US3741182A

US3741182A - Control valve

Info

Publication number: US3741182A
Authority: US
Inventors: K Wade; D Adcock
Original assignee: Individual
Current assignee: Individual
Priority date: 1971-02-08
Filing date: 1971-02-08
Publication date: 1973-06-26
Anticipated expiration: 1990-06-26

Abstract

An improved control valve interposed in a fuel system, generally between a fuel pump and an engine, to bufferingly pass fuel therethrough from the fuel pump to the engine, in an operating position thereof, and to bypass fuel from the fuel pump to a fuel reservoir at a predetermined fuel pressure, in a bypass position thereof, thereby governing the maximum pressure of fuel being supplied to the engine injectors. The control valve basically comprises a valve body having a valve member slidingly disposed in a valve chamber formed in a portion of the valve body. The valve member is biased to an operating position and constructed such that the fuel pressure biases the valve member to a bypass position at a predetermined fuel pressure.

Description

United States Patent 1191 Wade et a].

[ CONTROL VALVE [75] Inventors: Kenneth C. Wade, Midwest City;

D. L. Adcock, Oklahoma City, both of Okla.

[73] Assignee: Said Kenneth C. Wade by said D. L.

Adcock [22] Filed: Feb. 8, 1971 [21] Appl. No.: 113,490

[ June 26, 1973 3,512,554 5/1970 Childers 137/119 x FOREIGN PATENTS OR APPLICATIONS Primary Examiner-Martin P. Schwadron Assistant Examiner-David J. Zobkiw Attorney-Dunlap, Laney, Hessin & Dougherty [57] ABSTRACT An improved control valve interposed in a fuel system,

521 U.S. c1..... 123/140 FG, 123/139 AN, 137/115, generally between a fuel p p and an engine. to u 137/119 eringly pass fuel therethrough from the fuel pump to [51] Int. Cl. F0211 1/04, Gd 11/00 the g in an Operating position thereof, and to y- [58] Field of Search 137/115, 117, 118, p fuel m the l pu p to a fuel reservoir at a pre- 137/119, 116.3, 116.5; 417/307, 308, 309, determined fuel pressure, in a bypass position thereof, 31 1; 123/139 AN, 140 FG thereby governing the maximum pressure of fuel being supplied to the engine injectors. The control valve basi- [5 6] Referen e Cited cally comprises a valve body having a valve member UNITED STATES PATENTS slidingly disposed in a valve chamber formed in a por- 2,781,775 2 1957 Merrill 137 540 x of valve The valve member blased 3 583 431 6/1971 Die] 137,540 X an operating position and constructed such that the 3 100 497 8/1963 w00111 1 11i: 1.... 137/119 fuel Pressure biases the Valve memberto bypass P 3,500,854 3/1970 Altmeppen et a]. 137/118 at a Pfedelermmed fuel Pressure 3,448,765 6/1969 McKinney 137/543.l3 X

90,483 5/1869 Bartholomew 137 119 15 Clams 3 Draw 2,103,299 12/1937 Ravnsbeck 137/115 3,056,257 10/1962 Brunkhardt 137/119 3a 1 /v 1 53 1 it, m0 1 v 5 0 I f /0/, 1 Z0 T I Lz-QO l FUEL RESERVIOR FUEL PUMP PAIENIEoauuzs 1915 3,741.1 82 sum 1 0+ 2 F UEL RESERVIOR FUEL PUMP m/ya/raes.

KENNETH 0. 14/405 0. ADCOCK Arrewl rs 1 CONTROL VALVE BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates generally to improvements in control valves and, more particularly, but not by way of limitation, to a control valve for utilization in a fuel supply system.

2. Description of the Prior Art In the past, there have been control valves designed for various general and various specific purposes. More particularly, in a fuel system such as, for example, a diesel fuel supply system, there have been proposed and designed valves for controlling the supply of fuel to an engine which provides the driving impetus for the vehicle. In this type of system, the fuel is generally pumped via a gear-driven pump, or the like, to an injector which then forces a predetermined amount of fuel into the engine cylinder chambers at a predetermined pressure.

In a fuel system, as generally described above, a throttle shaft regulator valve has generally been interposed between the fuel pump and the engine injector. The most common type of throttle shaft regulator valve is of the fly-weight". type, and is designed to regulate the amount of fuel being supplied to the engine injectors. In some systems, the throttle shaft governor valve also includes a bias spring which controls the upper limit of the pressure of fuel being supplied therethrough.

With respect to large transport vehicles of the type generally referred to as semi-tractors and trailers, it has become common for the operators to foul the governing aspect of the throttle shaft regulator valve to permit the vehicle to be operated at a maximum RPM or speed. The fouling or tampering with the throttle shaft regulator valve has been not only accomplished in a relatively easy manner, but can also in such a manner that the throttling effect of the regulator valve was not destroyed, thereby maintaining the operability of the vehicle. One method, for example, of destroying the governing aspect of the throttle shaft regulator valve has been to stretch the governor spring, or to replace the govemor spring with a spring having a different bias setting, either of which is virtually nondetectible via a visual inspection.

The result of such tampering generally has been that the engine of the particular vehicle requires a major overhaul at reduced mileage intervals, increased wearing and replacement of various engine parts, and of course, repair or replacement of the throttle shaft regulator valve or, in some instances, replacement or major overhaul of the entire fuel pump system. One other result has also been that, in some instances, the vehicle has broken down or become inoperable in transit, thereby requiring a wrecker crew or possibly a field repair crew to recover the vehicle. This problem, of course, becomes more acute with respect to companies and owners of large fleets of such vehicles, the repair and replacement cost generally mentioned above being thus multiplied in this instance.

SUMMARY OF THE INVENTION An object of the invention. is to increase the efficiency of a fuel supply system.

- Another object of the invention is to provide a tamperproof control valve to limit the pressure of fuel being supplied to the engine injectors.

' A further object of the invention is to provide a control valve which buffers the fuel supply being supplied via the fuel system to the engine, thereby increasing the efficiency of the engine.

A still further object of the invention is to provide a control valve which can be readily installed in existing fuel systems without requiring major modifications.

Another object of the invention is to increase the horsepower produced by an engine per unit of fuel supplied thereto.

One other object of the invention is to provide a control valve which is economical in construction and operation.

Other objects and advantages of the invention will be evident from the following detailed description when read in conjunction with the accompanying drawings which illustrate the various embodiments of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS DESCRIPTION OF THE PREFERRED EMBODIMENT Referring to the drawings in general, and to FIG. 1 in particular, shown therein and designated by the general reference 10 is a control valve constructed in accordance with the present invention. As shown in FIG. 1, the control valve 10 is supported and disposed in a housing 12, only a portion of the housing 12 being shown in FIG. 1, for reasons which will be made apparent below.

