive force of an axial biasing member (824), wherein the air is then passed into the fuel return line and into the fuel tank, from where the air is vented. Subsequently, the flow obstruction element (826) and piston (822) automatically reseat following air evacuation, reestablishing system pressure integrity. The deaeration may alternatively be effectuated with only a bleed orifice (820) present, instead of the orifice–piston mechanism.
[000134] The method incorporates the dynamic transitional capability between operational modes as previously described, which may be effectuated either manually or automatically in response to system requirements. These modes comprise: a full functional mode, a dual-functional deaeration mode, a dual-functional regeneration mode, and a base functional mode.
[000135] Notably, the method achieves fuel pressure regulation without external control mechanisms, through calibrated bleed orifices (710, 820), with length-to-diameter ratios maintained within a range of 10 to 300, as detailed herein above.
[000136] The method described herein is implemented within the fuel management system (1000) for a diesel engine (1008), as previously described. As detailed therein, the system integrates the fuel filter assembly (100) within a fuel circulation architecture comprising the fuel tank (1002), first and second fuel pumps (1004, 1006), diesel particulate filter regeneration module (1010), and vehicle exhaust (1020).
[000137] A connectivity architecture enables the fuel filter assembly (100) to execute filtration, deaeration, and support diesel particulate filter regeneration through the specific fluid communication pathways established between the first channel (230) and both the fuel tank return line (1014) and the diesel particulate filter regeneration module (1010). This integrated approach enhances system efficiency while optimizing spatial requirements within the constrained confines of modern engine compartments.
[000138] The fuel filter assembly (100) further incorporates a pressure sensor (2002), disposed within the filter head (200), configured to continuously or intermittently measure pressure parameters within the first channel (230). Additionally, a flow sensor (2004) is operatively positioned within the filter head (200) to quantify fuel flow characteristics through the first channel (230).
[000139] A controller (2006) maintains bidirectional data communication with the pressure sensor, flow sensor, and valve mechanism (1012), receiving electronic signals from the sensors, processing them according to predetermined algorithmic protocols, and transmitting the processed signals to the vehicle’s electronic control unit. This integrated sensing architecture enables real-time monitoring of system parameters and facilitates adaptive system responses to varying operational conditions, thereby enhancing overall system performance and reliability.

[000140] The fuel filter assembly (100) operates in four distinct modes: full functional mode (deaeration, filtration, and regeneration support); dual-functional deaeration mode (deaeration and filtration only); dual-functional regeneration mode (filtration and regeneration support only); and base functional mode (filtration only). The assembly autonomously transitions between these operational modes based on prevailing pressure conditions and regeneration requirements.
[000141] As described in the foregoing description, the filter element (400) may be embodied in various specific configurations, including but not limited to a replaceable cartridge and a spin-on type, as detailed herein below.
[000142] The spin-on configuration integrates the filter element (400) and housing (300) as a single unit that threads directly onto the filter head (200). This design includes an internal filtration medium, an anti-drain back valve, and bypass mechanisms in a self-contained package that simplifies maintenance and reduces installation errors.
[000143] Both configurations are designed to maintain the pressure and flow characteristics required for the functioning of the first and second fuel flow and pressure controllers (700, 800). This consistency is achieved through specific dimensional tolerances, materials, and structural designs that ensure filtration efficiency, deaeration capability, and pressure regulation.
[000144] This performance consistency across configurations is critical for modern diesel engines with particulate filter regeneration systems, where flow irregularities could compromise emission control effectiveness. Either configuration enables the fuel filter assembly (100) to perform multiple functions while maintaining parameters essential for optimal engine performance and emissions compliance.
[000145] In accordance with a further embodiment contemplated within the scope of the present disclosure, a method of manufacturing the fuel filter assembly (100) is provided, wherein the method encompasses a sequential progression of fabrication operations and assembly procedures that collectively effectuate the production of the integrated assembly. The manufacturing methodology commences with the provision of a blank of material specifically selected from a group consisting of aluminum, aluminum alloy, stainless steel, cast iron, plastic, and combinations thereof, wherein the material selection is predicated upon considerations including mechanical strength requirements, corrosion resistance parameters, thermal stability characteristics, manufacturing feasibility criteria, and economic viability factors.
