The subject matter of this invention is a hydrocarbon fuel filter with filling and hydrocarbon fuel refined and/or treated as a result of passing through the said filter. The subject matter of the invention also includes a fuel system, especially for mechanical vehicle engines, which contains the said filter. The invention also covers use of shungite as new filter filling.

Clean fuel regardless of its type is a guarantee of safe and efficient combustion engine operation in any type of vehicle - passenger cars or trucks, as well as in industrial devices and agricultural, road, or construction machinery. In order to secure engine against dirt that may appear in fuel, special fuel filters are installed in modern vehicles and machinery. Regardless of the presence of these filters in fuel systems, the hydrocarbon fuel is processed, refined, and treated already on the production stage to achieve its proper parameters.

Currently, hydrocarbon filters and filter cartridges are used in various industries and are utilised in various applications, e.g.: in refineries, pipelines, oil and oil-derived product storage terminals, and in airplane fuelling devices located on aircraft carriers.

Filters mounted in average fuel systems in mechanical vehicles in current understanding are used to clean fuels from solid impurities created during transport and storage of a fuel and - in case of motor oils - to clean fuel from mechanical impurities created as a result of engine operation. These filters are filled with various filter materials stopping various mechanical impurities on their surface. Usually, the filter material used in such filters is cellulose material. Thanks to such operation of filters, products refined with their help keep their properties for longer and contribute to a safer and longer operation of various devices and engines.

Factors that have a negative impact on Diesel engines include, i.e. dirt and sediment appearing in fuel system and causing filter clogging and faster wear of the system. Another, the biggest and most common factor unfavourable for a fuel is water. Dirt and sediment may get inside the fuel system while it is refuelled, as a result of vapour condensing inside fuel tank, or as a result of improper fuel storage. The results of water being present in a Diesel engine can be serious: exhausting of injector tip, corrosion, and reduced fuel lubricity leading to premature wear of pumps and injectors. Organic impurities, such as asphaltene and paraffin, which are leftovers from refining process, block suction filters, mesh filters, fuel filters, and even lines.

Water is present in each type of fuel. It is created as a result of condensation (liquefaction) during the whole storage, transport, and stockpiling process, as well as inside vehicle fuel tanks. Water contains bacteria that create sludge by multiplying.

Another type of application for filters with filling are industrial processes in refineries that create oil- derivative fuel. In the field of technology of filters for oil-derivative products, there is a demand to supply new filter materials that will refine the fuel and improve its quality. Oil-derivative fuel purity and quality are defined using parameters covered in standards.

The last decade of 20 ^th century focuses on shungite studies. Shungite (shungite coal - the mineral’s name comes from the name of Shunga village in Karelia, Russia) is a new generation mineral belonging to natural mineral sorbents (PMS). It is a material with structure between amorphous carbon and crystalline graphite that contains carbon (30% by mass), quartz (45% by mass), and silicate (around 20% by weight). According to the most recent data, shungite is a fossilised matter of organic bottom sediments with high carbonisation level that contains regular structures similar to fullerene in the amount between 0.0001 to 0.001 % of weight.

The examined shungite originates from the Zazhoginsky deposit in Karelia. Its content in rock amounts to around 30% and the remaining 70% consists of silicate minerals - quartz and mica. Aside from carbon, shungite also covers SiO2 (57.0% by weight), TiO2 (0.2% by weight), AI2O3 (4.0% by weight), FeO (0.6% by weight), FezCh (1.49% by weight), MgO (1.2% by weight), MnO (0.15% by weight), K2O (1.5% by weight), and S (1.2% by weight). The product received by thermal burning of shungite in temperature of 1200-1400°C contains small amounts of V (0.015% by mass), B (0.004% by mass), Ni (0.0085% by mass), Mo (0.0031% by mass), Cu (0.0037% by mass), Zn (0.0067% by mass), Co (0.00014% by mass), Cr (0.0072% by mass), Zn (0.0076% by mass) and other elements. Physical and chemical properties of shungite have been thoroughly examined. Its density is 2,1 -2,4 g/cm ³ ; porosity - up to 5%; compressive strength - 100-120 MPa; electric ccnductwity index - 1500 Sfm; thermal corrductwity index - 0.8 and absorption capacity - up to 20 m ² /g.

Depending on the place of origin, shungite can slightly differ in chemical composition and structure, as well as physical properties. Shungite occurs naturally in several places worldwide, i.e.: Sweden, Canada, and India. Its deposits are characterised by similar mineral composition. Shungite deposits are also present in Russia.

Shungite’s unique properties are seen in its crystalline structure and chemical composition. Shungite coal is distributed evenly in a silicate skeleton of finely dispersed quartz crystals with size of 1 -10 microns. Shungite contains a small amount of fullerene (around 0.001% by weight). Thanks to the mesh structure, natural fullerene and its synthetic derivatives are the perfect sorbents and fillers. They are used as base to synthesize various derivatives with broad range of physical and chemical properties. Materials that contain fullerene are used in modern nanotechnology, microelectronics, medicine, cosmonautics and military technologies, as well as in production of machinery, technical goods, new steels and alloys, in construction, in fireproof materials, paints, fine powders, water treatment, etc.

Natural shungite is used as filter material in treating and cleaning water, i.e. from organic and chlorine organic substances (petroleum products, pesticides, phenols, surfactants, dioxins, etc.). Sorption, catalytic, and reductive properties of shungite have contributed to using it in treating water and sewage from numerous inorganic and organic substances (heavy metals, ammonia, petroleum products, pesticides, phenols, surfactants, etc.). In addition, shungite is an efficient sorbent used to clean pipeline water from chlorine and chlorine organic substances (dioxins, radicals) and it has bactericidal properties in relation to pathogenic microflora present in water. Shungite absorbs up to 95% of impurities on its surface, including chioroorganic compounds, phenols, dioxins, heavy metals, radionuclides, etc. It also eliminates water turbidity and colours and gives water good organoleptic properties while simultaneously enriching it with micro- and macroelements. Shungite is also use to disinfect water by removing microorganisms. Currently, there are commercially available water filters that contain shungite [O.V. Mosin. New natural mineral sorbent - shungite, Inzynieria Sanitarna, 2011 , N° 3, P, 34-36],

Aside from the aforementioned applications, shungite is also used in other economy sectors, i.e. in medicine and agriculture. It is used to acquire powders that mix well with organic and inorganic substances. Thanks to this property, these substances can be used as black pigments on various bases (oil and water), fillers made from polymer materials (polyethylene, polypropylene, and fluoroplastics, and soot substitutes in numerous industry branches.