The housing 12 includes a housing bore 14, which is formed therethrough, intersecting a portion of an upper surface 16 of the housing 12. A fuel passageway 18 is formed in a portion of the housing 12, one end of the fuel passageway 18 intersecting a portion of the housing bore 14. A bypass fuel passageway 20 is formed in another portion of the housing 12, one end of the bypass fuel passageway 20 intersecting a portion of the housing bore 14. The disposition of the housing bore 14, the fuel passageway 18 and the bypass fuel passageway 20 relative to a fuel system, and the coop eration of each relative to the control valve 10 will be made more apparent below.

In a typical fuel system, the fuel is pumped from a fuel reservoir via a gear-driven pump, or the like, through a throttle shaft regulator valve to the engine injector. Th engine injector supplies fuel to each of the piston chambers of the engine, thereby cooperating to provide the power impetus for the drive system. In a preferred form, the control valve 10, as shown in FIG. 1, is interposed in the fuel system generally between the fuel pump and the engine and, more particularly, be-

tween the throttle shaft regulator valve and the engine injector, for reasons which will be made apparent below.

The housing 12, as shown in FIG. 1, may be a separate support structure interposed, as generally described above, in the fuel system, or an existing fuel pump housing may be utilized, in some instances, by modifying the existing fuel pump housing by forming the housing bore 14, the fuel passageway 18 and the bypass fuel passageway 20 therein. The housing bore 14 is in fluidic communication with the fuel being pumped from the fuel pump through the throttle shaft regulator valve, such that the fuel pumped therefrom enters the housing bore 14 in a general direction 22, as indicated in FIG. 1. The fuel passageway 18 is in fluidic communication with the engine or, more particularly, with the engine injector, such that in one position of the control valve 10, fuel is supplied through the housing bore 14 in the direction 22, through the control valve and through the fuel passageway 18 in a general direction 24 to the engine injector. The bypass fuel passageway 20 is in fluidic communication with the fuel reservoir such that, in one position of the control valve 10, as will be described in greater detail below, the fuel enters the housing bore 14 in a general direction 22 and is directed through a portion of the control valve 10 through the bypass fuel passageway 20 in a general direction 26, thereby bypassing the fuel back to the fuel reservoir.

From the foregoing, it will be apparent to those skilled in the art that the construction of the housing 12 generally along the fragmentary line portions thereof, as indicated in the drawings, is not critical with respect to the present invention. Rather, the precise construction of the housing 12 or the modifications to be made to an existing fuel pump housing, for example, will be apparent to those skilled in the art from the foregoing, and further detailed descriptionof this portion of the housing 12 is not deemed necessary herein.

The control valve 10 includes a valve body 28 having an outer periphery 30, a lower end 32 and an upper end 34, as shown in'FIG. 1. The outer periphery 30'of the valve body 28 is sized'to slidingly fit in the housing bore 14 to an assembled position, as shown in FIG. 1, and as will be described in greater detail below.

A pair of annular grooves 36 are formed in the outer periphery 30 of the valve body 28, and an annular seal member 38 is disposed in each groove 36. In one form, each seal member 38 may be bonded in the respective groove 36, so that each seal member 38 is maintained in an assembled position, during the insertion of the valve body 28 in the housing bore 14.

Each seal member 38 sealingly engages an adjacent portion of the valve body 28 and an adjacent portion of the housing 12 formed by the housing bore 14 therein, to provide a fluid type seal therebetween. As shown more clearly in FIG. 1, the seal members 38 are disposed on the valve body 28 such that, in an assembled position, one of the seal members 38 is disposed generally below the bypass fuel passageway 20 and one of the seal members 38 is disposed generally above the bypass fuel passageway 20, for reasons which will be made more apparent below.

A valve chamber 40 is formed through a central por tion of the valve body 28, intersecting the upper end 34 thereof. The valve chamber 40 extends a distance through the valve body 28, terminating with a lower end surface 42 formed in the valve body 28. An inlet opening 44 is formed through the lower end 32 of the valve body 28, intersecting the valve chamber 40. The

inlet opening 44 thus provides fluidic communication between the housing bore 14 and the valve chamber 40, in an assembled position of the control valve 10, as shown in FIG. 1.

An outlet opening 46 is formed through a portion of the valve body 28. One end of the outlet opening 46 intersects the outer periphery 30 of the valve body 28, and the opposite end of the outlet opening 46 intersects the valve chamber 40 in the valve body 28. The outlet opening 46 is disposed on the valve body 28 such that, in an assembled position, as shown in FIG. 1, the outlet opening 46 is generally aligned with the fuel passageway 18 in the housing 12. The outlet opening 46 thus provides fluidic communication between the fuel passageway 18 and the valve chamber 40, for reasons which will be made more apparent below.

As shown in FIG. 1, a portion 47 of the fuel passageway 18, generally adjacent the intersection thereof with the housing bore 14, has a larger diameter than either the remaining portion of the fuel passageway 18 or the outlet opening'46 in the valve body 28. The larger diameter portion 47 funnelingly directs the fuel passing from the outlet opening 46 into and through the fuel passageway 18.

A bypass opening 48 is formed in another portion of the valve body 28. One end of the bypass opening 48 intersects the outer periphery 30 of the valve body 28, and the opposite end of the bypass opening 48 intersects a portion of the valve chamber 40 in the valve body 28. The bypass opening 48 is disposed and positioned in the valve body 28 such that, in an assembled position, as shown in FIG. 1, the bypass opening 48 is generally aligned with the bypass fuel passageway 20 in the housing 12. The bypass opening 48 thus provides the fluidic communication between the bypass fuel passageway 20 and the valve chamber 40, for reasons which will be made more apparent below.

As shown in FIG. 1, a portion 49 of the bypass fuel passageway 20, generally adjacent the intersection thereof with the housing bore 14, has a larger diameter than either the remaining portion of the bypass fuel passageway 20 or the bypass opening 48 in the valve body 28. The larger diameter portion 49 funnelingly directs the fuel passing from the bypass opening 48 into and through the bypass fuel passageway 20.

A flange 50 is formed on a portion of the outer periphery 30 of the valve body 28, generally adjacent the upper end 34 thereof. The flange 50 extends radially from the valve body 28, forming a downwardly facing surface 52. In an assembled position, as shown in FIG. 1, the downwardly facing surface 52 engages a portion of the upper surface 16 of the housing 12 to limit the downward movement of the valve body 28 in the housing bore 14, and to position the valve body 28 in an assembled position in the housing bore 14, that is a position wherein the outlet opening 46 of the valve body 28 is generally aligned with the fuel passageway 18 and the bypass opening 48 of the valve body 28 generally aligned with the bypass fuel passageway 20. The flange 50 is positioned on the valve body 28 such that, in an assembled position of the control valve 10, the upper end of the valve body 28 is disposed in a horizontal,

plane generally above the upper surface 16 of the housing 12.

