US20020074419A1 - Thermally controlled valve and fuel system using same - Google Patents
Thermally controlled valve and fuel system using same Download PDFInfo
- Publication number
- US20020074419A1 US20020074419A1 US09/745,022 US74502200A US2002074419A1 US 20020074419 A1 US20020074419 A1 US 20020074419A1 US 74502200 A US74502200 A US 74502200A US 2002074419 A1 US2002074419 A1 US 2002074419A1
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- United States
- Prior art keywords
- valve
- valve member
- fuel
- temperature
- passageway
- Prior art date
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Links
- 239000000446 fuel Substances 0.000 title claims abstract description 140
- 239000012530 fluid Substances 0.000 claims abstract description 43
- 230000009977 dual effect Effects 0.000 claims abstract description 13
- 239000002828 fuel tank Substances 0.000 claims description 24
- 238000004891 communication Methods 0.000 claims description 14
- 238000000034 method Methods 0.000 claims description 8
- 230000008878 coupling Effects 0.000 claims 1
- 238000010168 coupling process Methods 0.000 claims 1
- 238000005859 coupling reaction Methods 0.000 claims 1
- 239000001993 wax Substances 0.000 description 32
- 239000002244 precipitate Substances 0.000 description 7
- 230000004913 activation Effects 0.000 description 4
- 239000012188 paraffin wax Substances 0.000 description 4
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000001556 precipitation Methods 0.000 description 1
- 238000007670 refining Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000006903 response to temperature Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D23/00—Control of temperature
- G05D23/01—Control of temperature without auxiliary power
- G05D23/13—Control of temperature without auxiliary power by varying the mixing ratio of two fluids having different temperatures
- G05D23/1306—Control of temperature without auxiliary power by varying the mixing ratio of two fluids having different temperatures for liquids
- G05D23/132—Control of temperature without auxiliary power by varying the mixing ratio of two fluids having different temperatures for liquids with temperature sensing element
- G05D23/1366—Control of temperature without auxiliary power by varying the mixing ratio of two fluids having different temperatures for liquids with temperature sensing element using a plurality of sensing elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D35/00—Filtering devices having features not specifically covered by groups B01D24/00 - B01D33/00, or for applications not specifically covered by groups B01D24/00 - B01D33/00; Auxiliary devices for filtration; Filter housing constructions
- B01D35/14—Safety devices specially adapted for filtration; Devices for indicating clogging
- B01D35/147—Bypass or safety valves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D35/00—Filtering devices having features not specifically covered by groups B01D24/00 - B01D33/00, or for applications not specifically covered by groups B01D24/00 - B01D33/00; Auxiliary devices for filtration; Filter housing constructions
- B01D35/18—Heating or cooling the filters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/20—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines characterised by means for preventing vapour lock
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
- F02M37/32—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements
- F02M37/48—Filters structurally associated with fuel valves
Abstract
A dual temperature valve positioned in a bypass passageway can move to an open position when two temperature conditions are met. When opened, the dual temperature valve can allow warm fluid from a first line to mix with cold fluid from a second line to heat the same. The valve is preferably utilized in an engine fuel system and positioned in a bypass passageway extending between a fuel supply line and a fuel return line. In this application, the dual temperature valve can prevent possible fuel transfer problems, such as cold start gaseous circulation.
Description
- This invention relates generally to dual temperature actuated valves, and more particularly to fuel systems utilizing dual temperature actuated valves.
- One property of diesel fuel that can be altered by refining is the temperature at which paraffins will precipitate. The temperature at which this precipitation occurs is referred to as the “cloud point” of the fuel, and is often varied by distillers depending upon the geographic region in which the fuel is intended for use. For instance, fuel that is intended for use in colder climates will typically have a lower cloud point than fuel intended for use in warmer regions. Because it is undesirable to have paraffin precipitates clogging up fuel system components, fuel systems are often designed with a means to circulate warm fuel through the system as soon as possible after cold start. One method for dealing with this problem is the positioning of a temperature sensitive valve in the return line between the fuel injectors and the fuel tank. When the temperature of fuel flowing through the supply line is relatively low, the fuel is directed from the return line to the supply line to be recirculated through the fuel system to warm the relatively cold fuel. When the fuel temperature is relatively high, the fuel is directed back to the fuel tank. While these valves have performed adequately, there is still room for improvement.