Document RU2135638C1 discloses composition that contains shungite intended to protect metal surfaces. Patent RU2149741C1 concerns friction reducing agents with shungite. Shungite compositions are also disclosed for the purpose of increasing resistance to surface wear (RU2201998C2).

Another field for shungite application is the area of hydrocarbon resources.

Document RU2002122614A covers the field of oil-derivative fuels. Disclosure concerns a composite which is used as additive to various lubrication oils that contains, i.e. fullerene shungite from the C60- C70 fraction ground into particles. The composite improves the cleaning ability, as well as anti-friction and anti-wear properties of oils.

Document SU1414447A1 discloses a catalyst used to clean exhaust gas from carbon oxide. The catalyst contains copper oxide and shungite as carrier in order to increase the catalyst’s activity.

Application RU2006121079A discloses a method of processing a hydrocarbon resource consisting of subjecting hydrocarbon resource stream, to which shungite is introduced, to the influence of electric field. The hydrocarbon resource processing device contains a housing designed to pass hydrocarbon resource through it and contains at least one electrode installed in the housing and intended to activate electric field inside the housing. The device is characterised by the fact that shungite is placed inside the housing in a way that enables it to come into contact with hydrocarbon resources. Shungite is placed on a rod electrode. The goal of this solution is to increase the hydrocarbon resource processing efficiency, increase saving during operation of various engines, and reduce the exhaust gas opacity. In this disclosure, shungite does not act as the main agent, especially as the sole agent, that influences the resource processing.

According to the current state of the art, shungite has never been used to refine and/or treat hydrocarbon resource or intermediate product, final product constituting as hydrocarbon fuel. Essentially, it is used to process oil-derivative resource in the role of additive to fuel compositions. Its refining and/or treating action on hydrocarbon fuel has been recognised as insufficient and was reinforced with other agents. This invention has been developed on the basis of astounding observation that after passing hydrocarbon fuel through shungite results in improvement of parameters characterising the fuel for use in fuel systems, especially in mechanical vehicles such as cars. The purpose of this invention is to improve the efficiency of oil-derivative products, as well as resources and intermediate products in the process of producing hydrocarbon-based fuels in order to improve and increase technical and economical indexes of hydrocarbon fuels. The goal of this invention is to refine and/or treat fuel, which improves engine operation, increases engine power, and reduces fuel consumption. Using this invention results in quieter engine operation and limiting exhaust gas emission. The goal also covers new use for shungite and ensuring new filters for fuel systems. The goal also covers providing a fuel system, which contains an effective filter that refines and/or treats hydrocarbon fuel. The goal also covers providing a fuel with particularly favourable properties, where the said properties are achieved after passing hydrocarbon fuel through filter pursuant with this invention, essentially through the shungite material.

The subject matter of this invention is a hydrocarbon fuel filter, especially for vehicle engines, which covers a housing with filling and intake and exit openings, characterisi in that the filling is shungite.

Peferably, intake opening and exit opening are located on the opposite ends of housing. Preferably, intake opening and exit opening are located on the same side of housing with fuel supplied via a hose. .

Preferably, the filling comprising shungite is in fragmented form. Shungite acting as the sole filter filling is also favourable. This means that the filter is filled with no additional agents. Favourably, shungite comes from deposit from the Zazhoginske region in Karelia, Russia.

The invention also covers hydrocarbon fuel that is refined and/or treated by passing it through the filter defined above. Preferably, hydrocarbon fuel is fuel chosen from the group covering Diesel fuel, heating oil, gasoline, gas, and biofuel. Favourably, the fuel chosen from the group covering Diesel fuel, heating oil, and gasoline. Preferably, it is Diesel fuel. Gasoline is also favourable. Favourably, it is heating oil.

Preferably, hydrocarbon fuel according to the description above is characterised by cetane number of no less than 53, preferably no less than 55. Preferably, it has the value of 55. A value of 53, 54, as well as 56 or 57 or any value from the 53-57 scope is also favourable. The most favourable cetane number value is 55.4. For the person skilled in the art, it will be obvious that each increase of cetane number within borders of a justified scope falls within the scope of invention. For example, it is possible to increase the value up to around 58, 59, or even 60.

Favourable hydrocarbon fuel pursuant with description above is characterised by lubricity expressed in HFRR with value of no more than 310 pm. Preferably, it can be value of 310 pm, but it also can be any value falling within the scope of 250-310 pm, preferably 290-310 pm. For a person skilled in the art, it will be obvious that each decrease of cetane number value within borders of a justified scope falls within the scope of invention. Preferably, it is the value of 305 pm. Lubricity can be achieved simultaneously with cetane number in values defined above. Lubricity with value exceeding the value stated above can be achieved in case of fuel types listed above.

The subject matter of this invention also covers fuel system, especially for vehicle engines, comprising fuel tank, actual filter, injection pump, injector, engine, wherein the system comprises additionally a hydrocarbon fuel filter defined above located on the line leading from fuel tank to actual filter.

Preferably, the filter placed in fuel system reduces exhaust gas opacity expressed using the "k” parameter by two to four times when compared to a fuelling system before the filter is installed. Preferably, fuel passing through fuel system with filter pursuant to the invention has lubricity and cetane number parameters as defined above.