A predetermined number of apertures 54 are formed through the flange 50 (only two apertures 54 are shown in FIG. 1). Each aperture 54 is sized to receive a bolt 56, each bolt 56 engages a portion of the flange 50 and threadingly engages a portion of the housing 12 to secure the control valve in an assembled position with respect to the housing 12.

A cylindrical-shaped spring housing 58 is formed on the upper end 34 of the valve body 28, extending a distance generally axially therefrom, terminating with an upper end 60. A spring chamber 62 is formed in the spring housing 58. As shown in FIG. 1, the diameter of the spring chamber 62 is larger than the diameter of the valve chamber 40 in the valve body 28 and, therefore, the upper end 34' of the valve body 28 forms an upwardly facing surface extending about the spring chamber 62, generally adjacent the intersection of the housing bore 40 and the spring chamber 62, for reasons which will be made more apparent below.

In one form, and as shown in FIG. 1, the spring chamber 62 intersects the upper end 60 of the spring housing 58 and a cap 64 is threadingly secured in the spring chamber 62, generally adjacent the upper end 60 of the tubular member 58. In a preferred form, the cap 64 is treated with an epoxy or sealant, subsequent to threading the cap 64 in the spring chamber 62 so that, in an assembled position of the cap 64, the cap 64 is bonded and becomes an integral part of the spring housing 58. A threaded aperture 66 is formed through a central portion of the cap 64, and an adjusting screw 68 is threadingly disposed through the aperture 66, for reasons which will be made more apparent below.

A bias spring 70 is disposed in the spring chamber 62, one end of the bias spring 70 being securedly disposed on a downwardly facing surface 72 of a retainer 74. As shown in FIG. 1, a portion of an upwardly facing surface 76 of the retainer 74 engages a lower end portion of the adjusting screw 68, the adjusting screw 68 thereby adjustingly engaging a portion of the upper end 76 of the retainer 74 to position the retainer 74 in a predetermined horizontal plane in the spring chamber 62, for reasons which will be made more apparent below.

The end of the bias spring 70, opposite the end thereof in engagement with the retainer 74, securedly engages an upwardly facing surface 78 of a retainer 80. In one position, as shown in FIG. 1, a downwardly facing surface 82 of the reatiner 80 engages a portion of the upper end 34 of the valve body 28, thereby limiting the downward movement of the retainer 80 in the spring chamber 62, for reasons which will be made more apparent below.

The retainer 80 is securedly connected to an upper end 84 of an elongated valve member 86. The valve member 86 has an outer periphery 88 and a lower end 90, and is slidingly disposed in the valve chamber 40 of the valve body 28, as shown in FIG. 1. The valve member 86 is slidable in the valve chamber 40 to an operating position, as shown in FIG. '1, and to a bypass position, as will be described in greater detail below. In the operating position of the valve member86, the lower end 90 thereof engages the upwardly facing lower end 42 in the chamber 40.

A valve passageway 92 is formed through a central portion of the valve member 86, one end of the valve passageway 92 intersecting the lower end 90 of the valve member 86. An upper portion 94 of the valve passageway 92 extends radially through a portion of the valve body 86 intersecting a portion of the outer periphery 88 thereof. In an operating position, as shown in FIG. 1, one end of the valve passageway 92 and, more particularly, the radially extending portion 94 thereof is aligned with the outlet opening 46 in the valve body 28, Thus, in the operating position of the valve member 86, the valve passageway 92 is in fluidic communication with the fuel passageway 18 through the housing 12, for reasons which will be made more apparent below.

As-mentioned before, the valve passageway 92 intersects a central portion of the lower end 90 of the valve member 86. In an operating position of the valve member 86, the valve passageway 92 is aligned with the inlet opening 44 through the valve body 28, the housing bore 14 thereby fluidically communicating with the valve passageway 92 via the inlet opening 44 through the valve body 28. In this position, a portion of the valve member 86 is interposed between the bypass opening 48 and the inlet opening 44 of the valve body 28, and thus the housing bore 14 does not fluidically communicate with the bypass opening 18 in this position, for reasons which will be made more apparent below.

An annular groove 96 is formed in a portion of the outer periphery 88 of the valve body 86, a portion of the groove 96 intersecting a portion of the radially extending portion 94 of the valve passageway 92, for reasons which will be made more apparent below.

A pair of annular grooves 100 are formed in the outer periphery 88 of the valve member 86, and an elastomeric seal member 102 is disposed in each groove 100. In one form, each seal member 102 may be bonded in the respective groove 100, in a manner similar to that described before with respect to the seal members 38 disposed in the valve body 28. Each seal member 102 sealingly engages an adjacent portion of the valve member 86 and an adjacent portion of the valve body 28, thereby forming a fluid type seal therebetween. As shown in FIG. 1, one of the seal members 102 is disposed generally above the bypass opening 48 in the valve body 12 and the other seal member 102 is disposed generally above the radially extending portion 94 of the valve passageway 92.

The valve passageway 92 in the valve member 86 is shaped and disposed therein such that fuel passing therethrough acts on the upper portion of the valve member 86 formed by the radially extending portion 94 and the adjacent terminating portion of the valve passageway 92 .to bias the valve member 86 in a generally upwardly direction 104. The bias spring is sized to bias the valve member 86 in a generally downwardly direction 106, to maintain the valve member 86 in an operating position,'as shown in FIG. 1.

The bias spring 70 is also sized such that, when the pressure of the fuel passing through the valve passageway 92 reaches a predetermined actuating pressure, the valve member 86 is biased by the fuel pressure in an upwardly direction 104 against the biasing force of the bias spring 86 to a bypass position in the valve chamber 40. In the bypass position of the control valve 10, the valve member 86 has been moved or slid in an upwardly direction 104 to a position wherein the lower end thereof is disposed in a horizontal plane generally above the bypass opening 48 in the valve body 28 and the radially extending portion 94 of the valve passageway 92 is disposed generally in a horizontal plane above the outlet opening 46 in the valve body 86. In this position, a portion of the valve member 86 is interposed generally between the outlet opening 46 and the valve passageway 92. It will be apparent to those skilled in the art from the foregoing that, in the bypass position of the control valve 10, the housing bore 14 is in fluidic communication with the bypass fuel passageway 20 via the inlet opening 44 and the bypass opening 48 of the valve body 28, and fuel cannot pass through the valve passageway 92 into the fuel passageway 18, for reasons which will be made more apparent below.