- For instance, a fuel transfer problem can occur when the fuel system is evacuated and the fuel lines become filled with cool gaseous vapors. If this occurs when the detected temperature in the supply line is relatively cold, the bypass valve will connect the fuel supply to the fuel return line, thus allowing the fuel pump to continue to circulate the vapors through the fuel system while preventing the pump from pulling fuel from the fuel tank to prime the system. In turn, the engine will be prevented from starting.
- The present invention is directed to overcoming one or more of the problems as set forth above.
- In one aspect of the present invention, a dual temperature actuated valve includes a valve housing that defines a passageway extending between an inlet and an outlet. At least one valve member is movably positioned in the passageway. Positioned adjacent the inlet is a first temperature sensor. A second temperature sensor is positioned adjacent the outlet. The valve member(s) opens the passageway when a first temperature sensed by the first temperature sensor is greater than a first predetermined temperature and a second temperature sensed by the second temperature sensor is less than a second predetermined temperature. The valve member(s) closes the passageway when at least one of the first temperature is less than the first predetermined temperature and the second temperature is greater than the second predetermined temperature.
- In another aspect of the present invention, a fuel system includes a fuel tank and at least one fuel injector. A supply line extends between an outlet of the fuel tank and an inlet of the fuel injector(s). A return line extends between an outlet of the fuel injector(s) and an inlet of the fuel tank. A bypass passageway extends between the supply line and the return line. Positioned in the bypass passageway is a valve. The valve is movable toward an open position when fluid in the return line is relatively warm and fluid in the supply line is relatively cold. The valve is movable toward a closed position when at least one of fluid in the return line is relatively cold and fluid in the supply line is relatively warm.
- In yet another aspect of the present invention, a method of controlling a bypass passageway includes providing a bypass valve that is positioned in a passageway between a first line and a second line. The passageway is opened when fluid in the second line is relatively warm and fluid in the first line is relatively cold. The passageway is closed when at least one of fluid in the second line is relatively cold and fluid in the first line is relatively warm.
- FIG. 1 is a schematic representation of a fuel system according to the present invention;
- FIG. 2 is a diagrammatic representation of a fuel filter and bypass valve according to the present invention for use with the fuel system of FIG. 1; and
- FIG. 3 is a diagrammatic representation of the bypass valve of FIG. 2.
- Referring to FIG. 1, there is shown a schematic representation of a
fuel system 10 according to the present invention. Afuel tank 12 is provided infuel system 10 that has anoutlet 13 in fluid communication with afuel supply line 14.Fuel tank 12 also has aninlet 28 that is in fluid communication with afuel return line 24. Afuel filter 16 is positioned insupply line 14 and acts to trap precipitates and other solids from fuel flowing throughsupply line 14. Also positioned insupply line 14 is afuel pump 18 that draws fuel out offuel tank 12 to circulate fuel to at least onefuel injector 20 provided withinfuel system 10.Fuel injector 20 has afuel inlet 19 in fluid communication withsupply line 14 and afuel outlet 21 in fluid communication withreturn line 24. Avalve filter assembly 17 is provided infuel system 10, and provides asupply temperature sensor 15 that is positioned insupply line 14.Supply temperature sensor 15 is capable of sensing the temperature of fluid, such as liquid fuel and/or gaseous vapor, in the same. Areturn temperature sensor 25 is also provided invalve filter assembly 17 and positioned inreturn line 24 and is capable of sensing the temperature of fluid in the same. Extending betweensupply line 14 andreturn line 24 is abypass passageway 51. - Referring to FIGS. 2 and 3,
valve filter assembly 17 is shown in greater detail. Abypass valve 40 having avalve housing 41 is mounted onfuel filter 16. Valvehousing 41 defines areturn inlet 43 that is in fluid communication withreturn line 24.Return inlet 43 is capable of fluid communication with asupply outlet 59, defined byvalve housing 41, whenbypass passageway 51 is open.Return inlet 43 is in continuous fluid communication with areturn outlet 44, defined byvalve housing 41. Therefore, some or all of fuel flowing intoreturn inlet 43 fromreturn line 24 will be directed tofuel tank 12 viareturn outlet 44 regardless of whenbypass passageway 51 is open or closed respectively. Valvehousing 41 also defines asupply inlet 58 that is in fluid communication withsupply line 14. Fuel enteringbypass valve 40 throughsupply inlet 58 can flow out ofsupply outlet 59 and flow throughfuel filter 16. - Returning to
