Abstract:
A fuel pump module has a fuel pump with an outlet located within a fuel reservoir, a fuel filter casing within which a fuel filter receives fuel from the fuel pump fuel outlet. A fuel discharge housing attaches to the fuel filter casing such that fuel passing from the filter and into the discharge casing then discharges from either a casing fuel outlet or a bleed orifice. The casing fuel outlet leads to the engine while the bleed orifice discharges fuel into a sump formed into the reservoir&#39;s bottom wall under the bleed orifice. The sump retains a quantity of fuel so that during low fuel levels within the reservoir, when the engine is off, the fuel filter maintains its prime condition from fuel in the sump to lessen the filter prime time during engine starting. Selective placement of fuel valves also decreases fuel system prime times.

Description:
FIELD 
   The present disclosure relates generally to a fuel pump module for an electronic returnless fuel system. More specifically, the disclosure relates to a structure for maintaining cooling of an electric fuel pump, for maintaining fuel filter saturation and thus prime of the fuel system, and for easing fuel pump module assembly and reducing the size of the overall fuel pump module package. 
   BACKGROUND 
   The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. Conventional vehicular fuel systems, such as those installed in automobiles, may employ a “return fuel system” whereby a fuel supply tube is utilized to supply fuel to an engine and a fuel return line is utilized to return, hence “return fuel system,” unused fuel to a fuel tank. More modern fuel systems typically employ a “returnless fuel system” that may either be mechanically or electronically controlled. Regarding such returnless fuel systems, such as an electronic returnless fuel system (“ERFS”), only a fuel supply line from a fuel tank to an engine is utilized; therefore, no return fuel line from the engine to the fuel tank is necessary. As a result, in an ERFS only the exact volume of fuel required by an engine is delivered to the engine, regardless of the varying degree of the volume of fuel required. 
   While current electronic returnless fuel systems have generally proven to be satisfactory for their applications, each is associated with its share of limitations. One limitation of current ERFS is maintaining fuel pressure in as much of the fuel line as possible in order to accomplish engine starting and restarting as quickly as possible with no interruptions of fuel supply to the engine. Another limitation of current ERFS is maintaining the prime condition of the fuel line to prevent “depriming” of the fuel line. An adequate prime condition will permit an adequate fuel supply to reach the engine during engine starting. Another limitation of ERFS is keeping the fuel filter surrounding the fuel pump sufficiently saturated with fuel when the fuel pump module reservoir is experiencing a low fuel level or volume. 
   In still yet another limitation pertaining to pressure valves, valve placement may not be advantageous for ease of assembly or for best utilizing space within the fuel pump module reservoir. Additionally, placement of such pressure relief and/or check valves may not be optimally advantageous for maintaining adequate fuel volumes and pressures in the fuel line. Finally, modern ERFS do not provide a structure for capturing fuel from a bleed orifice to help maintain the prime condition of the fuel pump module filter, such as the filter surrounding the fuel pump. 
   What is needed then is a device that does not suffer from the above limitations. This, in turn, will provide a device that provides pressure relief valves in locations that permit ease of assembly and that permits fuel to be vented into the fuel tank or fuel pump module reservoir as design dictates. Furthermore, a device will be provided that permits fuel to be pumped into a module sump to provide cooling to the fuel pump and to be used as fuel to maintain a primed condition of the fuel filter. 
   SUMMARY 
   A fuel pump module has a fuel pump module reservoir; a fuel pump located within the reservoir; a fuel pump fuel outlet, a fuel filter surrounding the fuel pump that receives fuel from a fuel pump fuel outlet, and a fuel discharge housing attached to the fuel filter. The fuel discharge housing has a fuel outlet and a fuel bleed orifice. The fuel outlet delivers fuel to the engine while the bleed flow orifice delivers fuel into a sump located on the floor of the reservoir. 
   The sump is a holding location for fuel when the fuel tank and fuel pump module reservoir are otherwise experiencing a low fuel situation. A nozzle and orifice on the fuel discharge housing discharges fuel to the sump, which is below the housing. The fuel in the sump is then used to keep the fuel filter around the fuel pump wet (primed) when the pump and engine are not operating. Capillary action permits transfer of the fuel from the sump into the filter, which may be made of paper. Keeping the filter primed results in lower prime times of the filter, and thus the entire fuel system, during restarting. Because the nozzle also discharges fuel when the fuel pump is operating, the fuel pump can be cooled more quickly than if the nozzle was not part of the module. That is, since the nozzle discharges fuel that is not directed to the engine for combustion, the nozzle permits the pump to discharge more fuel than it otherwise would, thus permitting the use of the extra liquid fuel for pump cooling purposes. Heat is transferred from the fuel pump to the liquid fuel passing through the pump. 