it should also be noted that the valve member 86 is sized, in a preferred form, such that as the valve member 86 is slid in an upwardly direction 104 by the pressure of of fuel passing through the valve passageway 92, that the groove 96 in the outer periphery 88 of the valve body 86 will be completely displaced with respect to the outlet opening '46 of the valve body 28 subsequent to the lower end 90 of the valve member 86 being disposed in a horizontal plane generally coplanar with the lower end portion of the bypass opening 48 in the valve body 28. In other words, in a preferred form, the portion of the valve member 86 generally below the bypass opening 48, in an operating position of the control valve 10, is of a sufficient length that a portion of the valve member 86 remains interposed be tween the bypass fuel passageway 20 and inlet opening 44 of the housing bore 14 until the portion of the valve member 86 is completely interposed between the outlet opening 46 in the valve body 28 and the valve passageway 92 or the housing bore 14. In this manner, during the operation of the control valve 10, the valve member 86 is never positioned in the valve chamber 40 such that the housing bore 14 is in fluidic communication with both fuel passageway 18 and the bypass fuel passageway 20 simultaneously.

A vent opening 108 is formed through a portion of the spring housing 58'intersecting the spring chamber 62. The vent opening 108 is provided to releasingly vent any fuel which might leak past the seal members 102, thereby preventing fuel from accumulating in the spring chamber 62 and causing hydraulic lock with respect to the valve member 86.

in a preferred form, the valve body 28, the flange 50 and the spring housing 58 are formed integrally, and constructed of 4130 steel, or the like, which has been heat treated to 46 on a Rockwell-C scale (6 points above drilling or cutting with hack-saw). In view of this, and further since the cap 64 is lockingly secured in position with an appropriate epoxy, or the like, it is virtually impossible to gain access to the valve member 86 or the spring 70 without substantially destroying the control valve 10.

It should also be noted that if the control valve were removed from the housing bore 14, and the housing bore 14 plugged, the fuel system would be rendered non-effective since the fuel from the fuel pump would be simply bypassed back to the fuel reservoir via the bypass fuel passageway 20. From the foregoing, it will be apparent to those skilled in the art, that the construction of the control valve 10 and the disposition of the control valve 10 in the fuel system renders the control valve 10 virtually tamper-proof" in a nondetectible manner.

OPERATION OF FIG. 1

As mentioned before and in a preferred form, the control valve 10 is interposed in the fuel system generally between the fuel pump and the engine or, more particularly, the engine injector such that fuel being supplied to the engine injector from the fuel pump generally passes through the control valve 10. The control valve 10 is constructed to provide a buffer to substantially reduce the pulsations present in the fuel being supplied from the fuel pump and to control the maximum fuel pressure passing through the control valve 10 to the engine injector, in a manner as will be described in greater detail below.

The bias spring biases the valve member 86 in a general bias direction 106 to an operating position, as shown in FIG. 1. In this position, fuel from the fuel pump or, more particularly, from the throttle valve regulators, enters the housing bore 14 in a general direction 22 and through the inlet opening 44 of the valve body 28.

I Since the inlet opening 44 is generally aligned with the valve passageway 92 and further since the radially extending portion 94 of the valve passageway 92 is aligned with the outlet opening 46 in the valve body 28, the fuel will pass through the valve passageway 92 and out through the radially extending portion 94 thereof. The fuel passing through the valve passageway 92 will thus be discharged through the outlet opening 46 and through the fuel passageway 18, in a general direction 24 toward the engine injector.

In the operating position of the control valve 10, a portion of the outer periphery 88 of the valve member 86 encompasses the bypass opening 48 of the valve body 28, thereby preventing fuel entering the control valve 10 via the inlet opening 44 from being discharged or bypassed to the fuel reservoir via the bypass opening 48 in the valve body 28 and the bypass fuel passageway 20 in the housing 12. Thus, in the operating position, the control valve 10 provides a'fuel passageway therethrough such that the fuel being pumped by the fuel pump is directed to the engine injectors.

The fluid traveling through the valve passageway 92, in the operating position of the control valve 10, as generally described above, is of a pulsating nature in most fuel systems, since the fuel is being supplied via a geardriven fuel pump. The pressure peaks caused by the pulsating fuel supply traveling through the valve passageway 92 act on the upper portion of the valve passageway 92 to periodically and cyclically bias the valve member 86 a relatively short distance in an upwardly direction 104 against the force of the bias spring 70. Since the direction of the fuel flow through the valve passageway 92 is turned degrees in the radially extending portion of the valve passageway 92, and further since a small volumetric capacity increase exists in the upper portion of the valve passageway 92, it has been found that the bias spring 70 cooperates with the valve member 86 to dampen the pulsations present in the fuel traveling through the valve member 86.

If the fuel being supplied to the engine injector is of a pulsating nature, it has been found that the engine cylinder chambers receive disproportionate amounts of fuel from the engine injector, the engine cylinder chambers near the fuel outlet from the injector receiv ing the greatest proportional amount of fuel. The effect of the foregoing has been found to generally decrease thereby requiring more dampening effect of the In one test, a particular vehicle carrying 32,000

pounds of freight, traveled a distance of approximately 13,505 miles. In this particular test, the vehicle was equipped with a control valve constructed in accordance with the present invention, and as described before with respect to the control valve 10. In this instance, a special borehole and the various fuel passageways were formed in an existing fuel pump housing to provide the housing bore 14, the fuel passageway 18 and the bypass fuel passageway 20, all being disposed and positioned in the fuel system in a manner as described before. The control valve was thus interposed in the fuel system generally between the throttle valve regulator and the engine injectors, and the fuel pump, in this system, was also equipped with a standard fly-weight type of governor. The control valve 10, in this test, was set to bypass fuel back to the reservoir at a fuel pressure of approximately 8 pounds above the fly-weight governor setting. In this test, the vehicle averaged 5.84 miles per gallon. From various previous tests which had been conducted with respect to this particular vehicle, it was determined that the average miles per gallon of fuel for this vehicle was generally between 4.0 and 4.5 miles per gallon. It will be apparent to those skilled in the art from the foregoing, that the increase in efficiency per se resulting by the utilization of the control valve 10, that is the increase in the number of miles per gallon of fuel required, was substantial and per se represented sufficient cause to incorporate the control valve 10 in the fuel systems.