bypass valve 40, afirst valve member 47 and asecond valve member 53 are positioned in afirst segment 48 and asecond segment 55 ofbypass passageway 51, respectively.First valve member 47 is movable between a closed position in contact with a valve seat 49, defined bybypass valve 40, and an open position out of contact with valve seat 49.First valve member 47 is biased toward its closed position by a biasingspring 45. Whenfirst valve member 47 is in its closed position,return inlet 43 is blocked fromfirst segment 48, and all of the fuel enteringreturn inlet 43 will be returned tofuel tank 12 viareturn outlet 44. Whenfirst valve member 47 is away from its closed position,return inlet 43 is open tofirst segment 48 and capable of fluid communication with bothfirst segment 48 andreturn outlet 44. - Similarly,
second valve member 53 is movable between a closed position in contact with avalve seat 52, defined bybypass valve 40, and an open position out of contact withvalve seat 52. Whensecond valve member 53 is in its closed position,first segment 48 is blocked fromsecond segment 55, thus preventing any fuel infirst segment 48 from flowing throughsecond segment 55 and exitingbypass valve 40 viasupply outlet 59. Whensecond valve member 53 is away from its closed position,first segment 48 is open tosecond segment 55. It should be appreciated thatbypass passageway 51 is not open unless bothfirst valve member 47 andsecond valve member 53 are away from their respective closed positions. In other words,return inlet 43 is blocked from fluid communication withsupply outlet 59 unless bothfirst valve member 47 andsecond valve member 53 are away from their respective closed positions. -
First valve member 47 andsecond valve member 53 are actuated in their movement by afirst wax motor 50 and asecond wax motor 56, respectively. Wax motors such asfirst wax motor 50 andsecond wax motor 56 are known in the art and include a collection of a substance, typically a particular type of wax, that will expand and contract in response to temperature. In other words, the term “wax motor” is intended to mean anything that changes shape in response to a change in temperature and is capable of functioning as both a temperature sensor and an actuator for a valve member. The temperature at which expansion and contraction occur can be varied depending upon the type and amount of temperature sensitive substance used in the wax motor. For instance, while one wax motor may be constructed to begin expanding at a temperature greater than 20° C., a different wax motor may be constructed such that expansion does not begin to occur until it is exposed to a temperature greater than 50° C. In addition, while the wax motor may begin expanding at a first temperature, it may not reach its fully expanded size until it is exposed to a substantially higher temperature. Therefore, a wax motor may begin expanding when exposed to a temperature greater than 20° C., but not reach its fully expanded size until it is exposed to a temperature greater than 40° C. - Returning to bypass
valve 40,first wax motor 50 serves as both an actuator forfirst valve member 47 and returntemperature sensor 25. Similarly,second wax motor 56 serves as both an actuator forsecond valve member 53 and assupply temperature sensor 15. As illustrated,second wax motor 56 is suspended inbypass valve 40 by biasingspring second wax motor 56 in its desired position attached tosecond valve member 53, while allowing the same to expand and contract at the appropriate temperatures. While the present invention has been illustrated utilizing wax motors to actuatefirst valve member 47 andsecond valve member 55, it should be appreciated that other actuators could be substituted. For instancereturn temperature sensor 25 andsupply temperature sensor 15 could be independent components that communicate fuel temperature to an electronic control module provided infuel system 10. Temperature information relayed to the electronic control module could then be utilized for actuation of electronically controlled actuators coupled tofirst valve member 47 andsecond valve member 53. -