   The fuel pump module also has a pressure relief valve and a pressure check valve. The pressure relief valves and the pressure check valves may be located at various positions in the fuel system to achieve the desired effect. One desired effect is to position the pressure relief valve so that the fuel line pressure can be controlled and so that fuel can be discharged back into the fuel tank. Another desired effect is to position the pressure check valve such that the valve closes and preserves the fuel in the line at the operating fuel pressure required of the engine. By moving the check valve location, more fuel at operating pressure may be preserved in the line, thus reducing the length of fuel system prime times of the fuel pump upon engine restarting. 
   Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 

   
     DRAWINGS 
     The drawings described herein are for illustration purposes of the teachings of the present invention only and are not intended to limit the scope of the present disclosure in any way. 
       FIG. 1  is a perspective view of a vehicle depicting a fuel system in phantom; 
       FIG. 2  is a perspective view of a vehicle fuel supply system depicting fuel injectors; 
       FIG. 3  is a perspective view of a vehicle fuel tank depicting the location of a fuel pump module; 
       FIG. 4  is a perspective view of a fuel pump module; 
       FIG. 5  is a side view of a fuel pump module in its installed position within a vehicle fuel tank; 
       FIG. 6  is a side view of a fuel pump module depicting a bleed flow orifice and module sump; 
       FIG. 7  is a side view of a pressure relief valve; 
       FIG. 8  is a side view of a pressure check valve; 
       FIG. 9  is a side view of a fuel pump module depicting a pressure check valve and a bleed flow orifice; 
       FIG. 10  is a perspective view of a one piece valve assembly housing a pressure relief valve; 
       FIG. 11  is a cross-sectional view of the one piece valve assembly of  FIG. 10  depicting a location of the relief valve within the valve assembly; 
       FIG. 12  is a side view of a fuel pump module depicting a bleed flow orifice; 
       FIG. 13  is a perspective view of a one piece valve assembly housing a pressure relief valve and a pressure check valve; 
       FIG. 14  is a cross-sectional view of the one piece valve assembly of  FIG. 13  depicting a location of the pressure relief valve and the pressure check valve; 
       FIG. 15  is a side view of a fuel pump module; 
       FIG. 16  is a side view of a fuel pump module utilizing in-line valves in a “T” arrangement; 
       FIG. 17  is a cross-sectional view of a T-connector depicting an internal pressure relief valve and an internal pressure check valve; 
       FIG. 18  is an enlarged cross-sectional view of a bleed flow orifice and sump of a fuel pump module reservoir; 
       FIG. 19  is an enlarged cross-sectional view of the bleed flow orifice and sump of a fuel pump module reservoir of  FIG. 18  depicting fuel levels; 
       FIG. 20  is an enlarged cross-sectional view of a bleed flow orifice and sump of a fuel pump module reservoir depicting fuel levels when a vehicle is situated at an angle; and 
       FIG. 21  is a top view of the sump area depicting its location relative to the reservoir wall in one embodiment. 
   

   DETAILED DESCRIPTION 
   The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. With reference to  FIGS. 1-21 , description of a fuel pump module for an electronic returnless fuel system (“ERFS”), will be described. 
     FIG. 1  depicts a vehicle such as an automobile  10  having an engine  12 , a fuel supply line  14 , a fuel tank  16 , and a fuel pump module  18 . The fuel pump module  18  fits within the fuel tank  16  and is normally submerged in or surrounded by varying amounts of liquid fuel within the fuel tank  16  when the fuel tank  16  possesses liquid fuel. A fuel pump within the fuel pump module  18  pumps fuel to the engine  12  through a fuel supply line  14 .  FIG. 2  is a perspective view of a vehicle fuel supply system  19  depicting fuel injectors  22 . More specifically, in an ERFS, only a fuel supply line  14  carries fuel between the fuel pump module  18  and a common fuel injector rail  24 . Once the fuel reaches the injector rail  24 , also called a “common rail,” as depicted in  FIG. 2 , the fuel passes into individual fuel injectors  22  before being sprayed or injected into individual combustion cylinders of the internal combustion engine  12 . The fuel supply system  19  has no fuel return line from the common rail  24  to the fuel tank  16 . 