[000146] Subsequent to material selection and procurement, the method proceeds with a primary machining operation performed upon the blank to obtain the requisite external geometric configuration of the filter head body (200b), thereby yielding a machined blank having the predetermined external dimensions and superficial features. Following the initial machining procedure, the method incorporates a boring operation specifically focused on the creation of the inlet channel (210) and the outlet channel (220) within the machined blank, thereby effectuating the formation of primary fluid pathways and yielding a bored blank characterized by the presence of the channels.
[000147] The manufacturing methodology subsequently advances to a precision machining operation, wherein the first channel (230) and the second channel (240) are created within the bored blank through high-precision machining protocols, thereby yielding a machined blank featuring the complete complement of channels essential for the multifunctional operation of the filter assembly. The aforementioned precision machining operation employs specialized tooling and stringent dimensional control methodologies to ensure that the geometric parameters and surface characteristics of the channels conform to design specifications essential for optimal fluid dynamics and pressure regulation.
[000148] Upon completion of the channel formation operations, the method progresses to the installation of the first fuel flow and pressure controller (700) and the second fuel flow and pressure controller (800) within their respective channels. The installation incorporates calibrated biasing members that have been configured to exert predetermined restorative forces essential for pressure regulation and deaeration functionality. The final manufacturing sequence comprises the attachment of the filter housing to the filter head through appropriate joining methodologies, which may include threaded engagement, mechanical fastening, or alternative connection technologies, as determined by specific design requirements and operational parameters. The completed fuel filter assembly (100), manufactured in accordance with the aforementioned methodology, exhibits the integrated functionality and performance characteristics delineated in preceding embodiments.
[000149] In another embodiment, the fuel filter assembly (100) comprises a filter head (200) specifically designed to enable quick replacement of the filter element (400) without specialized tools, while maintaining the calibration integrity of the first and second fuel flow and pressure controllers (700, 800). This tool-free replacement capability incorporates quick-release mechanisms, ergonomic features, and self-aligning components that permit manual disengagement and reattachment without the use of wrenches, sockets, or other mechanical implements commonly required for conventional filter maintenance.
[000150] The filter head (200) configuration ensures that removing and reinstalling the filter element (400) does not displace, adjust, or alter the calibration parameters of the pressure-cum-flow control devices, thereby preserving system performance consistency through successive maintenance cycles without requiring recalibration, adjustment, or verification procedures. This simplified maintenance design reduces service complexity, decreases maintenance time requirements, minimizes improper installation risks, and ensures immediate restoration of optimal operational parameters following routine filter element replacement.
[000151] The tool-free replacement functionality is implemented through three distinct mechanisms, but is not limited to these examples.
[000152] First, a bayonet-style coupling mechanism between the filter housing (300) and the filter head (200) comprises circumferentially arranged protrusions extending from the filter housing (300) that engage with L-shaped slots in the filter head (200). Replacement requires applying pressure against a spring-loaded retention mechanism while rotating the housing one-quarter turn counterclockwise, enabling vertical separation. Reinstallation follows the reverse procedure, with tactile or audible feedback confirming sealing. The fuel flow and pressure controllers (700, 800) remain undisturbed, preserving calibration integrity.
[000153] Second, a cam-actuated clamping mechanism features a pivotally mounted lever connected to a circumferential clamping band. Lever tension creates uniform pressure forming a hermetic seal between the filter housing (300) and the filter head (200). Disengagement occurs by rotating the lever to release pressure. Self-centering tapered alignment surfaces ensure proper reinstallation without disturbing internal control devices.
[000154] Third, a threaded collar mechanism with large-pitch threads and ergonomic gripping surfaces connects the filter housing (300) to the filter head (200). A split design with an over-center locking mechanism enables rapid disengagement. Internal O-rings maintain system integrity, while rotation stops prevent over-tightening, ensuring consistent sealing force and isolating fluid control elements from mechanical stresses during maintenance.