First wax motor 50 does not begin expanding to movefirst valve member 47 toward its open position until the temperature of fluid inreturn line 24 is above a minimum return actuation temperature. In the embodiment illustrated herein, the minimum return actuation temperature is preferably at least 50° C. Therefore, whenreturn temperature sensor 25 detects a fuel temperature inreturn line 24 that exceeds 50° C.,wax motor 50 begins to expand to movefirst valve member 47 away from its closed position. Complete expansion offirst wax motor 50 to movefirst valve member 47 to its fully open position preferably does not occur untilreturn temperature sensor 25 senses a maximum return actuation temperature. In the illustrated embodiment, this maximum return actuation temperature is preferably about 70° C. Therefore,first wax motor 50 does not expand to its full size to movefirst valve member 47 to its fully open position untilreturn temperature sensor 25 senses a fuel temperature above 70° C. It should be appreciated, however, thatfirst segment 48 will be fluidly connected to returninlet 43 so long asfirst valve member 47 is away from its closed position. However, flow area past valve seat 49, and therefore the amount of fuel fromreturn inlet 43 that can enterfirst segment 48 will be affected by the location offirst valve member 47 between its closed and open positions. - In order for
first segment 48 to be open tosecond segment 55,second valve member 53 must be away from its closed position.Second valve member 53 is in its closed position blockingfirst segment 48 fromsecond segment 55 whensecond wax motor 56 is fully expanded, and moves toward its open position whensecond wax motor 56 begins to contract.Second wax motor 56 begins to contract when the temperature of fuel insupply line 14 falls below a maximum supply actuation temperature. As illustrated herein, the maximum supply actuation temperature is preferably about 10° C. Thus, whensupply temperature sensor 15 detects a fuel temperature insupply line 14 that is below 10° C.,second wax motor 56 begins to contract to allowsecond valve member 53 to move away from its closed position.Second wax motor 56 preferably does not contract sufficiently forsecond valve member 53 to be moved to its fully open position until the temperature of fuel insupply line 14 falls to a minimum supply actuation temperature. As illustrated herein, this minimum supply actuation temperature is preferably substantially less than the maximum supply actuation temperature, and is on the order of −10° C. Thus,second valve member 53 will be moved to its fully open position only aftersupply temperature sensor 15 detects a fuel temperature that is around −10° C. Therefore, for the embodiment of the present invention disclosed herein,bypass passageway 51 will be open to allow warm fuel fromreturn line 24 to mix with cool fuel fromsupply inlet 58 whenreturn temperature sensor 25 detects a fuel temperature above 50° C. andsupply temperature sensor 15 detects a fuel temperature below 10° C. - While values for the minimum return actuation temperature, the maximum return actuation temperature, the maximum supply actuation temperature and the minimum supply actuation temperature have been provided, it should be appreciated that these values have been provided for illustrative purposes only. The present invention contemplates selecting these temperatures to be any values which allow
bypass valve 40 to perform its desired function of reducing therisk fuel filter 16 becoming clogged with paraffin precipitates. However, it is preferable that the difference between the minimum return actuation temperature and the maximum supply actuation temperature is at least 20° C. Factors to consider when selecting these temperature values include the cloud point of fuel to be used infuel system 10 and the geographic region in whichfuel system 10 is contemplated for use will influence the values of these temperatures. For instance, iffuel system 10 is to be used predominately in a warm climate, with fuel having a relatively high cloud point, the temperatures at whichfirst wax motor 50 andsecond wax motor 56 expand and contract to openbypass passageway 51 should be higher than iffuel system 10 was to be used predominately in a cold climate, with fuel having a relatively low cloud point. Further, these temperatures should be selected such that an unduly high amount of precipitates are not permitted to clogfuel filter 16 before temperatures in the system rise enough to melt paraffins in the filter. - Referring to FIGS.1-3, just prior to activation of
fuel system 10 under cold start conditions,first valve member 47 is positioned in its biased, closed position such thatreturn line 24 is blocked frombypass passageway 51.Second valve member 53 is in its open position, such thatfirst segment 48 is open tosecond segment 55. Activation offuel system 10 is followed by activation offuel pump 18 which begins to draw fuel fromsupply line 14 for use infuel system 10. Becausebypass passageway 51 is closed,fuel pump 18 is only drawing fuel fromfuel tank 12. In addition, fuel flowing intobypass valve 40 fromreturn line 24 is prevented from flowing throughbypass passageway 51, and instead is returned tofuel tank 12 viareturn outlet 44. - As operation of