The invention also covers the use of shungite to refine and/or treat hydrocarbon fuel. Preferably, the said use is characterised by refined and/or treated hydrocarbon fuel chosen from the group covering Diesel fuel, heating oil, gasoline, gas, and biofuel. Preferably, refined and/or treated hydrocarbon fuel is chosen from the group covering Diesel fuel, heating oil, and gasoline. Preferably, it is Diesel fuel. Preferably, it is heating oil. Gasoline is also preferable.

Preferably, use according to the description leads to the improvement of hydrocarbon fuel parameters chosen from the group covering fuel lubricity, cetane number, and exhaust gas opacity. Preferably, the use pursuant with description above is characterised by refined and/or treated fuel showing cetane number parameter of no less than 53, preferably no less than 55. Preferably, it is the value of 55. A value of 53, 54, as well as 56 or 57 or any value from the 53-57 scope is also favourable. The most preferable cetane number value is 55.4. For a person skilled in the art, it will be obvious that each increase of cetane number within borders of a justified scope falls within the scope of invention. For example, it is possible to achieve the value of around 58, 59, or even 60.

Preferably, the use according to the description is characterised by refined and/or treated fuel showing lubricity parameter expressed in HFRR with value no greater than 310 pm. Preferably, it can be value of 310 pm, as well as any value within 250-310 pm range, preferably 290-310 pm. For a person skilled in the art, it will be obvious that each decrease of cetane number value within borders of a justified scope falls within the scope of invention. Preferably, it is the value of 305 pm. Such lubricity is possible to achieve with cetane number in values defined above. Lubricity with value exceeding the value stated above can be achieved in case of fuel types listed above.

Favourably, use of shungite to refine and/or treat hydrocarbon fuel influences the exhaust gas opacity - after passing through shungite acting as fuel system filter filling according to description, the exhaust gas opacity expressed using the “k” parameter is reduced by two up to four times when compared to a fuel system before the filter is installed.

Preferably, shungite is used without and additional agents as the sole filter filling.

The refinement process is understood as removal of unfavourable elements/compounds from hydrocarbon fuel. Solid particles, microorganisms, and water are classified as impurities- The treatment process is understood as increase of technical and economic fuel indexes and as leading the fuel to a composition, which meets the standards allowing the use of fuel for industrial purposes. Treatment might cover processes of transforming unfavourable fuel components into favourable ones.

Hydrocarbon resources, mainly oil or natural gas, are processed with the use of known technologies into hydrocarbon fuel (oil-derivative fuel) used to power engines, especially engines used in mechanical vehicles such as cars. Hydrocarbon fuels include products from the following group: Diesel fuel, heating oil, gasoline, gas, and biofuel, where the greatest significance of the invention was noted for Diesel fuel, heating oil, and gasoline. The term “around" used in this description to provide the values of indicated parameters should be understood as “approximate” and results from designation error of a specific parameter attributable to a given technique.

This invention is based on catalytic properties of shungite, the filter housing filled with shungite can be of essentially any shape. The housing’s structure and material used to make it are designed and adjusted to the place of using the filter.

The most preferable form of filter in fuel systems of mechanical devices is a cylinder equipped with fuel intake and exit. The filter insert is a rock mineral. Shungite used to filter according to the invention comes from deposits in Russia. The open pit mine is located in Karelia.

The material acting as insert in filter production process has the form of fragmented fraction mixed to a degree, which allows to fill/pack it in the filter's housing.

The durability and reliability of engines and other mechanisms depends on fuel quality. It must fulfil many tasks, from which the most important are: provision of energy, lubrication of drive and pump systems, protection against corrosion, and transmission of heat. The fuel must have appropriate qualitative parameters in order to fulfil these functions.

The fuel is initially refined already during fuel processing technology in such a way that it will meet requirements of standards. The usual tests conducted to determine whether fuel purity and/or suitability for use in fuel systems, e.g. engine systems in vehicles, cover resistance of fuel to degradation processes expressed using oxidation stability, manganese content, microorganism content, fuel lubricity, cetane number, and exhaust gas opacity.

Oxidation stability, or resistance of fuel to degradation processes and loss of properties, is one of the basic operational properties designated for fuels intended for Diesel engines with compression ignition.

Certain fuels are characterised by low thermal stability due to their chemical composition. These fuels are more prone to polymerisation, which results in creation of sludge sediment. In case of using mineral fuels with added biocomponents, these fuels should be characterised by high quality. The presence of unsaturated bonds in FAME particles is the main cause for their low resistance against action of oxygen and water. Changes of biofuel properties resulting from their aging processes may cause incorrect operation of the Diesel fuel injection system and reduction of engine operational parameter indexes, as well as reduction of performance and operational properties.

Biodiesel is more susceptible to oxidation than Diesel fuel without biocomponent. This trait is one of the most important properties of Fatty Acid Methyl Ester (FAME) and influences the quality of the said fuel, mainly during prolonged storage period. Degradation resulting from oxidation process causes the creation of reaction products, which may worsen the properties and quality of fuel and engine’s efficiency. Therefore, oxidation resistance is an important issue that should be taken into account in conducted studies [NAFTA-GAZ, YEAR LXXIV, No. 5/2018; Magdalena Zolty, Wojciech Krasodomski).

Another parameter, which certifies fuel quality, is the content of manganese compounds in it. MMT - tricarbonyl(methyl-r]5-cyclopentadienyl)manganese - was one of the most promising tetraethyl lead substitutes in 1970s. Both compounds are used as fuel additives in order to give them anti-knock properties. These compounds are chemical additives to fuels used in combustion engines that prevent the knocking combustion phenomenon and in consequence increase the maximum compression degree that can be used in these engines. Essentially, Anti-knock agents act in 3 ways: they provide the system significant amount of free radicals with appropriate temperature slightly below self-ignition threshold, which translates into hydrocarbon combustion process losing the nature of explosive chain reaction and occurring at lower temperature or vice versa - they slow down hydrocarbon combustion processes by scavenging free radicals (especially HO), which results in the process takes place over a longer period of time and occurring more leniently; they act as oxidants - i.e. at appropriate temperature the agents come into oxidation reaction with hydrocarbons before the latter will ignite in contact with air, which gives an effect similar to scavenging free radicals.