FILTER HEAD CONFIGURATION & OPERATION
[000155] The filter head (200) for a fuel filter assembly (100) is designed with multiple operational configurations that enable concurrent filtration, deaeration, and diesel particulate filter (DPF) regeneration support. The design comprises a body (200b) incorporating integrated channels including an inlet channel (210), outlet channel (220), first channel (230), second channel (240), and return line (260). Central to the assembly's functionality are the first and second fuel flow and pressure controllers (700, 800) which maintain pressure parameters within predefined operational ranges necessary for DPF regeneration functionality.
CONFIGURATION MATRIX
Configuration 230 240
A Simple Bleed Orifice (710) Simple Bleed Orifice (820)
B Simple Bleed Orifice (710) Piston Mechanism with Bleed Orifice (820), Piston (822), and axial biasing member (824)
C Piston Mechanism with Bleed Orifice (710), Piston (722), and axial biasing member (724) Simple Bleed Orifice (820)
D Piston Mechanism with Bleed Orifice (710), Piston (722), and axial biasing member (724) Piston Mechanism with Bleed Orifice (820), Piston (822), and axial biasing member (824)
[000156] Configurations A through D represent alternative embodiments of the present disclosure, each capable of addressing the challenges encountered in conventional fuel filtration systems. Any one of these configurations may be implemented to maintain fuel pressure within the range (1-20 bar, preferably 4-8 bar) required for DPF regeneration while addressing air entrainment challenges during filter element replacement, regular operation, and initial system priming.
OPERATIONAL MODES
Mode Description Active Components Activation Condition
Full Functional Filtration, DPF regeneration, and deaeration Both controllers active, valve mechanism (1012) open High DPF back pressure with air entrainment
Dual Functional Deaeration Filtration and deaeration without DPF regeneration Both controllers active, valve mechanism (1012) closed Air entrainment detected, no DPF regeneration needed
Dual Functional Regeneration Filtration and DPF regeneration without deaeration Both controllers active, minimal second controller function High DPF back pressure without air entrainment
Base Functional Filtration only Minimal controller activity Normal operation without air entrainment or DPF regeneration need
[000157] The fuel filter assembly (100) is configured to transition between operational modes based on pressure conditions without external controls. This adaptability is achieved through calibrated dimensional specifications that create controlled flow characteristics responding to varying operational demands. The integrated design reduces spatial requirements by at least 30% compared to conventional systems, while the self-priming functionality automatically removes entrapped air following filter replacement without manual intervention.
[000158] In conclusion, the filter head represents an advancement through its integration of multiple functionalities within a compact assembly. The configurations (A-D) enable optimal performance across different scenarios while maintaining pressure control for DPF regeneration, enhancing operational reliability and economic viability compared to conventional disaggregated systems.

TECHNICAL ADVANCEMENTS OF THE PRESENT DISCLOSURE
Technical Advancements Description
Integration of Multiple Functionalities Combines filtration, deaeration, and DPF regeneration in a singular compact assembly, eliminating separate components.
Passive Pressure Regulation Achieves pressure control through calibrated bleed orifices (ratio 10-300), maintaining 4-8 bar range without electronic controls.
Autonomous Mode Transitioning Self-transitions between operational modes based on pressure conditions without external control mechanisms.
Advanced Self-Priming Automatically evacuates entrapped air after filter replacement, eliminating manual bleeding procedures.
Error-Proof Design Incorporates pistons with specific dimensions that prevent reverse installation, ensuring proper assembly.
Optimized Fluid Dynamics Features graduated diametric configurations creating distinct pressure zones enhancing air separation and regeneration.
Single-Piece Body Eliminates connection junctures, reducing potential leak pathways while enhancing structural integrity.

Economic Advancements Description
Spatial Optimization Reduces volumetric footprint by at least 30% compared to conventional components, decreasing material requirements.
Component Consolidation Replaces multiple discrete components with a single integrated assembly, simplifying supply chain logistics.
Reduced Maintenance Complexity Enables tool-free filter replacement and eliminates manual air removal, reducing service time and downtime.