fuel system 10 continues, the temperature of fuel inreturn line 24 increases as a result of circulation near the warming engine cylinders. In addition, because all of the fuel fromreturn line 24 is being directed towardfuel tank 12 whilebypass passageway 51 remains closed, the temperature of fuel insupply line 14 is also increasing, although at a slower rate. When the fuel temperature inreturn line 24 exceeds the minimum return actuation temperature,first wax motor 50 begins to expand to movefirst valve member 47 toward its open position. Asfirst valve member 47 moves away from valve seat 49, a portion of the fuel flowing intobypass valve 40 viareturn inlet 43 can flow intofirst segment 48 ofbypass passageway 51. - Recall that under cold start conditions,
second valve member 53 will be in its open position whenfuel system 10 is activated. If the fuel temperature insupply line 14 detected bysupply temperature sensor 15 remains below the minimum supply actuation temperature,second valve member 53 will remain away from its closed position and relatively warm fuel fromreturn line 24 will be permitted to flow throughbypass passageway 51 to mix with relatively cold fuel fromsupply line 14 andexit bypass valve 40 viasupply outlet 59. Because warmer fuel is now flowing throughfuel filter 16, there is less risk thatfuel filter 16 will become clogged with paraffin precipitates before the entire system warms up. Asfuel system 10 continues to operate, fuel temperature withinreturn line 24 will continue to increase, thus allowingfirst valve member 47 to continue moving toward its fully open position, maximizing the flow area past valve seat 49. In addition, fuel temperature withinfuel tank 12 will continue to increase as a portion of the warm fuel inreturn line 24 is continually returned tofuel tank 12 viareturn outlet 44. As the fuel temperature insupply line 14 increases,second wax motor 56 continues to expand to movesecond valve member 53 toward its closed position. Once the fuel temperature insupply line 14 exceeds the maximum supply actuation temperature,second wax motor 56 will fully expand to movesecond valve member 53 to its closed position to blockfirst segment 48 fromsecond segment 55. - It should be appreciated that
bypass passageway 51 will remain closed for the duration of the operation offuel system 10 so long as the fuel temperature insupply line 14 remains above the predetermined maximum supply temperature. Further, if the temperature of fuel inreturn line 24 should fall below the predetermined return temperature, it should be appreciated thatfirst valve member 47 will be returned to its closed position, thus preventing fluid communication betweenreturn inlet 43 andfirst segment 48. In addition, iffuel system 10 is deactivated and then reactivated before fuel infuel tank 12 has cooled sufficiently,second valve member 53 will remain in the closed position at fuel system activation. - The present invention can improve engine performance over bypass valves previously installed in fuel systems. Because
bypass valve 40 includes asupply inlet 58 that is always open to supplyoutlet 59,fuel pump 18 will be capable of drawing fuel fromfuel tank 12 even upon a cold start after the fuel system was evacuated of fuel. Recall that with previous bypass valves, if the engine was started under cold start conditions after it had been evacuated of fuel, the valve would continue to circulate gaseous vapors through the fuel system instead of pulling fuel from the fuel tank. - It should be appreciated that a number of modifications could be made to bypass
valve 40 without departing from the scope of the present invention. For instance, while the bypass valve of the present invention has been illustrated utilizing two separate valve members, it should be appreciated that a single valve member having the ability to open the bypass passageway only when temperature in the return line is above a specified temperature and temperature in the supply line is below a specified temperature could instead be substituted. Further, while the valve members of the present invention have been illustrated as being actuated by wax motors, it should be appreciated that any suitable actuation means could be substituted. For instance,supply temperature sensor 15 and returntemperature sensor 25 could be operably connected to an electronic control module included infuel system 10. The electronic control module could then communicate a control signal to an electronic or digital actuator operably connected to the valve members to open or close the same. Further, whilebypass