MMT is quite expensive to produce, but at the same time it is exceptionally efficient. Thanks to this, the same effect could be achieved by using MMT concentration ten times smaller than in case of tetraethyl lead. The European Directive envisions the possibility of using Methylcyclopentadienyl Manganese Tricarbonyl (MMT) as anti-knock additive for fuels. Pursuant to the Directive, since 1 ^st January 2011 the content of MMT was reduced to 6 mg of manganese per litre of fuel and since 1 ^st January 2014 this restriction has been changed to 2 mg/litre. Using the additive might increase the risk of occurrence of negative consequences for human health and might damage vehicle engines and emission control equipment. Certain car manufacturers advise against using fuel that contains metallic additives as this might void the car warranty.

The presence of mechanical or biological impurities in fuel results in accelerated mechanical wear of device elements, corrosion, and various disruptions in their correct operation.

One of the solid impurity sources in operating liquids is impurity created as a result of fuel oxidation and friction. These impurities might cause creation of greater clearances, movement resistances, and in extreme cases - element seizure.

Excessively contaminated fuel may cause the incorrect operation of devices and lead to accelerated wear of frequently very expensive parts.

The content of microorganisms in fuel should be as low as possible. Many species of bacteria and fungi shows the ability to grow in petroleum products while using its elements as source of carbon and energy. The result of microorganism life activity within fuel systems is decay of hydrocarbons and additives, as well as secretion of metabolites (water, sulphur compounds, and surfactants) to fuel. This causes changes in fuel’s chemical composition and influences values of certain physical parameters, such as boiling point, acid value, and viscosity. The biofiim forming on the metal surfaces creates conditions that are particularly favourable to corrosion processes of fuel tanks and fuel installation. Secretion of extracellular surfactants, which settle on fuel filter fibres and bind biofilm fragments, corrosion products, and suspension particles present in the fuel cause the effect in the form of obstructed filtration systems and injector plugging [ARCHIWUM MOTORYZACJl 3, pp. 167-183 (2010) JAKUB LASOCKl, EWA KARWOWSKA].

FAME are susceptible to microbiological contamination and the possibility of fungi and bacteria growth impacts their anti-corrosive properties [ARCHIWUM MOTORYZACJl 1, pp. 51-68 (2008) ZOFIA tUKASIK, MARIA tENYK]. The development of microorganisms in fuel systems causes a series of processes that have an adverse effect on supply systems and the quality of fuel present inside them. These problems cover: clogging of filters and fuel lines, plugging of injectors, corrosion of fuel tank and fuel lines, decay of hydrocarbons and additives, increase of water and sulphur content in fuel, creation of sediments and solid particle suspensions in fuel, and creation of surfactants causing fuel emulsification. The occurrence of the said phenomena results in the loss of engine performance and increased wear of its components.

Modern Diesel fuels are environmentally advanced fuels that contain less and less sulphur, aromas, heavier fractions, and having a negative effect on fuel lubricity.

The qualitative requirements set before low-sulphur Diesel fuels entail the change of numerous physical and chemical fuel properties. This results in worse lubricating properties. Bad fuel quality in terms of lubricity contributes to premature destruction of injection system elements. In order to avoid excessive wear of fuel pump and injection system elements, as well as to protect injectors against seizure, Diesel fuel, especially low-sulphur Diesel fuel, must possess the appropriate lubricity level.

The lubricity of engine fuels constitutes as standard qualitative requirement parameter.

The World Wide Fuel Charter (WWFC 2013), which contains the agreements of American, Japanese, and European car and engine manufacturers sets the limit maximum average trace of wear, which acts as a measure of lubricity, at the maximum level of 400 pm.

The cetane number (CN) is the index that shows capability of Diesel fuels to self-ignite. It is one of basic Diesel fuel parameters that depends on fuel’s chemical composition. The cetane number is determined by comparing the ignition time for template fuel and analysed Diesel fuel by using special template engines. Template fuel is a mixture of cetane (hexadecane, C16H34) with exceptionally short ignition time and a-methylnaphthalene. When the analysed Diesel fuel has properties identical to pure cetane, then its cetane number is 100. When the fuel has properties identical to 50:50 cetane and a- methylnaphthalene mixture, then its cetane number is 50. In Polish standard for Diesel fuels, the minimum cetane number is equal to 51 as operation research conducted on Diesel engines has shown that fuels with lower cetane number have adverse effect on engine (by causing combustion in increasing volume above piston, which is thermodynamically unfavourable) and significantly reduce driving economy. They also generate bigger noise while increased fuel consumption (at incomplete combustion) results in increased soot emission. However, increasing the cetane number above 50 efficiently improves the fuel’s operational characteristics, engine operates “softly” and easily increases speed, facilitates engine startup, slows down injector jet contamination, limits participation of solid particles in exhaust gas, and reduces engine noise.

Exhaust gas opacity is an extremely adverse phenomenon. It is the result of solid particles (soot) and other components being present in exhaust gas. The opacity of exhaust gas becomes visible at the exhaust pipe exit at soot content of 100-300 (mg/m ³ ). Black smoke appears at concentration of approx. 500 (mg/m ³ ).

Exhaust gas opacity measurement is mandatory in Poland at periodic inspection of vehicles. Instruments used to measure exhaust gas opacity are optical opacimeters, which utilise the phenomenon of gas absorbing visible radiation (light). Therefore, the method selected for working measurements consists of free engine speed acceleration, during which the smoke level is measured using method described above. This is a compromise solution that allows to model a full engine load. However, this method has certain disadvantages as exhaust gas that contains atomised water particles and unburned Diesel fuel disrupt the beam of light, which translates into measurement error. In addition, the measurement is not objective as many of toxic components are "invisible” for opacimeter. However, it is possible to achieve measurement results with sufficient repeatability by using an acceptable accuracy. Standards in force in Poland determine acceptable opacity at the level up to 2.5 (nr ¹ ) for naturally aspirated engines and up to 3.0 (rrr ¹ ) for turbocharged engines.