     FIG. 3  is a perspective view of a vehicle fuel tank  16  depicting a mounting location  26 , a hole, for a fuel pump module  18 .  FIG. 4  depicts one embodiment of a fuel pump module  18  that may be lowered through the hole  26  of the fuel tank  16  when installed. While the fuel pump module  18  of  FIG. 4  depicts a generally horizontally elongated reservoir  27 , the reservoir may be designed to be more vertically cylindrical as depicted in  FIG. 6 , either of which is suitable for the teachings of the present invention. 
   Continuing with the fuel pump module  18  of  FIGS. 4 and 5 , a flange  28  rests on a top surface  30  of the fuel tank  16  when the module  18  is in its installed position. Although the flange  28  ultimately abuts the top surface  30  of the fuel tank  16  upon installation of the module  18 , the flange  28  must be forced downwardly, or into the fuel tank  16 , in order to sufficiently compress the spring  32 , which resides around the first strut  34 , to bias the spring  32  and cause the reservoir  38  to be held against the fuel tank floor  36  by the force of the spring  32 . A second strut  36  assists in securing the reservoir  38 , and although not depicted, a spring may be secured around the second strut  36 . Upon compression of the spring  32 , the flange  28  is secured to the top of the fuel tank  16  by a locking ring (not shown) or similar device. While the flange  28  creates a seal around the periphery of the hole  26 , the reservoir  38  is securely held against the bottom floor of the fuel tank  16 . 
     FIG. 5  depicts a fuel pump module  18  with a fuel pump  42  residing within the reservoir  38 . The fuel pump  42  draws liquid fuel from inside the reservoir  38 , through the fuel sock  43 , which is a filter, and ultimately through the pump  42  itself where the fuel is discharged from an exit port  44 . The fuel finally exits the fuel pump module by an exit line  46  on the top of the fuel pump module flange  28  and then into the fuel line  14 . Now, a more detailed explanation of the teachings of the invention will be presented. 
     FIG. 6  depicts a first configuration of a fuel pump module  18  according to the teachings that employs a fuel pump  42  that is surrounded by a filter  48 . More specifically, fuel within the reservoir  38  is drawn through the fuel sock  43  in accordance with the arrow  50  and into the fuel pump  42 . After being drawn through the fuel pump  42  in accordance with the arrow  52  and pumped from the exit orifice  44  in accordance with the arrow  54 , the fuel passes into and through the filter  48  before reaching the fuel discharge housing  56 , which is depicted in an enlarged view in  FIG. 18 . As depicted with continued reference to  FIGS. 6 and 18 , the fuel discharge housing  56  may be an integral part of the filter case  64 . The filter case  64 , within which the filter  48  resides, may be made of a rigid plastic in a molding process with the fuel discharge housing  56  being integrally molded into the filter case  64  in such process. Alternatively, the fuel discharge housing  56  may be a separate piece that is attached to the filter case  64  while employing a sealed interface, such as by utilizing an O-ring or a gasket (not shown). 
   Because the filter case  64  and fuel discharge housing  56  are hollow and permit the passage of fuel between them, the fuel enters the fuel discharge housing  56  from the filter case  64  and then may pass into the discharge tube  58  via the discharge tube outlet  60  of the fuel discharge housing  56  in accordance with fuel flow arrows  62 . In addition to passing into the discharge tube  58 , some of the fuel passes out the bottom of the fuel discharge housing  56  via a sump orifice  66 , also called a housing fuel bleed orifice. With reference to  FIG. 18 , the sump orifice  66  discharges fuel in accordance with arrow  63  and fuel spray  70  into a sump  68  that, in one instance, is integrally molded into the reservoir  38  just below the fuel discharge housing  56 . The sump may be cylindrical, square, or other shape depending upon the volume of fuel desired to be held, or other factor, such as space available, but in any embodiment, the sump  68  will have at least one sump wall  72 . As depicted in  FIGS. 19 and 20 , the sump  68 , and more specifically sump wall(s)  72 , will hold a volume of fuel, the reason for which will now be explained. For the purposes of explaining the priming of the fuel system, the “fuel system” is every component from, and including, the fuel pump  42  to the fuel injectors  22 ; that is, the fuel pump  42 , fuel filter  48 , fuel discharge housing  56 , pressure check valve  92 , discharge tube  58 , pressure relief valve  84 , exit line  46 , fuel line  14 , injector rail  24 , and injectors  22 . 