valve 40 has been illustrated as being mounted onfuel filter 16, it should be appreciated that it could be attached tofuel filter 16 in any conventional manner, or alternatively could be located at some other suitable position withinfuel system 10. - In addition to the above indicated modifications, it should be appreciated that the minimum return actuation temperature, maximum return actuation temperature, minimum supply actuation temperature and maximum supply actuation temperature are not intended to be limited to the values indicated herein, which were intended for illustrative purposes only. Recall that factors such as geographic region in which the bypass valve will be used and cloud point of the fuel to be used will influence selection of these values. In addition, these temperatures should be selected such that
fuel filter 16 does not become unduly clogged with paraffin precipitates prior to the bypass passageway being opened. Further, while the present invention has been illustrated for use in a fuel system, it should be appreciated that it could find use in any fluid system having a first fluid line including a relatively high temperature fluid and a second fluid line including a relatively low temperature fluid, wherein heating of the relatively low temperature fluid is desirable under certain conditions. - Thus, those skilled in the art will appreciate that other aspects, objects and advantages of this invention can be obtained from a study of the drawings, the disclosure and the appended claims.
Claims (20)
1. A dual temperature actuated valve comprising:
a valve housing defining a passageway extending between an inlet and an outlet;
at least one valve member being movably positioned in said passageway;
a first temperature sensor being positioned adjacent said inlet;
a second temperature sensor being positioned adjacent said outlet;
said at least one valve member opening said passageway when a first temperature sensed by said first temperature sensor is greater than a first predetermined temperature and a second temperature sensed by said second temperature sensor is less than a second predetermined temperature; and
said at least one valve member closing said passageway when at least one of said first temperature is less than said first predetermined temperature and said second temperature is greater than said second predetermined temperature.
2. The dual temperature actuated valve of claim 1 wherein said at least one valve member includes a first valve member movable between an open position and a closed position and a second valve member movable between an open position and a closed position; and
said passageway being at least partially open when said first valve member is away from said closed position and said second valve member is away from said closed position.
3. The dual temperature actuated valve of claim 1 wherein said passageway includes a first segment and a second segment;
said first segment is open when said first temperature is greater than said first predetermined temperature; and
said second segment is open when said second temperature is less than said second predetermined temperature.
4. The dual temperature actuated valve of claim 3 wherein said passageway is open when said first segment and said second segment are open; and
said passageway is closed when at least one of said first segment is closed and said second segment is closed.
5. The dual temperature actuated valve of claim 1 wherein said inlet is a first inlet and said valve housing defines a second inlet in fluid communication with said outlet.
6. The dual temperature actuated valve of claim 1 wherein said outlet is a first outlet and said valve housing defines a second outlet in fluid communication with said inlet.
7. The dual temperature actuated valve of claim 1 wherein said first temperature sensor is a portion of a first wax motor and said second temperature sensor is a portion of a second wax motor; and
said first wax motor and said second wax motor are operably coupled to said at least one valve member.
8. A fuel system comprising:
a fuel tank and at least one fuel injector;
a supply line extending between an outlet of said fuel tank and an inlet of said at least one fuel injector;
a return line extending between an outlet of said at least one fuel injector and an inlet of said fuel tank;
a bypass passageway extending between said supply line and said return line;
a valve positioned in said bypass passageway;
said valve being movable toward an open position when fluid in said return line is relatively warm and fluid in said supply line is relatively cold; and
said valve being movable toward a closed position when at least one of fluid in said return line is relatively cold and fluid in said supply line is relatively warm.