Enhanced Operational Reliability Minimizes maintenance-induced failures through error-proofing features, reducing warranty claims.
Improved Emission Control Maintains optimal pressure conditions for DPF regeneration, enhancing compliance with regulations.
Integrated Monitoring Eliminates separate monitoring solutions, enabling real-time information transmission for predictive maintenance.
Extended Component Lifespan Ensures consistent pressure parameters, increasing longevity of both the filter assembly and downstream components. , Claims:We claim:
1. A fuel filter assembly (100) comprising:
o a filter head (200) having a body (200b); and
o a filter housing (300) coupled to the filter head (200), the filter housing (300) accommodating a filter element (400) therewithin;
wherein the body (200b) comprises:
• an inlet channel (210) configured to deliver unfiltered fuel to a dirty side (400d) of the filter element (400);
• an outlet channel (220) configured to discharge filtered fuel from a clean side (400c) of the filter element (400);
• a first channel (230) connected to the clean side (400c) of the filter element (400), the first channel (230) comprising:
 a first end (230e1) connectable to a fuel tank return line (1014); and
 a second end (230e2) connectable to a diesel particulate filter (DPF) regeneration module (1010) for supplying filtered fuel therethrough;
• a first fuel flow and pressure controller (700) disposed within the first channel (230), in proximity to the first end (230e1);
• a second channel (240) connected to the first channel (230), the second channel (240) comprising:
 a first end (240e1) connected to the clean side (400c) of the filter element (400); and
 a closed second end (240e2);
• a second fuel flow and pressure controller (800) disposed within the second channel (240);
• wherein the first and second fuel flow and pressure controllers (700, 800) are configured to maintain fuel pressure to facilitate operation of the diesel particulate filter regeneration module (1010) and enable regeneration of the diesel particulate filter;
• and wherein the fuel filter assembly (100) is configured to perform filtration, deaeration, and support for diesel particulate filter regeneration.
2. The fuel filter assembly (100) as claimed in claim 1,
wherein the filter head (200) is configured to maintain a pressure within the first channel (230) in the range of 1 bar to 20 bar to facilitate operation of the diesel particulate filter regeneration module (1010); or
wherein the filter head (200) is configured to maintain a pressure within the first channel (230) in the range of 4 bar to 8 bar to facilitate operation of the diesel particulate filter regeneration module (1010).
3. The fuel filter assembly (100) as claimed in claim 1,
o wherein the first fuel flow and pressure controller (700) comprises a bleed orifice (710) having a length-to-diameter ratio in the range of 10 to 300, the ratio being configured to control fuel flow and maintain the pressure required for diesel particulate filter regeneration operation without the need for complex mechanical or electronic control;
or
o wherein the first fuel flow and pressure controller (700) comprises:
• a bleed orifice (710) having:
 a cross-sectional dimension in the range of 0.1 mm to 3 mm; and
 a length dimension along a longitudinal axis in the range of 1 mm to 30 mm;
o wherein the cross-sectional and length dimensions of the bleed orifice (710) are calibrated to achieve the fuel flow and maintain pressure in the range of 1 bar to 20 bar for diesel particulate filter regeneration.
4. The fuel filter assembly (100) as claimed in claim 1, wherein the first fuel flow and pressure controller (700) comprising:
o wherein the first fuel flow and pressure controller (700) comprises:
• a bleed orifice (710), incorporated within the first channel (230), the bleed orifice (710) having a proximal end (710e1) and a distal end (710e2);
• a piston (722) having a flared end (722e) and a shaft (722s), the piston (722) being disposed within and longitudinally displaceable along the first channel (230), the flared end (722e) abutting and covering the distal end (710e2) of the bleed orifice (710); and
• an axial biasing member (724) positioned on the shaft (722s), between the flared end (722e) and a seat (230s) formed on an inner surface of the first channel (230), the biasing member (724) being configured to urge the flared end (722e) against the distal end (710e2) of the bleed orifice (710) with a force.