     FIG. 19  depicts a scenario in which a vehicle employing the sump feature of the present invention is situated, parked for example, on a level surface while  FIG. 20  depicts a scenario in which a vehicle employing the sump feature is parked for example, on a non-level surface. The sump feature is particularly advantageous for more than one reason. In a first instance, the fuel filter  48  remains primed when the engine is off since the fuel level in the sump  68  continues to provide a fuel link into the filter  48 . When the filter  48  is continuously subjected to liquid fuel, the filter  48  is able to undergo less prime time when the engine  12  is restarted. When less time is necessary to prime the fuel system, there is decreased probability that the engine  12  will be starved for fuel during the restarting process. This helps to ensure that the engine  12  and fuel system  19  will always have an adequate supply of fuel. The nozzle  71  ( FIG. 18 ) protrudes into the sump and ensures that fuel from the sump has a liquid path to the filter  48 . 
   A second advantage occurs when the fuel level in the reservoir  38  becomes lower than the sump wall  72 . This situation may occur when an operator of the vehicle  10  fails to fill the tank  16  with fuel, thus creating a low fuel situation in the fuel tank  16  and reservoir  38 . When the fuel level within the sump  68  is just below the sump wall  72  and the vehicle is then parked on a non-level surface, the fuel levels may be as depicted in  FIG. 20 . With respect to  FIG. 20  as printed, the reservoir right corner  74  is starved for fuel while the left corner  75  has a disproportionate abundance of fuel. A sump configuration as depicted in  FIG. 21 , which is a top view of the reservoir floor, may create such a fuel level situation. Without the sump  68 , no fuel would contact the nozzle  71  and subsequently reach the filter  48  in a low fuel situation. Fuel reaches the filter  48  from the sump  68  and through the nozzle  71  by capillary action. Without the sump  68 , the sump orifice  66  of the nozzle  71  would be higher than the top surface of the fuel within the reservoir. However, with the sump  68 , a liquid link to the filter  48  can be maintained because the sump retains fuel. 
   Although the nozzle  71  and sump orifice  66  perform the function of retaining fuel after the fuel pump  42  is turned off, the nozzle  71  and sump orifice  66  perform another function; the function is to increase the throughput of the fuel pump  42  to aid in cooling of the fuel pump  42  by additional liquid fuel passing through the pump  42 . More specifically, the fuel pump  42  has a specific capacity for moving fuel through the pump if only the discharge tube  58  were present. However, by adding another outlet, in this case, the nozzle  71  and sump orifice  66 , the volume of fuel through the fuel pump  42  is increased. Additional fuel passing through the fuel pump  42  provides additional cooling capacity to the fuel pump  42  via heat transfer from the fuel pump  42  to the liquid fuel. With fuel traveling in accordance with both arrows  62 ,  63 , such additional cooling is provided. Such cooling may be necessary during low flow situations, such as when the engine  12  is in an idle condition or engine RPMs are otherwise low. The sump orifice  66  is also known as a bleed flow orifice. 
     FIG. 6  also depicts a jet pump tube  76  that is connected to a jet pump outlet  78  of the fuel pump  42 . The jet pump tube line  76  passes through the reservoir  38  at the jet pump  80 , within which a venturi effect is created to draw fuel from the fuel tank  16  into the reservoir  38  to maintain fuel in the reservoir  38  during low fuel levels in the tank  16 . Fuel flows into the reservoir  38  in accordance with arrow  82  and is subsequently drawn through the fuel sock  43  in accordance with arrow  50 . The fuel pump  42  supplies fuel to the jet pump tube  76  and subsequently, the jet pump  80  to create the venturi. 