9. The fuel system of claim 8 including a fuel pump being operably positioned in said supply line.
10. The fuel system of claim 9 wherein said bypass passageway includes a first segment and a second segment; and
a first valve member is positioned in said first segment and at least partially positioned in said valve and a second valve member is positioned in said second segment and at least partially positioned in said valve.
11. The fuel system of claim 10 wherein a first wax motor is operably coupled to said first valve member and a second wax motor is operably coupled to said second valve member.
12. The fuel system of claim 11 including a filter, wherein said valve is mounted on said filter.
13. The fuel system of claim 12 including a first temperature sensor in said supply line and a second temperature sensor in said return line.
14. The fuel system of claim 13 wherein said fuel tank outlet is fluidly connected to said at least one fuel injector inlet when said valve is in said closed position and away from said closed position; and
said at least one fuel injector outlet is fluidly connected to said fuel tank inlet when said valve is in said closed position and away from said closed position.
15. A method of controlling a bypass passageway comprising:
providing a bypass valve positioned in a passageway between a first line and a second line;
opening said passageway when fluid in said second line is relatively warm and fluid in said first line is relatively cold; and
closing said passageway when at least one of fluid in said second line is relatively cold and fluid in said first line is relatively warm.
16. The method of claim 15 wherein said step of opening said passageway includes moving said valve toward an open position; and
said step of closing said passageway includes moving said valve toward a closed position.
17. The method of claim 15 wherein said bypass valve includes a first valve member and a second valve member;
said step of opening said passageway includes moving said first valve member away from a closed position and moving said second valve member away from a closed position; and
said step of closing said passageway includes at least one of moving said first valve member toward a closed position and moving said second valve member toward a closed position.
18. The method of claim 15 including mixing fluid in said first line with fluid in said passageway.
19. The method of claim 15 including maintaining fluid communication between said first line and said second line when said bypass valve is in said closed position and away from said closed position.
20. The method of claim 16 wherein said bypass valve includes a first valve member and a second valve member; and
operably coupling a first wax motor to said first valve member and a second wax motor to said second valve member.
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US09/745,022 US6398119B1 (en) | 2000-12-20 | 2000-12-20 | Thermally controlled valve and fuel system using same |
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US09/745,022 US6398119B1 (en) | 2000-12-20 | 2000-12-20 | Thermally controlled valve and fuel system using same |
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US6398119B1 US6398119B1 (en) | 2002-06-04 |
US20020074419A1 true US20020074419A1 (en) | 2002-06-20 |
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US09/745,022 Expired - Fee Related US6398119B1 (en) | 2000-12-20 | 2000-12-20 | Thermally controlled valve and fuel system using same |
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WO2014004483A1 (en) * | 2012-06-27 | 2014-01-03 | Cummins Filtration Ip, Inc. | Thermal recirculation valve for fuel filtration module |
US20170254299A1 (en) * | 2016-03-01 | 2017-09-07 | CT Energy Holdings, LLC | Fuel Heating Apparatus and Methods |
EP3564558A1 (en) * | 2018-05-01 | 2019-11-06 | Bell Helicopter Textron Inc. | Bypass block for unregulated gearboxes |
US10508873B2 (en) * | 2016-07-11 | 2019-12-17 | Dana Canada Corporation | Heat exchanger with dual internal valve |
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DE10156408B4 (en) * | 2001-11-16 | 2014-01-09 | Robert Bosch Gmbh | Fuel injection device for an internal combustion engine |
DE10232514A1 (en) * | 2002-07-18 | 2004-01-29 | Daimlerchrysler Ag | Fuel cooling in the return of a pressure-intensified injection system |
US6817343B1 (en) | 2003-04-23 | 2004-11-16 | Caterpillar Inc. | Electronic control system for fuel system priming |
US8066198B2 (en) * | 2009-01-16 | 2011-11-29 | Dana Canada Corporation | Valve apparatus for regulating a heat exchange liquid |
US9157393B2 (en) * | 2011-02-28 | 2015-10-13 | Ford Global Technologies, Llc | Multi-staged fuel return system |
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