The invention provides a new use for known filter material that is shungite and a filter filled with this material. The invention also provides a fuel system equipped with filter pursuant with the invention and hydrocarbon fuel acquired after passing it through shungite, actually through the filter pursuant with the invention, with particular properties, especially in the scope of improved lubricity, increased cetane number, and ensuring lower exhaust gas opacity. This is a new technical problem that this invention solves. The invention meets the expectations in the scope of providing new hydrocarbon fuel quality while being environmentally friendly.

The invention is shown in a drawing, where Fig. 1 shows longitudinal cross-section through the filter according to the first invention variant, Fig. 2 shows longitudinal cross-section through the filter according to the second invention variant, Fig. 3 shows fuel systems with the filter according to the first invention variant, Fig. 4 shows fuel system with the filter according to the second invention variant, Fig. 5 shows a bar chart presenting the lubricity values expressed using HFRR for value achieved according to the invention and other possibilities to achieve the value for fuel, for which filter according to the invention was not used, Fig. 6 shows exhaust gas analysis chart for Volkswagen Polo car manufactured in 2003 before the filter pursuant with the invention was installed, Fig. 7 shows exhaust gas analysis chart for Volkswagen Polo car, manufactured in 2003, after the filter pursuant with the invention was installed, and Fig. 8 shows a comparison of charts from Fig. 6 and Fig. 7. Fig. 9 shows exhaust gas analysis chart for Skoda Fabia, car manufactured in 2010, before the filter pursuant with the invention was installed, Fig. 10 shows exhaust gas analysis chart for Skoda Fabia car manufactured in 2010 after the filter pursuant with the invention was installed, and Fig. 11 shows a comparison of charts from Fig. 9 and Fig. 1 o.

According to the first variant shown in Fig. 1 , the hydrocarbon fuel filter (1 ) comprises a housing (2) with filling (3) and intake (4) and exit (5) openings. Filling (3) comprises shungite. Fuel intake is located on one side of the housing (2) while the exit of filtered fuel is located on the opposite end of the housing (2). Such filter (1) has been shown in the fuel system in Fig. 3. According to Fig. 3, the fuel system used in cars is built from average elements known to a person skilled in the art. The system comprises also fuel tank (7), actual filter (8), injection pump (9), injector (10), engine (11), and fuel lines (12) arranged in relation to each other pursuant to average system in order as described above and according to the fuel flow direction. According to Fig. 3, the system pursuant with the invention also comprises fuel filter (1) with structure presented in Fig. 1 . Filter (1 ) is placed on the line leading from fuel tank (7) to actual filter Hydrocarbon fuel filter (1) pursuant with variant shown in Fig. 2 comprises a housing (2) with filling (3) and intake (4) and exit (5) openings. Filling (3) comprises shungite. Fuel intake is located on one side of the housing (2) while the fuel is supplied via hose (6). After passing through filling (3), the filtered fuel passes through exit opening (5) located on the same side of housing {2} as intake opening (4). Such filter (1) has been shown in the fuel system in Fig. 4. According to Fig. 4, the fuel system used in cars is built from average elements known to a person skilled in the art. The system comprises fuel tank (7), actual filter (8), injection pump (9), injector (10), engine (11), and fuel lines (12) arranged in relation to each other pursuant to average system in order as described above and according to the fuel flow direction. According to Fig. 4, the system pursuant with the invention also comprises fuel filter (1) with structure presented in Fig. 2. Filter (1) is placed on the line leading from fuel tank (7) to actual filter (8).

Fig. 5 shows a bar chart of HFRR lubricity, where case A presents the HFRR lubricity value of 305 pm acquired after pumping the fuel through filter (1 ) pursuant with the invention. Case B is HFRR lubricity of 360 pm, which is the value for exit fuel before pumping it through filter (1) pursuant with the invention. The HFRR lubricity of 380 pm for case C can still be considered as good, but HFRR lubricity of 450 pm is a threshold value. The HFRR lubricity of 575 pm for case E is insufficient while the HFRR value of 680 pm for case F is considered as bad.

The examples of realisasion justify the invention’s efficiency. In order to justify shungite’s role as filter material for hydrocarbon fuels, a representative example concerning filter in fuel system of a vehicle - car - was selected. The following fuel parameters were examined after the fuel passed through the filter pursuant with the invention: fuel lubricity, cetane number, and exhaust gas opacity.

The material used in presented examples as filling of filter pursuant with the invention is fragmented shungite mineral from Zazhoginske deposit in Karelia, Russia. Shungite from this deposit is characterised by parameters, which enable to refine and/or treat hydrocarbon fuel according to this invention’s purpose. Shungite acquired from other deposits also possesses the hydrocarbon fuel refining and/or treating properties.

The selected examples show the invention’s results and do not restrict its scope, but rather merely show the impact of shungite on refining and/or treating hydrocarbon fuel under selected parameters. According to one of the embodiments, the shungite filter can be used in fuel system of a car. However, a person skilled in the art will find it obvious that this filter or similar one can be used in other hydrocarbon fuel refining and/or treating systems. For example, shungite filters can be used in hydrocarbon fuel refining and/or treating systems in industrial plants as an additional stage of processing the hydrocarbon resource into commercial fuel.