     FIG. 7  is a side view of a pressure relief valve in accordance with the present invention. The pressure relief valve  84  is normally closed until the pressure in the discharge tube  58  becomes high enough to open the relief valve  84 . When the pressure is high enough, fuel flows out through the relief valve  84  in accordance with flow lines  88 ,  90  and back into the fuel tank  16 . In such a high pressure event, fuel never leaves the fuel tank  16 . The relief valve  84  may be attached to the discharge tube  58  at the flange  28 , and even to the flange wall  86 . 
     FIG. 8  is a side view of a pressure check valve  92  in accordance with the present invention. The pressure check valve  92  is normally open when the fuel pump is running or “on” and only closes when the fuel pump is turned off, such is when the engine  12  is not running. When the check valve  92  is open, fuel flows in accordance with arrows  94 ,  96  and the check needle  98  lifts from its closed or shut position, which is down, in  FIG. 8 . By placing the relief valve  84  and the check valve  92  in the locations indicated in  FIG. 6 , the relief valve  84  and the check valve  92  can be easily installed or replaced since they are located outside of the reservoir  38  and under the flange  28 , which is easily removed from the fuel tank  16 . 
   Additionally, in this embodiment, the relief valve is set to open at a pressure slightly higher than the common rail pressure when the fuel pump is operating. By setting the relief valve  84  in this way, the common rail  24  and fuel line  14  is prevented from being damaged by higher than necessary fuel pressure; therefore, the relief valve opens and fuel is discharged into the fuel tank  16  when the pressure rises to a level that is higher than is necessary. Likewise, the relief valve  84  may open while the fuel pump  42  is not operating, such as during a “dead soak” period. A dead soak period typically occurs after an engine and fuel pump shut off, but while the fuel line is rising in temperature to the point where the pressure in the fuel line  14  is capable of rising above the highest recommended operating pressure. During such period of over pressurization, the valve  84  will open, causing fuel to flow from the fuel line  14  and discharge tube  58 , and into the fuel tank  16 . Dead soak is more likely to occur during the summer months when outdoor temperatures are higher, and thus, when combined with the heat from a normally operating engine, produce temperature levels that may cause fuel line pressure levels to become elevated. 
   With the valve arrangement of  FIG. 6 , the entire fuel line aft of the check valve  92  remains primed with fuel and pressurized at the desired engine operating fuel pressure when the engine and fuel pump are shut off, and hence the pressure check valve  92  closes. The advantage of this valve arrangement is that a large portion of the fuel supply system remains primed with fuel at the engine operating pressure. Thus, upon restarting the engine, the fuel pump  42  only has to spend a minimal amount of time priming the fuel system up to the check valve  92 . 
     FIG. 9  is a side view of a fuel pump module  100  depicting a pressure check valve  84 , a pressure relief valve  102  and a bleed flow orifice  104  in accordance with the present invention.  FIG. 10  is a perspective view of a one piece valve assembly  102  housing a pressure relief valve in accordance with the present invention.  FIG. 11  is a cross-sectional view of the one piece valve assembly of  FIG. 10  depicting a location of the relief valve  102  within the valve assembly. 
   While a different pressure relief valve  102  is depicted in  FIG. 9 , from the embodiment in  FIG. 6 , the operative workings are the same. However, the pressure relief valve  102  of  FIG. 9  has the advantage of being able to be quickly connected to the module flange  28  proximate the flange wall  86 . Furthermore, the valve  102  also permits fuel to be discharged directly into the fuel tank  16  when the relief valve  102  opens, which is when the pressure in the fuel line  14  is slightly higher than the maximum recommended operating fuel line pressure. When the relief valve  102  opens when the fuel pump is operating, fuel discharges from opening  106 . 
   The relief valve  102  of  FIG. 9  may open while the fuel pump  42  is not operating, such as during a “dead soak” period. A dead soak period typically occurs after an engine and fuel pump shut off, but while the fuel line is rising in temperature to the point where the pressure in the fuel line  14  is capable of rising above the highest recommended operating pressure. During such period of over pressurization, the valve  102  will open, causing fuel to flow from the fuel line  14  and discharge tube  58 , and into the fuel tank  16 . 