5. The fuel filter assembly (100) as claimed in claim 1, wherein the second fuel flow and pressure controller (800) comprises:
o a bleed orifice (820), disposed within the second channel (240), the bleed orifice (820) having a proximal end and a distal end;
o a piston (822) having a flared end (822e) and a shaft (822s), the piston (822) being disposed within the second channel (240), the flared end (822e) abutting and covering the distal end of the bleed orifice (820); and
o an axial biasing member (824), positioned on the shaft (822s) between the flared end (822e) and a seat (240s2) formed on an inner surface of the second channel (240), the biasing member (824) being configured to urge the flared end (822e) of the piston (822) against the distal end of the bleed orifice (820) with a force.
6. The fuel filter assembly (100) as claimed in claim 5,
o wherein a flow obstruction element (826) is disposed between the flared end (822e) of the piston (822) and the seat (240s2), wherein the flow obstruction element (826) being configured to enhance the sealing during normal operation, while enabling controlled air release during deaeration;
or
o wherein the bleed orifice (820) has a length-to-diameter ratio in the range of 10 to 300, the ratio being selected to operate in conjunction with the first fuel flow and pressure controller (700) to maintain fuel pressure in the range of 1 bar to 20 bar and to enable efficient deaeration of the filter assembly;
or
o wherein the bleed orifice (820) comprises:
• a cross-sectional dimension in the range of 0.1 mm to 3 mm; and
• a length dimension along a longitudinal axis in the range of 1 mm to 30 mm;
• wherein the cross-sectional and length dimensions of the bleed orifice (820) are selected to maintain pressure in the range of 1 bar to 20 bar and to enable efficient deaeration of the filter assembly.
7. The fuel filter assembly (100) as claimed in claim 4 or claim 5, wherein the axial biasing members (724, 824) comprise a spring configured to exert a calibrated restorative force upon the pistons (722, 822) to maintain fuel pressure in the range of 1 bar to 20 bar and to enable controlled air release, thereby allowing seamless transition between pressure maintenance and deaeration functions without external control.
8. The fuel filter assembly (100) as claimed in claim 1,
wherein the first and second fuel flow and pressure controllers (700, 800) are collectively configured to maintain a fuel pressure in the range of 4 bar to 8 bar and to remove air from the filter head (200) during and after installation or replacement of the filter element (400), and during engine operation;
or
wherein the body (200b) is made of a material selected from the group consisting of stainless steel, aluminum, aluminum alloys, cast iron, plastic, and combinations thereof;
or
wherein the body (200b) comprises a mounting bracket (900) disposed relative to a filter head plate (910), the mounting bracket (900) featuring reinforcing ribs configured to maintain structural stability of the filter head (200), and multiple mounting apertures (930) configured to enable mounting of the fuel filter assembly (100) to an engine, chassis, or vehicle body;
or
wherein the filter head (200) comprises an integrated single-piece body (200b) incorporating the inlet channel (210), the outlet channel (220), the first channel (230), and the second channel (240) thereby eliminating connection points and reducing leak paths;
or
wherein the filter head (200) is configured to transition, either automatically or manually, between different operational modes based on pressure conditions within the assembly, without requiring external control mechanisms;
or
wherein the first fuel flow and pressure controller (700) and the second fuel flow and pressure controller (800) are each independently calibrated to operate in a coordinated manner to achieve filtration, deaeration, and pressure regulation within the filter assembly;
or
wherein the first channel (230) and the second channel (240) comprise varying diameters specifically calibrated to create distinct pressure zones that enhance the separation of entrained air from filtered fuel during deaeration operation, while maintaining the required pressure characteristics during pressure regulation operation;
or
wherein the filter head (200) integrates multiple functions into a single compact assembly, thereby reducing overall spatial requirements in an engine compartment by at least 30% compared to separate components performing equivalent functions;
or
wherein the filter head (200) is configured to enable filter element (400) replacement without tools and without disrupting the calibration of the first and second fuel flow and pressure controllers (700, 800);
or
wherein the filter head (200) includes self-priming functionality configured to remove air from the system after filter element (400) replacement.
