Abstract: A returnless fuel regulator includes a diaphragm assembly dividing the regulator into a control chamber for calibration purposes and a fuel chamber in communication with fuel under pressure from a supply and a fuel rail which receives fuel under regulation pressure. The regulator includes a spring-biased valve element which is opened to a greater or lesser extent by movement of the diaphragm assembly. In the diaphragm assembly, a post is spring-biased into a predetermined position relative to the diaphragm assembly to engage the valve element. The spring is formed of a shape memory alloy which elongates in response to a predetermined temperature of the fuel within the regulator to open or further open the valve element.

Abstract: The fuel system includes a fuel tank for supplying fuel to a fuel rail having fuel injectors and a fuel pressure regulator for regulating the pressure of the fuel supplied to the fuel rail to a predetermined pressure. The pressure regulator includes a spring-biased ball movable toward and away from a valve seat with an intervening flow channel director. The flow channel director is sized to provide a substantially constant regulated pressure over a flow range typical for automotive engine use, i.e., a pressure of 350-430 kPa over a flow range of 20-50 kg/hr. The pressure regulator provides the predetermined regulated pressure without a movable diaphragm dividing the regulator into flow and non-flow chambers on opposite sides of the diaphragm.

Abstract: A fuel system that comprises a tank, a pump, a flow-through pressure regulator, and piping connecting these components and an internal combustion engine. The flow-through pressure regulator can maintain a substantially constant noise output from low fuel flow rates to high fuel flow rates. Further, the pressure of fuel in the regulator at a maximum fuel flow rate can be made substantially equal to or less than the pressure of fuel in the regulator at a minimum fuel flow rate.

Abstract: A flow-through pressure regulator includes a housing having an inlet and an outlet offset along a longitudinal axis. The housing is separated by a divider into a first chamber and a second chamber. The divider has a passage that communicates the first chamber with the second chamber. The passage includes a first section extending along the longitudinal axis and a second section extending transverse to the longitudinal axis. A closure member permits or inhibits flow through the passage.

Abstract: A self-tightening clip having a planar member and at least one retention member attached to the planar member. The planar member includes an inner perimeter, an outer perimeter, and defines a central axis. The least one retention member including a planar leg portion and a planar hook portion. The leg portion extends from the inner perimeter in a first direction along the central axis. The hook portion projects from the leg portion toward the central axis in a second direction, which is opposite the first direction along the central axis. The hook portion is acute to the central axis and has a free end located on an imaginary perimeter concentric to the inner perimeter of the planar member. The central axis and a plane passing through the hook portion of the at least one retention member form an angle in the range of approximately 20°-30°.

Abstract: A fuel system damper is provided having a housing which is separated by a diaphragm into first and second chambers. The first chamber is sealed and contains a spring biased toward the diaphragm. The second chamber has an opening to allow fuel from a fuel rail to enter the damper and contact the diaphragm. The second chamber includes a radial shoulder that maximizes an effective area of the diaphragm. A spacer is disposed in the second chamber that engages the diaphragm to prevent the diaphragm from contacting the radial shoulder. The spacer maintains the diaphragm in a position to provide the maximum effective area of the diaphragm.

Abstract: A self tightening planar member and at least one retention member attached to the planar member. The planar member includes an inner perimeter, an outer perimeter, and defines a central axis. The least one retention member including a planar leg portion and a planar hook portion. The leg portion extends from the inner perimeter in a first direction along the central axis. The hook portion projects from the leg portion toward the central axis in a second direction, which is opposite the first direction along the central axis. The hook portion is acute to the central axis and has a free end located on an imaginary perimeter concentric to the inner perimeter of the planar member. The central axis and a plane passing through the hook portion of the at least one retention member form an angle in the range of approximately 20°-30°.

Abstract: The present invention provides a damper for a fuel system. The damper includes a first chamber with an interior surface, and a second chamber with a fuel receiving opening. A diaphragm separates the first chamber and the second chamber. A device is disposed within the first chamber that biases the diaphragm toward the fuel receiving opening. A retainer, which supports the device proximate the diaphragm, is located in the first chamber. The retainer has a surface exposed to the interior surface of the first chamber. A lubricant is disposed on at least one of the interior surface of the first chamber and the surface of the retainer.

Abstract: The integrated pressure pulsation damper and hot soak pressure valve lies normally open adjacent the fuel rail and damps fuel pressure pulsations during engine operation caused by opening and closing of the fuel injectors. When the engine is turned off, and a hot soak condition occurs, the valve automatically closes to retain a high fuel pressure in the fuel rail to facilitate hot restarts. Upon restarting the engine, the valve reverts to its normally open condition, serving as a pressure pulsation damper.

Abstract: A fuel or air system component for a motor vehicle, constructed with shape memory alloys, to control fuel flow as a function of temperature or electrical means. The shape memory alloy changes shape at a defined temperature, or in a particular temperature range, thereby affecting a control feature internal to a component in the fuel system, and as a result, changing the fuel flow and/or pressure characteristic. The component may be a biasing spring. The shape memory alloy is an intermetallic compound or alloy which exhibits a shape transformation when heated or cooled through its transformation temperature.