When the fuel traveling through the control valve 10 reaches a predetermined or a preset pressure level, the fuel will act against the upper portion of the valve passageway 92 to bias the valve member 86 in an upwardly direction 104 against the bias force of the spring 70 a sufficient distance to close the fluidic communication between the housing bore 14 and the fuel passageway 18 provided through the control valve 10, and move the valve member 86 to a bypass position, as described before. In the bypass position of the control valve 10, that is the bypass position of the valve member 86 of the control valve 10, the fuel will flow in a general direction 22 through the housing bore 14 and through the bypass fuel passageway in a general direction 26 via the inlet opening 44, a portion of the valve chamber 40 and the outlet opening 48 of the valve body 28. Thus, at a predetermined actuating fuel pressure, the valve member 86 is biased by the fuel pressure to a position wherein the fuel being pumped through the housing bore 14 from the fuel pump is bypassed and dumped back to the fuel reservoir. In this position, the fuel is merely recirculated in the fuel system, and no fuel is being provided to the engine injector via the fuel passageway 18. The control valve 10 thus governs the upper limit of the fuel pressure being supplied to the engine injector 18, thereby controlling the maximum engine RPM.

The actuating fuel pressure, that is the fuel pressure at which the valve member 86 will be biased to a bypass position, is primarily controlled by the bias spring 70.

However, the adjusting screw 68 is provided to vary the set tension of the bias spring 70 a small incremental amount, so that the control valve 10 may be utilized in different fuel systems, wherein the fuel pressure to be supplied to the engine injector may vary by a small incremental amount. It should be emphasized, however, that the actuating pressure is determined by the bias spring 70 and the adjusting screw 68 does not vary substantially the primary setting of the control valve 10.

Various tests have been conducted to determine the effectiveness of the control valve 10 in a fuel system. One such test was conducted with respect to a fuel pump installed in a vehicle having a present mileage of 205,768 miles. The test results, shown in Table I below, relate to this particular vehicle and a fuel pump, subsequent to the installation of the control valve 10 in the fuel system.

TABLE I Tachometer Dynamometer Fuel Pressure Developed RPM MPH P.S.I. Horsepower I700 41 l88 I800 43 166 190 I900 45 170 195 2000 48 200 2100 51 186 200 The control valve 10 was then installed in the existing fuel pump generally between the throttle valve regulator and the fuel passageway discharging the fuel to the injectors, as generally described before and as shown in FIG. 1. The test results of this same fuel system or, more particularly, this same fuel pump utilizing the control valve 10, are shown below in Table II.

TABLE II Tachometer Dynamometer Fuel Pressure Developed RPM MPH P.S.I. Horsepower 1700 41 150 190 I800 43 l56 194 1900 45 162 198 2000 48 170 200 2 I00 51 172 205 The fuel pressure recorded in Tables I and II indicates, more particularly, the pressure of the fuel generally between the control valve 10 and the engine or, in other words, generally in the fuel passageway 18.

It should be particularly noted that there were no other changes in the fuel systems between the two tests, illustrated in Tables I and II above, other than the installation of the control valve 10 in the fuel system. From Tables I and II above, it may be seen that the addition of the control valve 10 in the fuel system, increased the efficiency of the system, in that the horsepower developed per pound of fuel pressure utilized was increased substantially utilizing the control valve 10. This particular efficiency increase becomes even more apparent in the higher RPM ranges of the test.

Other tests, similar to the test illustrated in Tables I and II above, have also been conducted. In each instance, the efficiency of the fuel system was increased. The control valve 10 thus, not only provides a substantially tamper-proof governor valve limiting the maximum fuel pressure pass therethrough, but also substantially increases the efficiency of the system yielding an increase in the mileage per gallon of fuel and an increase in the developed horsepower per pound of fuel pressure.

EMBODIMENT OF FIG. 2

Shown in FIG. 2 is a modified control valve a disposed in a modified housing 12a, similar to the con-,

shown in FIG. 2, is constructed substantially the same as the housing 12, shown in FIG. 1, one of the differences being that the housing 12a includes a vent passageway 130 formed through a portion thereof, one end of the vent passageway 130 intersecting a portion of the housing bore 140. The end of the vent passageway 130, opposite the end thereof intersecting the housing bore 14a, is in fluidie communication with the fuel supply reservoir, for reasons which will be made more apparent below.

As shown in FIG. 2, the housing bore 14a also includes a threaded portion 132 formed therein generally adjacent the upper surface 16 of the housing 12a. The threaded portion 132 is shaped to threadingly receive a threaded portion of the control valve 10a and, more particularly, a threaded portion formed on the outer periphery a of the valve body 28a.

As shown in FIG. 2, the valve chamber 40a of the valve body 28a extends through the valve body 28a intersecting the lower end 32a thereof. A threaded plug 134 is disposed in the valve chamber 40a, generally adjacent the lower end 32a thereof. The upper end of the threaded plug 34a forms the lower end or upwardly facing surface 420 in the valve chamber 40a, which cooperates in the valve assembly 10:: in a manner substantially the same as the lower end 42 of the valve chamber 40, as shown in FIG. 1 and described above.

The valve body 28a has a hexagon-shaped head 136 formed on the upper end thereof, generally adjacent the threaded portion 132 thereof. The hexagon-shaped head 136 is formed or secured on an upper portion of the valve body 28a so that the valve body 28a may be threaded into an assembled position in the housing bore 14a, as shown in FIG. 2.

A recess 138 is formed in the housing 12a generally about and intersecting a portion of the housing bore 140, generally adjacent the upper surface 16 of the housing 12a. An elastomeric seal member 140 is disposed in the recess 138 and, in an assembled position, as shown in FIG. 2, the elastomeric seal member 138 provides the sealing integrity generally between the housing 12a and the control valve 10a or, more particularly, the valve body 28a.

The valve body 28a also includes a vent opening 142 formed through an upper portion thereof. In an assembled position, shown in FIG. 2, the vent opening 142 in the valve body 28a is aligned with the vent passageway 130 formed through the housing 12a, for reasons which will be made more apparent below. 1

The valve member 86a, shown in FIG. 2, is constructed similar to the valve member 86, shown in FIG. 1 and described in detail before, the salient difference being that the valve member 86a is sized such that, in an assembled position and in an operating position of the valve member 86a, as shown in FIG. 2, the upper end 840 of the valve member 86a lies in a horizontal plane generally below the upper surface 16 of the housing 12a and generally below the hexagon-shaped head 136 on the valve body 28a. Thus, a gap exists generally between the upper end 84a of the valve member 86a and the lower end of the hexagon-shaped head 136, in

an assembled position of the valve member 86a, as shown in FIG. 2, for reasons to be made more apparent below.

A bias spring a is disposed generally in the gap between the upper end 84a of the valve member 86a and the lower end surface of the hexagon-shaped head 136. One end of the bias spring engages a lower end surface of the hexagon-shaped head 136 and the opposite end of the bias spring 70a biasingly engages the upper end surface 84a of the valve member 86a. The bias spring 70a biases the valve member 86a in a general direction 106 toward the lower end 42a of the chamber 40a, similar to the bias spring 70, described before and as shown in FIG. 1.