9. The fuel filter assembly (100) as claimed in claim 1, wherein the fuel filter assembly (100) is operable in:
o a full functional mode, configured to perform fuel deaeration, fuel filtration, and supply pressurized filtered fuel to the diesel particulate filter regeneration module (1010);
o a dual functional deaeration mode, configured to perform fuel deaeration and fuel filtration;
o a dual functional regeneration mode, configured to perform fuel filtration and diesel particulate filter regeneration; and
o a base functional mode, configured to perform fuel filtration;
o wherein the filter assembly is configured to transition between the modes based on fuel pressure and diesel particulate filter regeneration requirements.
10. The fuel filter assembly (100) as claimed in claim 1,
o wherein the second channel (240) comprises:
• a lower terminal region having a first diameter (d1);
• an intermediate region having a second diameter (d2) greater than the first diameter (d1); and
• an upper region having a third diameter (d3) greater than the second diameter (d2);
o and wherein the second channel (240) includes a blind nut (250):
• disposed at an upper terminus of the second channel (240), the blind nut (250) comprising a guiding bore (252) defining a seat (240s1); and
• comprising an integral barrel structure (254) configured to accommodate and guide an upper terminus of the piston shaft (822s);
o and wherein the second channel (240) further comprises a lower terminus in fluid communication with the clean side of the filter element (400);
o and wherein the varying diameters (d1, d2, d3) of the second channel (240) are configured to optimize fluid dynamics during both pressure regulation and deaeration operations;
o and wherein the blind nut (250) and the integral barrel structure (254) are configured to accommodate and guide the piston shaft (822s) to maintain alignment during pressure variations, thereby preventing leakage and ensuring consistent performance;
o and wherein this configuration enables multiple functionalities without requiring additional components, thereby reducing system complexity.
11. A method of operating a fuel filter assembly (100) for a diesel engine (1008), the method comprising:
o pumping unfiltered fuel from a fuel tank (1002) into the fuel filter assembly (100) through an inlet channel (210) to a dirty side (400d) of a filter element (400);
o filtering the fuel through a filter medium (410) of the filter element (400) to separate contaminants on the dirty side (400d) and produce filtered fuel that passes to a clean side (400c) of the filter element (400);
o directing a primary portion of the filtered fuel from the clean side (400c) through an outlet channel (220) to the diesel engine (1008) via a second fuel pump (1006);
o regulating fuel pressure within a first channel (230) and a second channel (240) of a filter head (200) to maintain a pressure in the range of 1 bar to 20 bar, and preferably between 4 bar and 8 bar, the regulating being accomplished by:
• a first fuel flow and pressure controller (700) disposed within the first channel (230), in proximity to a first end (230e1) thereof; and
• a second fuel flow and pressure controller (800) disposed within the second channel (240);
o directing a secondary portion of the filtered fuel to a diesel particulate filter (DPF) regeneration module (1010) by injecting the filtered fuel through the second end (230e2) of the first channel (230) at selected times when DPF regeneration is required;
o returning excess filtered fuel to the fuel tank (1002) through a fuel tank return line (1014) connected to the first end (230e1) of the first channel (230);
o removing entrapped air from the filter head (200), the removing comprising:
• allowing air accumulated in an upper region of the clean side (400c) to enter the second channel (240) through a first end (240e1) thereof;
• when air and fuel pressure exceeds a threshold, displacing a flow obstruction element (826) and a piston (822) against a force of an axial biasing member (824);
• venting the air through an upper end of a vertical through hole to atmosphere; and
• reseating the flow obstruction element (826) and the piston (822) after air evacuation to maintain system pressure;
o transitioning between operational modes, either manually or automatically, based on pressure conditions and system requirements, the operational modes comprising:
• a full functional mode, performing fuel deaeration, fuel filtration, and pressurized fuel supply to the DPF regeneration module (1010);
• a dual functional deaeration mode, performing fuel deaeration and fuel filtration;
• a dual functional regeneration mode, performing fuel filtration and DPF regeneration; and
• a base functional mode, performing fuel filtration only; and
o wherein the regulating of fuel pressure is achieved without external control mechanisms, first and second fuel flow and pressure controllers (700, 800) which being configured to enable reliable pressure maintenance for DPF regeneration while allowing deaeration.