The operation/effect of filter pursuant with the invention essentially should be related to the action of material filling the filter pursuant with the invention, that is, shungite. Examples of determining parameters of fuel after passing through shungite/shungite filter should also be referred to the use of shungite to refine and/or treat hydrocarbon fuel. Examples below also represent a specific embodiment of the invention within a fuel system. The method of refining and/or treating hydrocarbon fuel as a result of passing it through the filter pursuant with the invention should be recognised as subject matter of this invention. Example 1 - Fuel lubricity

In order to determine the operation of filter pursuant with the invention placed in the system according to Fig. 2 or Fig. 3 described above, the EFECTA DIESEL fuel manufactured by the PKN Orlen Company was tested.

The test was performed on the HFRR instrument acc. to the PN-EN (SO 12156-1:201604 standard in Laboratory in Gdansk. Lubricity evaluation was done with the use of high frequency reciprocating rig (HFRR). The measurement is done at temperature of 60°C and consists of harmonic reciprocating movement of steel ball with diameter of 6 mm with frequency of 50 Hz on an immobile steel plate immersed in fuel. The lubricative properties are measured using a corrected value of wear trace diameter created on the ball in the conditions of normal steam pressure equal to 1.4 kPa.

The template fuel has flowed through the filter pursuant with the invention. The refined/treated fuel has achieved the HFRR result of 305 pm, which is shown on quality certificate presented in Fig. 12. The result for template fuel from commercial fuel manufacturer’s certificate (ORLEN EFECTA DIESEL) is HFRR of 360 pm, where the PN-EN 590:3013-12 standard mentions requirement - less than HFRR of 460 pm. Therefore, the fuel’s lubricative properties are significantly improved after passing through the filter according to the invention.

Fuel manufacturers use a mineral additive, such as ester of canola oil and other, to improve the lubricity. The World Wide Fuel Chart imposes restrictions regarding the % amount of the said additives in fuel. In addition, there exist such chemical additives as Hitec E 580, Lubrizol 539C, or Octel 9000 that improve lubricity in fuel. Excessive amount of fuel quality improving additives has a negative effect on wear of components cooperating with each other, as well as on the environment. Even fuel with improvers in set norms does not achieve a better result than fuel pumped through the filter pursuant with the invention.

Example 2 - Cetane number

In order to determine the operation of filter pursuant with the invention placed in the system according to Fig. 2 or Fig. 3 described above, the EFECTA DIESEL fuel manufactured by the PKN Orlen Company was tested.

The cetane number for template fuel was 52.4, which increased to 55.4 after pumping the fuel through the filter pursuant with the invention. A significant parameter improvement has occurred after the template fuel flowed through the filter according to the invention. The increased cetane number improves combustion process and enables a balanced engine operation, which in turn stabilises the aging of fuel system components and oxidation process.

Studies were conducted acc. to the PN-EN ISO 5165:2018-03 in the Hamilton Laboratory in Gdansk.

The cetane number of Diesel fuel for engines with compression ignition has been designed by comparing its combustive properties (self-ignition capabilities) with combustive properties of template fuel mixtures with known cetane number in research engine operating in standardised conditions, which are strictly determined by appropriate research standards. This was done by using the method of capture the compression degree value reding that allows to achieve adopted delay in self ignition during operation on the examined fuel in the bracket of corresponding readings done for template fuels, which allows to interpolate the cetane number (CN) on the basis of those readings. The designation of cetane number for engine fuels was done according to standards ASTM D613 and PN-EN ISO 5165. The said standards determine the method of evaluating Diesel fuel in reference to the adopted scale of cetane numbers using a standardised, single cylinder, four-stroke engine with compressive ignition, indirect injection of fuel to prechamber, and variable compression degree between 8:1 and 35:1.

The test stand used to designate cetane number for Diesel fuels consists of a single cylinder engine with piston injection pump, cylinder with separate head assembly, and with combustion prechamber, three fuel tanks, fuel system, injector system, and exhaust system. Similarly, to octane engines, the research engine used to designate cetane number is connected with the use of a belt drive with electric engine receiving power and maintaining a constant rotary speed of the research engine after start-up as a result of initiating the combustion process. The equipment of research engine used to designate cetane number consists of an electronic injection advance angle and self-ignition delay gauge, knock combustion sensor, thermometers measuring intake air temperature, water cooling the injector and cylinder, gauge of oil pressure in engine crankcase, and two electrical heaters used to heat intake air and motor oil.

The designation of cetane number for Diesel fuel consisted of causing the combustion of examined fuel at injection advance angle equal to 13° ±0.2° before top dead centre (TDC), self-ignition delay of 13° ±0.2° of crankshaft rotation (CR) from the moment of injecting fuel, and fuel dose size equal to 13 ml/60 ±1 s. The injection advance angle and fuel dose size were adjusted on the pump using two micrometre dials coupled with the injection pump. The injection advance angle was adjusted by micrometre dial acting on cam lifting the injection pump piston while the fuel dose size was acquired by turning the injection pump piston with the second micrometre dial in direction corresponding to increasing or reducing the fuel dose size. Fuel self-ignition delay was achieved by changing the volume of combustion prechamber using the manual compression degree change mechanism. The combustion prechamber volume was decreased or increased using compression degree change piston manual movement dial connected with compression degree change piston until a combustion (self-ignition) delay equal to 13° ±0.2° CR. The value on the compression degree change micrometre scale was read after achieving stable readings (approx. 5 mins) for the injection advance angle and combustion delay and during the combustion of designated sample and two template fuels with lower and higher cetane number. The readings for examined fuel sample and template fuels were used to calculate cetane number (LC) by placing them in the formula below. where:

LCWn - cetane number of template fuel with lower CN ("low cetane”),

LCWw - cetane number of template fuel with higher CN (“high cetane”), pr - average from readings on micrometre scale of manual dial for designated sample, new - average from readings on micrometre scale of manual dial for template fuel with lower CN (“low cetane”), wcw - average from readings on micrometre scale of manual dial for template fuel with higher CN (“high cetane”).