OPERATION OF FIG. 2

The control valve 10a, shown in FIG. 2, will operate substantially the same as the control valve 10, shown in FIG. 1 and described before. The control valve 10a thus has an operating position, as shown in FIG. 1, and a bypass position, and is constructed to provide a passageway for fuel to pass from the fuel pump to an engine injector via'the control valve 10a in an operating position thereof, and to bypass fuel supplied from the fuel pump at a predetermined actuating pressure to the fuel reservoir via the bypass passageway 20 formed in the housing 12a.

One of the salient differences in construction and in operation of the fuel control valve is that fluid which may leak past the seal members 102 and become disposed in the area of the valve chamber 40a generally between the upper end 84a of the valve member 86a and the lower end portion of the hexagon-shaped head 136 is bled or vented therefrom via the vent opening 142 in the valve body 28a and the vent passageway in the housing 12a to the fuel reservoir, rather than being vented to atmosphere, as described before, with respect to the control valve 10.

It will be apparent from the foregoing, that the control valve 10a retains all of the advantages of the control valve 10, described before, and yet has a construction which may be more economical in some installations and, in addition, provides a vent passageway which vents fuel to the fuel reservoir rather than to atmosphere, which may be more desirable in some installations.

EMBODIMENT OF FIG. 3

The control valvelOc, shown in FIG. 3, is constructed similar to the control valve 10, shown in FIG. 1 and as described in detail before. The salient difference between the control valve 100 and the control valve 10 is that the valve member 86c has a modified valve passageway 92c formed therethrough.

More particularly, the upper portion of the fuel passageway 92c is modified to include four radially extending portions or passageways 94c, rather than the one radially extending portion 94, shown in FIG. 1. It should also be noted that in lieu of the larger diameter portion 47, as shown in FIG. 1, the housing 12c, shown in FIG. 3, has an annular groove 150 formed about and intersecting the housing bore and the fuel passageway 18.

In this embodiment of the invention, as shown in FIG. 3, the fuel traveling through the valve passageway 92c will thus be directed into the area formed by the groove 96 via the four radially extending passageways 940. The

fluid will then, of course, be directed to the engine injector via the fuel passageway 18, in the operating position of the valve member, similar to that described before with respect to the control valve 10, shown in FIG. 1.

OPERATION OF FIG. 3

The control valve 100, shown in FIG. 3, will operate substantially the same as the control valve 10, shown in FIG. 1, to provide a fuel passageway for the fuel being pumped from the fuel pump to the engine injector, in an operating position of the valve member 86c, shown in FIG. 3. The control valve 100 will also, of course, bypass the fuel back to the fuel reservoir when the pressure of the fuel being supplied thereto from the fuel pump reaches a predeterminedactuating pressure, similar to that described before with respect to the control valve 10.

The salient difference in the operation between the control valve 100, shown in FIG. 3, and the control valve 10, shown in FIG. 1, is that the fuel entering the space formed bythe groove 96 in the valve member 860, enters therein via the four passageways 940. It has been found, that in some installations, since the fuel traveling through the passageway 920 is directed at a 90 degree turn into the fuel passageway 18 formed in the housing 12, there may be a resulting force exerted by the fuel pressure causing the valve member 86c to be moved in a direction generally toward the valve body 28. The utilization of the four ports or passageways 940 to discharge the fuel in the space formed by the groove 96 thus tends to equalize the resulting pressure forces, thereby maintaining the central disposition of the valve member 86c in the valve chamber 40.

It will be apparent to those skilled in the art from the foregoing, that the control valves, described before, not

only limit the fuel pressure being supplied to the engine injectors, thereby providing the governing function, but also the control valves are constructed of such a nature and disposed in the fuel system such that the control valves are virtually tamper-proof in a nondetectible manner. In other words, the operator of the vehicle cannot modify the control valve so that the vehicle can be operated at a higher speed without major modifications or without destroying the valve completely, in which event the fuel system is rendered totally ineffective. In addition to the foregoing, the control valves described before also increase the efficiency of the fuel system or, more particularly, the driving efficiency of the engine, thereby resulting in a fuel savings and in an increase in the amount of horsepower producible by the engine at a given fuel pressure. Changes may be made in the construction and the arrangement of the parts or the elements of the various embodiments as disclosed herein without departing from the spirit and scope of the invention as defined in the following claims.

What is claimed is: 1. A control valve interposed in a fuel system comprising:

engine means; fuel pump means fluidically communicating with the engine means and supplying fuel thereto; fuel reservoir means fluidically communicating with the fuel pump means, the fuel pump means pumping fuel from the fuel reservoir means to the engine means; and

control valve means interposed between the fuel pump means and the engine means, the control valve means comprising:

housing means, having a housing bore formed therein, the housing bore in fluidic communication with the fuel pump means to receive fuel from the fuel pump means, a fuel passageway formed in a portion of the housing means intersecting the housing bore and fluidically communicating with the engine means, a bypass fuel passageway formed in a portion of the housing means intersecting the housing bore and fluidically communicating with the fuel reservoir means, a vent passageway formed in a portion of the housing means intersecting the housing bore and fluidically communicating with the fuel reservoir means;

a valve body disposed in a portion of the housing bore, having a valve chamber formed therein, an inlet opening formed through a portion thereof providing communication between the housing bore and the valve chamber, an outlet opening formed through a portion thereof providing com munication between the fuel passageway in the housing means and the valve chamber, a bypass opening formed through a portion of the valve body providing communication between the bypass fuel passageway in the housing means and the valve chamber, a vent opening formed through a portion of the valve body providing communication between a portion of the valve chamber and the vent passageway to vent fuel therethrough;

a valve member slidingly disposed in the valve body having a valve passageway formed through a portion thereof providing fluidic communication between the inlet opening and the outlet opening of the valve body and a portion of the valve member interposed generally between the inlet opening and the bypass opening in one position of the valve member, the valve member slidable to one other portion interposing a portion of the valve member generally between the inlet opening and the outlet opening of the valve body and providing fluidic communication between the inlet opening and the bypass opening via the valve chamber, the fuel vented via the vent opening in communication with a portion of the valve chamber and the vent passageway preventing the valve member from becoming hydraulically locked; and

bias means engaging a portion of the valve member and biasing the valve member to the one position in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body, the fuel at a predetermined pressure level biasing the valve member against the biasing force of the bias means to the one other position in the valve body providing fluidic communication between the inlet opening and the bypass opening of the valve body.

2. The apparatus of claim 1 wherein the valve body is defined further to include, a portion engaging a portion of the housing means to position the valve body in an assembled position in a portion of the housing bore.