12. A fuel management system (1000) for a diesel engine (1008), the fuel management system (1000) comprising:
o a fuel tank (1002) configured to receive and store fuel therein;
o a first fuel pump (1004) fluidly connected to the fuel tank (1002), the first fuel pump (1004) configured to pump fuel from the fuel tank (1002) at a pressure and flow rate;
o the fuel filter assembly (100) as claimed in claim 1, fluidly connected to the first fuel pump (1004) and configured to receive the pressurized fuel therefrom, wherein the fuel filter assembly (100) is configured to:
• filter fuel;
• remove air from the fuel; and
• maintain fuel pressure for diesel particulate filter regeneration operation;
o and wherein the fuel filter assembly (100) is further configured to direct:
• a primary portion of the filtered fuel to the diesel engine (1008) via a second fuel pump (1006);
• a secondary portion of the filtered fuel to a diesel particulate filter regeneration module (1010), the regeneration module being connected to the fuel filter assembly (100) and configured to regenerate the diesel particulate filter; and
• a vehicle exhaust (1020) connected to the diesel particulate filter, the vehicle exhaust (1020) being configured to facilitate the egress of filtered exhaust gases from the vehicle.
13. A fuel management system (1000) for a diesel engine (1008), the fuel management system (1000) comprising:
o a fuel tank (1002);
o a fuel tank return line (1014) fluidly connected to the fuel tank (1002);
o a diesel particulate filter (DPF) regeneration module (1010); and
o the fuel filter assembly (100) as claimed in claim 1, wherein a first end (230e1) of the first channel (230) is fluidly connected to the fuel tank return line (1014), and a second end (230e2) of the first channel (230) is fluidly connected to the diesel particulate filter regeneration module (1010), thereby enabling the fuel filter assembly (100) to perform filtration, deaeration, and regeneration of the diesel particulate filter.
14. The fuel filter assembly (100) as claimed in claim 1, further comprising:
o a circuit (2000) comprising:
• a pressure sensor (2002) disposed within the filter head (200) and configured to measure pressure within the first channel (230);
• a flow sensor (2004) disposed within the filter head (200) and configured to measure fuel flow through the first channel (230); and
• a controller (2006) connected to and in data communication with the pressure sensor (2002) and the flow sensor (2004), the controller (2006) being configured to receive signals from the pressure sensor and the flow sensor, process the signals, and transmit the processed signals to an electronic control unit of the vehicle.
15. The fuel filter assembly (100) as claimed in claim 1, wherein the filter element (400) is selected from:
o a replaceable cartridge that is removable from the filter housing (300) while the filter housing (300) remains coupled to the filter head (200); and
o a spin-on type filter, wherein the filter element (400) and the filter housing (300) are integrally formed as a single replaceable unit that is removably coupled to the filter head (200);
o and wherein both the replaceable cartridge and the spin-on type filter are configured to maintain the pressure and flow characteristics required for operation of the first fuel flow and pressure controller (700) and the second fuel flow and pressure controller (800).
16. The fuel filter assembly (100) as claimed in claim 4, wherein the piston has a length configured to prevent reverse installation in the first channel, ensuring error-proof assembly.
17. The fuel filter assembly (100) as claimed in claim 5, wherein the piston has a length and the second channel has corresponding dimensional constraints that physically prevent improper installation of the piston.
18. A method of manufacturing the fuel filter assembly (100) as claimed in claim 1, the method comprising the following steps:
o providing a blank of material selected from the group consisting of aluminum, aluminum alloy, stainless steel, cast iron, and combinations thereof;
o machining the blank to obtain the shape of the filter head body (200b) to obtain a machined blank;
o boring the inlet channel (210) and the outlet channel (220) within the machined blank to obtain a bored blank;
o precision machining the first and the second channels (230, 240) within the bored blank to obtain a machined blank having the first and second channels;
o installing the first fuel flow and pressure controller (700) and the second fuel flow and pressure controller (800) within the respective channels with calibrated biasing members; and
o attaching the filter housing to the filter head.