Readings of values on micrometric scale for designated sample and fuels was done in the following order: reading for designated fuel sample, reading for “low cetane” template fuel, reading for “high cetane” template fuel, reading for “low cetane” template fuel, reading for designated fuel sample, and reading for "high cetane” template fuel. Cetane numbers of template fuels were selected in a way that allows to take into account values, which are readings on micrometre scale of manual dial for designated Diesel fuel sample. The difference between template cetane fuels did not exceed 5.5 unit. There are two types of template fuel used: primary and secondary template fuel. The primary template fuel is a cetane mixture with CN equal to 100 with 1 -methylnaphthalene with CN equal to 0, however, it has been changed to heptamethylnonane (HMN) with CN designated as equal to 15 due to the low stability and availability of 1 -methylnaphthalene. The mixture of cetane and heptamethylnonane template fuels defines the cetane number scale according to formula:

CN = % of cetane + 0.15% HMN nhttp://archiwum. iniq.pl/INST/nafta-qaz/nafta-qaz/Nafta-Gaz-2013-01-10. pdf]

Example 3 - Exhaust gas opacity

The results of pumping the examined Diesel fuel through the filter pursuant with the invention are: refinement of fuel passing through the filter, improvement of fuel’s lubricative properties, significant improvement of oxidation stability, reduction of impurity and manganese contents, and increase of cetane number. The improvement of these parameters results in improved engine operation, as well as increase in engine’s power, reduced fuel consumption, and quieter and “softer" engine operation. The improvement of aforementioned parameters also resulted in reduced exhaust gas emission.

An exhaust gas opacity studies were conducted using exhaust gas analyser in passenger cars, delivery cars, and trucks before and after the filter was installed in fuel system according to diagram shown in Fig. 3.

The measurement of exhaust gas opacity for diagnostic purposes was conducted in a standing vehicle with gear stick set in neutral position while engine operated in idle gear using the free acceleration method. Parking brake was active.

The validity of exhaust gas opacity measurement results is influenced by numerous factors, among which should be listed:

- method of mounting the exhaust gas sampling probe in exhaust pipe,

- exhaust gas sampling location in exhaust system,

- exhaust gas temperature and degree of their cooling in exhaust system,

- heat state of engine,

- degree of steam condensation in exhaust gas sucked inside the device,

- overpressure of exhaust gas reaching the opacimeter during measurement.

For that reason, the following technical conditions were met during measurement: - correctly adjusted valve lash,

- performed air filter maintenance,

- complete exhaust system that is fully tight up to the place of exhaust gas sampling location (if necessary, it is allowed to make a tight extension of exhaust system),

- engine heated up to normal operating temperature (min. 70 °C for Diesel fuel, min. 80 °C for coolant),

- exhaust system cleaned by pressing the acceleration pedal for a few times and then by operating engine with increased rotational speed (approximately for 1 minute),

- maintained a uniform method of engine acceleration during subsequent measurements and measurement is done in +temperature (ambient temperature should be higher than 5°C),

- opacimeter probe is placed in exhaust pipe as centred as possible at the required depth (equal to at least three internal diameters of the pipe).

The exhaust system was prepared before the measurement was commenced. The system was purged with exhaust gas, which allowed to remove soot collect in it. Such proceeding cleans the engine’s exhaust system and allows to heat up the engine and catalyst (if present). The exhaust gas sampling probe was inserted in the exhaust pipe end after the actions listed above were performed. Opacimeter manufacturers provide equipment necessary to carry out the measurement, which is: exhaust gas sampling probes adjusted to exhaust pipe diameter and units used to measure oil temperature and engine rotational speed. The following data were taken into account during measurement: acceptable exhaust gas opacity, scope of required rotational speed of idle gear, scope of required maximum rotational speed of unladen engine, and minimum required temperature at motor oil.

The tests were carried out in the Technical Inspection Centre on a Volkswagen Polo IV car manufactured in 2003 using the MTG Maha exhaust gas analyser. The vehicle was powered with the EFECTA DIESEL fuel manufactured by the PKN Orlen Company.

A single exhaust gas opacity measurement cycle is contained within the following engine operation phases: engine operation in idle gear, increasing rotational speed up to a value at which the injection pump starting device is completely shut down, increasing engine rotational speed up to maximum speed at full fuel dose, operation with maximum rotational speed, reduction of rotational speed after shutting down a full fuel dose, operation in idle gear.

In order to measure the exhaust gas opacity level, the following actions had to be carried out: starting and heating up the engine to operating temperature, checking the tightness of vehicle’s exhaust system (and removing visible leak if necessary), preparing opacimeter to work according to user manual (start-up, heat up, reset, clean optica) system lenses, etc.), cleaning the engine exhaust system from soot, placing the opacimeter probe in the exhaust pipe at required depth, performing the measurement cycle and taking the exhaust gas opacity measurement, repeating measurement cycles until the required reproducibility in at least three subsequent measurements, evaluating the exhaust gas opacity level on the basis of measurement results and determine technical condition of the engine (mainly fuel supply system).

The evaluation of exhaust gas opacity for engine with compressive ignition was done on the basis of four subsequent measurement cycles (free acceleration - stepping on the pedal) with repeatable results.

In Fig. 6 and 7 are shown exhaust gas analysis research charts done on the MAHA-brand analyser.

Fig. 6 shows the exhaust gas analysis for Volkswagen Polo car manufactured in 2003 before the filter pursuant with the invention was installed. The four charts represent the rotational speed in time while the car was accelerating - each of the four curves is one measurement cycle described in detail in measurement performance procedure above.

The measurement was repeated after the vehicle travelled 30 km while observing the above procedure. Measurement result is shown in chart pursuant with Fig. 7.

After the filter pursuant with the invention was installed, a correspondent curve was almost overlapping in time intervals - the four charts are shown in Fig. 7. The diagram acquired in the exhaust gas opacity analyser allows to determine the “k” parameter.