3. The apparatus of claim 1 defined further to include:

seal means disposed between the housing means and the valve body to provide a fluid tight seal therebetween.

4. A control valve interposed in a fuel system comprising:

engine means;

fuel pump means fluidically communicating with the engine means and supplying fuel thereto;

fuel reservoir means fluidically communicating with the fuel pump means, the fuel pump means pumping fuel from the fuel reservoir means to the engine means; and

control valve means interposed between the fuel pump means and the engine means, the control valve means comprising: a valve body, having a valve chamber formed therein, an inlet opening formed through a portion thereof intersecting a portion of the valve chamber, an outlet opening formed through a portion thereof intersecting a portion of the valve chamber, a bypass opening formed through a portion thereof intersecting a portion of the valve chamber, and the inlet opening fluidically communicating with the fuel pump means, the outlet opening fluidically communicating with the engine means and the bypass opening fluidically communicating with the fuel reservoir means; valve member slidingly disposed in the valve chamber, a valve passageway formed through a portion of the valve member providing fluidic communication between the inlet opening and the outlet opening of the valve body and a portion of the valve member interposed generally between the inlet opening and the bypass opening of the valve body in one position of the valve member, the valve member slidable to one other position interposing a portion of the valve member generally between the inlet opening and the outlet opening of the valve body and providing fluidic communication between the inlet opening and the bypass opening via the valve chamber, the valve member providing fluidic communication between not more than any two of the inlet opening, the outlet opening and the bypass opening via the valve chamber in any one position of the valve member during the operation thereof; and bias means engaging a portion of the valve member and biasing the valve member to the one position in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body, the fuel at a predetermined pressure level biasing the valve member against the biasing force of the bias means to the one other position in the valve body providing fluidic communication between the bypass opening and the inlet opening of the valve body.

5. The apparatus of claim 4 wherein the valve member is further defined as being elongated and having an upper and a lower end, the lower end engaging a portion of the valve body to position the valve member in the one position in the valve body providing fluidic communication between the inlet opening and the outletopening of the valve body.

6. The apparatus of claim 5 wherein the valve body includes, an upper end and a lower end, a spring chamber formed on the upper end of the valve body, the bias means being disposed in the spring chamber; and wherein the bias means has a portion thereof engaging the upper end of the valve member, the bias means cooperating with the valve member to buffer the fuel passing through the control valve to increase the efficiency of the fuel system.

7. The apparatus of claim 5 wherein the bias means is further defined as being disposed in a portion of the valve chamber, one portion of the bias means engaging a portion of the valve body and another portion of the bias means engaging the upper end of the valve member, the bias means cooperating with the valve member to buffer the fuel passing through the control valve to increase the efficiency of the fuel system.

8. The apparatus of claim 5 wherein one end of the valve passageway is aligned with the outlet opening of the valve body and the other end of the valve passageway is aligned with the inlet opening in the valve body in the one position of the valve member in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body.

9. The apparatus of claim 8 wherein the bypass opening in the valve body is disposed in a horizontal plane generally above the lower end of the valve member in the one position of the valve member in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body, the inlet opening being formed through a portion of the lower'end of the valve body; and wherein the valve member is further defined as having a portion thereof interposed generally between the outlet opening and the valve chamber subsequent to the valve member being slidingly biased to the one other position in the valve body providing fluidic communication between the bypass opening and the inlet opening of the valve body.

10. The apparatus of claim 9 wherein the lower end of the valve member is disposed in a horizontal plane generally above the bypass opening through the valve body in the one other position of the valve member in the valve body providing fluidic communication between the bypass opening and the inlet opening of the valve body.

11. The apparatus of claim 4 wherein the valve passageway includes, a radially extending portion intersecting a portion of the outer periphery of the valve member, the radially extending portion being aligned with the outlet opening of the valve body in the one position of the valve member in the valve body providing fluidic communication between the outlet opening and the inlet opening of the valve body.

12. The apparatus of claim 4 wherein the valve passageway includes, a plurality of radially extending portions, each intersecting a portion of the outer periphery of the valve member, and each radially extending portion communicating with the outlet opening of the valve body in the one position of the valve member in the valve body providing fluidic communication between the outlet opening and the inlet opening of the valve body.

13. The apparatus of claim 4 defined further to include:

seal means interposed between the valve member and the valve body to provide a fluid tight seal therebetween.

14. The apparatus of claim 4 defined further to-inelude:

means engaging the bias means to limitingly adjust the bias means, thereby adjusting the actuating fuel pressure of the control valve within a narrow range.

15. A control valve interposed in a fuel system comprising:

engine means;

housing means, having a housing bore formed therein, the housing bore in fluidic communication with the fuel pump means to receive fuel from the fuel pump means, a fuel passageway formed in a portion of the housing means intersecting the housing bore and fluidically communicating with the engine means, a bypass fuel passageway formed in a portion of the housing means intersecting the housing bore and fluidically communicating with the fuel reservoir means;

a valve body disposed in a portion of the housing bore, having a valve chamber formed therein, an inlet opening formed through a portion thereof providing communication between the housing bore and the valve chamber, an outlet opening formed through a portion thereof providing communication between the fuel passageway in the housing means and the valve chamber, a bypass opening formed through a portion of the valve body providing communication between the bypass fuel passageway in the housing means and the valve chamber;

a valve member slidingly disposed in the valve body having a valve passageway formed through a portion thereof providing fluidic communication between the inlet opening and the outlet opening of the valve body and a portion of the valve member interposed generally between the inlet opening and the bypass opening in one position of the valve member, the valve member slidable to one other position interposing a portion of the valve member generally between the inlet opening and the outlet opening of the valve body and providing fluidic communication between the inlet opening and the bypass opening via the valve chamber, the valve member providing fluidic communication between not more than any two of the inlet opening, the outlet opening and the bypass opening via the valve chamber in any one position of the valve member during the operation thereof; and

bias means engaging a portion of the valve member and biasing the valve member to the one position. in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body, the fuel at a predetermined pressure level biasing the valve member against the biasing force of the bias means to the one other position in the valve body providing fluidic communication between the inlet opening and the bypass opening of the valve body.

Dated June 26, 1973 Patent No. 3,741, 182

Kenneth C. Wade and D. L. Adcock Inventor(s) It s certified that error appears in the above-identified p a tent and that said Letters Patent are herebyficorrected as shown below:

Column 7, line 16, "of of" should be -of---.

Columnl4, line 43,- "portion interposing" should Zoe -position i nterposing-.

Signed and sealed this 18th day of December 1973.