The “k” parameter expresses and describes the size of exhaust gas opacity, that is, the content of solid particles in exhaust gas. Occasionally, the “k” parameter is called the light absorption coefficient or optical density. The “k” parameter’s unit is [1/m]. The unit originates from the fact that optical density determined the ratio between initial energy value of light beam released on one end of the opacimeter measurement chamber and level of this energy at the opposite end of the measurement chamber after passing through a 1-metre-thick wall of exhaust gas. The final exhaust gas opacity value is calculated as arithmetic mean from three measurements done acc. to the following formula: k= k1+k2+k3+k4/:4 where k1 , k2, k3, and k4 are the results of subsequent measures.

There are two conditions that are must be met in order to perform the above calculation. Firstly, the results of three subsequent measures cannot create a degressive sequence (k1 > k2 > k3).

Secondly, the difference between subsequent values cannot be greater than 0.5 [1/m]. For example, if during the measurement it would turn out that the result of second measurement is greater from the first measurement by 1.5 1/m, then the three-measurement cycle should be repeated from the start.

The exhaust gas opacity is occasionally determined using a percentage method acc. to the rule that 0% means clean air and 100% means completely opaque exhaust gas. The Diesel engine is recognised as efficient in terms of exhaust gas analysis when the measured "k” value of exhaust gas opacity ratio is smaller than the "kd” threshold value defined by the legislator as kd = 2.5 [1/m] for naturally aspirated engines and kd = 3 [1/m] for turbocharged engines. The comparison of exhaust gas analysis before and after the filter pursuant with the invention was installed in fuel system is shown in Fig. 8, where curves from measurement cycles are placed on each other (continuous line - measurement after passing through the filter, dotted line - measurement before the filter was installed). The measurement summary indicates a significant opacity improvement for exhaust gas created from burning hydrocarbon fuel acquired after pumping it through the filter pursuant with the invention.

The research led to a conclusion that exhaust gas opacity expressed with the “k” parameter measured for burning of fuel in a system equipped with the filter pursuant with the invention is four times lower than exhaust gas opacity resulting from a measurement without the filter.

Example 4 - Exhaust gas opacity

The exhaust gas opacity was conducted in a similar way for a newer car, Skoda Fabia, manufactured in 2010, where the exhaust gas analysis procedure was the same as for example 3. The car was powered with the EFECTA DIESEL fuel manufactured by the PKN Orlen Company.

The results are shown on diagram according to Fig. 9 - without the filter pursuant with the invention.

The exhaust gas opacity measurement was repeated after the vehicle travelled 30 km while observing the same procedure as for example 3. Measurement result is shown in chart pursuant with Fig. 10.

After the Diesel fuel was pumped through the filter pursuant with the invention installed in fuel system according to Fig. 3, the observed drop in exhaust gas opacity was so significant that the general visual assessment of exhaust gas exiting the vehicle's exhaust pipe essentially points to lack of opacity - no exhaust gas shading has been observed. This research led to a conclusion that exhaust gas opacity expressed with the “k” parameter measured for burning of fuel in a system equipped with the filter pursuant with the invention is two times lower than exhaust gas opacity resulting from a measurement without the filter. The comparison of exhaust gas opacity measurement results in fuel system before and after the filter was installed are shown in Fig. 11 .

Charts 9, 10, and 11 should be read and interpreted similarly as it has been described for example 3.

On the basis of analyses conducted in laboratory and results achieved while using shungite filled filters it should be stated that filters significantly reduce exhaust gas emission. A fourfold drop in exhaust gas opacity has been observed for older cars while the exhaust gas purification degree for newer cars is slightly lower. This is caused by the fact that fuel systems of new generation vehicles at the “Euro-5” emission level according to the European exhaust gas emission standard allow to achieve a lower exhaust gas opacity in relation to older cars. Regardless of the above, each case of passing the hydrocarbon fuel through the filter pursuant with the invention results in reduction of exhaust gas opacity, which for a car with the “Euro-6” emission level can essentially drop even to a near 0 level.

Example 5

The hydrocarbon fuel pumped through the filter pursuant with the invention was examined in the HAMILTON Fuel Laboratory in Gdansk. The hydrocarbon fuel was the EFECTA DIESEL fuel manufactured by the PKN Orlen Company. The goal of examination was to determine whether the refined and/or treated fuel after pumping through the filter pursuant with the invention meets the standards for such fuels.

The sample of forwarded fuel has been analysed as follows.

The Diesel fuel located in a 10-litre container was pumped through the filter pursuant with the invention with structure shown in Fig. 1 into another 10-litre container. The fuel was pumped with the use of Magnetti Marelli-brand electric pump with efficiency of 90 l/h and pressure of 3 bar. The time required to perform this activity amounted to 12 minutes.

Next, the ORLEN EFECTA DIESEL commercial fuel pumped through the filter pursuant with the invention was subjected to a series of tests, which allowed the HAMILTON Laboratory to develop the quality certificate.

The improvement of cetane number and fuel lubricity parameters after passing through the filter pursuant with the invention has been described above. The refined and/or treated fuel pumped through the filter pursuant with the invention with parameters indicated on the certificate complies with standards and can be used in industry and human activities. Aside from improvement in fuel quality indicated on the basis of lubricity, cetane number, and exhaust gas opacity parameters, the fuel has gained a new quality in numerous other terms described in this description. For example, the known shungite property consisting of purifying water from bacteria is also applicable to hydrocarbon fuel that, as it was mentioned earlier, always contains water. Shungite purifies water present in the fuel from bacteria, which reduces the amount of sludge in fuel that translates into reduced presence of solid particles in the fuel after pumping it through the filter pursuant with the invention.

The filter pursuant with the invention can be used in fuel systems of vehicles and other devices, as well as machinery equipped with combustion engines. Fig. 3 and Fig. 4 present diagrams of average fuel system. The filter pursuant with the invention is always placed in the fuel system before the actual fuel filter, which removes solid impurities.

Similar filter made in appropriately greater dimensions allows to refine and treat fuel in bulk in any process of fuel production and distribution from manufacturer to consumer.