(SEAL) Attest:

RENE D TEGTMEYER Acting Commissioner of Patents EDWARD M. FLETCHER Attesting Officer"

Claims

1. A control valve interposed in a fuel system comprising: engine means; fuel pump means fluidically communicating with the engine means and supplying fuel thereto; fuel reservoir means fluidically communicating with the fuel pump means, the fuel pump means pumping fuel from the fuel reservoir means to the engine means; and control valve means interposed between the fuel pump means and the engine means, the control valve means comprising: housing means, having a housing bore formed therein, the housing bore in fluidic communication with the fuel pump means to receive fuel from the fuel pump means, a fuel passageway formed in a portion of the housing means intersecting the housing bore and fluidically communicating with the engine means, a bypass fuel passageway formed in a portion of the housing means intersecting the housing bore and fluidically communicating with the fuel reservoir means, a vent passageway formed in a portion of the housing means intersecting the housing bore and fluidically communicating with the fuel reservoir means; a valve body disposed in a portion of the housing bore, having a valve chamber formed therein, an inlet opening formed through a portion thereof providing communication between the housing bore and the valve chamber, an outlet opening formed through a portion thereof providing communication between the fuel passageway in the housing means and the valve chamber, a bypass opening formed through a portion of the valve body providing communication between the bypass fuel passageway in the housing means and the valve chamber, a vent opening formed through a portion of the valve body providing communication between a portion of the valve chamber and the vent passageway to vent fuel therethrough; a valve member slidingly disposed in the valve body having a valve passageway formed through a portion thereof providing fluidic communication between the inlet opening and the outlet opening of the valve body and a portion of the valve member interposed generally between the inlet opening and the bypass opening in one position of the valve member, the valve member slidable to one other portion interposing a portion of the valve member generally between the inlet opening and the outlet opening of the valve body and providing fluidic communication between the inlet opening and the bypass opening via the valve chamber, the fuel vented via the vent opening in communication with a portion of the valve chamber and the vent passageway preventing the valve member from becoming hydraulically locked; and bias means engaging a portion of the valve member and biasing the valve member to the one position in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body, the fuel at a predetermined pressure level biasing the valve member against the biasing force of the bias means to the one other position in the valve body providing fluidic communication between the inlet opening and the bypass opening of the valve body.

3. The apparatus of claim 1 defined further to include: seal means disposed between the housing means and the valve body to provide a fluid tight seal therebetween.

4. A control valve interposed in a fuel system comprising: engine means; fuel pump means fluidically communicating with the engine means and supplying fuel thereto; fuel reservoir means fluidically communicating with the fuel pump means, the fuel pump means pumping fuel from the fuel reservoir means to the engine means; and control valve means interposed between the fuel pump means and the engine means, the control valve means comprising: a valve body, having a valve chamber formed therein, an inlet opening formed through a portion thereof intersecting a portion of the valve chamber, an outlet opening formed through a portion thereof intersecting a portion of the valve chamber, a bypass opening formed through a portion thereof intersecting a portion of the valve chamber, and the inlet opening fluidically communicating with the fuel pump means, the outlet opening fluidically communicating with the engine means and the bypass opening fluidically communicating with the fuel reservoir means; a valve member slidingly disposed in the valve chamber, a valve passageway formed through a portion of the valve member providing fluidic communication between the inlet opening and the outlet opening of the valve body and a portion of the valve member interposed generally between the inlet opening and the bypass opening of the valve body in one position of the valve member, the valve member slidable to one other position interposing a portion of the valve member generally between the inlet opening and the outlet opening of the valve body and providing fluidic communication between the inlet opening and the bypass opening via the valve chamber, the valve member providing fluidic communication between not more than any two of the inlet opening, the outlet opening and the bypass opening via the valve chamber in any one position of the valve member during the operation thereof; and bias means engaging a portion of the valve member and biasing the valve member to the one position in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body, the fuel at a predetermined pressure level biasing the valve member against the biasing force of the bias means to the one other position in the valve body providing fluidic communication between the bypass opening and the inlet opening of the valve body.

5. The apparatus of claim 4 wherein the valve member is further defined as being elongated and having an upper and a lower end, the lower end engaging a portion of the valve body to position the valve member in the one position in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body.

9. The apparatus of claim 8 wherein the bypass opening in the valve body is disposed in a horizontal plane generally above the lower end of the valve member in the one position of the valve member in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body, the inlet opening being formed through a portion of the lower end of the valve body; and wherein the valve member is further defined as having a portion thereof interposed generally between the outlet opening and the valve chamber subsequent to the valve member being slidingly biased to the one other position in the valve body providing fluidic communication between the bypass opening and the inlet opening of the valve body.

13. The apparatus of claim 4 defined further to include: seal means interposed between the valve member and the valve body to provide a fluid tight seal therebetween.

14. The apparatus of claim 4 defined further to include: means engaging the bias means to limitingly adjust the bias means, thereby adjusting the actuating fuel pressure of the control valve within a narrow range.

15. A control valve interposed in a fuel system comprising: engine means; fuel pump means fluidically communicating with the engine means and supplying fuel thereto; fuel reservoir means fluidically communicating with the fuel pump means, the fuel pump means pumping fuel from the fuel reservoir means to the engine means; and control valve means interposed between the fuel pump means and the engine means, the control valve means comprising: housing means, having a housing bore formed therein, the housing bore in fluidic communication with the fuel pump means to receive fuel from the fuel pump means, a fuel passageway formed in a portion of the housing means intersecting the housing bore and fluidically communicating with the engine means, a bypass fuel passageway formed in a portion of the housing means inTersecting the housing bore and fluidically communicating with the fuel reservoir means; a valve body disposed in a portion of the housing bore, having a valve chamber formed therein, an inlet opening formed through a portion thereof providing communication between the housing bore and the valve chamber, an outlet opening formed through a portion thereof providing communication between the fuel passageway in the housing means and the valve chamber, a bypass opening formed through a portion of the valve body providing communication between the bypass fuel passageway in the housing means and the valve chamber; a valve member slidingly disposed in the valve body having a valve passageway formed through a portion thereof providing fluidic communication between the inlet opening and the outlet opening of the valve body and a portion of the valve member interposed generally between the inlet opening and the bypass opening in one position of the valve member, the valve member slidable to one other position interposing a portion of the valve member generally between the inlet opening and the outlet opening of the valve body and providing fluidic communication between the inlet opening and the bypass opening via the valve chamber, the valve member providing fluidic communication between not more than any two of the inlet opening, the outlet opening and the bypass opening via the valve chamber in any one position of the valve member during the operation thereof; and bias means engaging a portion of the valve member and biasing the valve member to the one position in the valve body providing fluidic communication between the inlet opening and the outlet opening of the valve body, the fuel at a predetermined pressure level biasing the valve member against the biasing force of the bias means to the one other position in the valve body providing fluidic communication between the inlet opening and the bypass opening of the valve body.