   With continued reference to  FIG. 9 , the fuel pump module  100  will be further described.  FIG. 9  differs from the embodiment of  FIG. 6  in that  FIG. 9  has a pressure check valve  84  on the fuel pump  42 , and more specifically, at the top of the fuel pump  42 . An advantage of having the pressure check valve  84  at the top of the fuel pump is that the entire fuel system aft of the pressure check valve  84  remains primed with fuel at an elevated pressure, typically the operating fuel pressure of the engine  12 . Therefore, the fuel filter  48 , fuel discharge housing  56 , fuel discharge tube  58 , and the entire fuel supply line  14  remain under pressure. The advantage of having the majority of the fuel system aft of the pressure check valve  84  of  FIG. 9  is that when the engine is started, the fuel system will already be at operating pressure, and primed, and as such, the fuel pump  42  will immediately be able to supply fuel to the engine, and will not have to spend time pressurizing and filling with fuel, any part of the fuel system. The bleed flow orifice  104  discharges fuel into the reservoir  38  while the fuel pump  42  is operating. An advantage of this is the cooling that is provided to the fuel pump  42  by the extra fuel that is pumped through the fuel pump  42  and out of the bleed flow orifice  104 . Since the heat transfer from the fuel pump  42  into the liquid fuel is increased as a result of additional fuel passing through the fuel pump  42 , the fuel pump  42  undergoes cooling even at periods of low flow, such as at engine idle or low vehicle, and pump, speeds. 
     FIG. 12  is a side view of a fuel pump module  110  depicting a bleed flow orifice  112  located at the top of the fuel pump  42  in accordance with an embodiment of the present invention. In the fuel pump module  110  according to this embodiment, a bleed flow orifice  112  is located near the top of the fuel pump  42  and discharges fuel into the reservoir  38  when the pump  42  is operating. The fuel pump  42  also draws fuel from the reservoir  38  in accordance with the fuel path  114 . That is, fuel from inside the reservoir  38  passes through the fuel sock  43  and is drawn into and through the fuel pump  42 . The fuel then passes into the filter  48  surrounding the fuel pump  42  and passes through the fuel discharge housing  56  and into the discharge tube  58 . At the end of the discharge tube  58 , the fuel passes into a valve  120  as depicted in enlarged views in  FIG. 13  and  FIG. 14 . The valve  120  is actually a dual valve and houses a pressure relief valve  122  and a pressure check valve  124 . These valves function in the same way as the like valves of the prior embodiments. 
     FIGS. 13 and 14  depict the dual valve  120  with its pressure relief valve  122  and pressure check valve  124 . The pressure relief valve  122  is normally closed, but set to open when the pressure at the valve exceeds the maximum recommended operating pressure of the fuel system. When the relief valve  122  opens, fuel is discharged into the fuel tank  16  through valve outlet  126  and the pressure in the fuel system is relieved and prevented from rising any further. The pressure check valve  124  is open and permits fuel to pass when the engine is on and the fuel pump is operating; however, the pressure check valve  124  closes as soon as the engine is turned off and the fuel pump  42  stops operating. The advantage of having the check valve close is that fuel in the fuel line  14  from the check valve  124  to the engine  12  remains at operating pressure. A further advantage is that when the engine is started again, the fuel pump  42  only has to re-prime the fuel system up to the check valve  124 . In this way, the engine undergoes a lower probability of being starved for fuel during engine restarting. That is, the fewer the number of parts, that is, the lower the liquid volume, of the fuel system that needs to be primed during starting, the less likely the engine will be starved for fuel either during starting or shortly thereafter. 
   Continuing with  FIG. 12 , another advantage of the dual valve  120  is that it can be easily and quickly installed to the fuel pump module flange  28  because the valve  120  is equipped with clip tabs  128 ,  130  that have teeth  132 ,  134 . Although not depicted, clip tab  130  has similar teeth to clip tab  128 . Although the clip tabs  128 ,  130  are described with teeth  132 ,  134 , any suitable fastening device may be used as long as the convenience and speed of fastening the valve  120  to the flange  28  or flange wall  86  is preserved. 
     FIG. 12  also depicts a jet pump  80  associated with the fuel pump module  110 . Because the details of the jet pump  80  associated with this embodiment are the same as an above embodiment, further description will not be made here, although the reference numerals are depicted. 
     FIG. 15  is a side view of a fuel pump module  140  in accordance with an embodiment of the teachings. The embodiment of  FIG. 15  is similar to the embodiment depicted in  FIG. 6 , with one major difference. The difference is that the fuel pump module  140  of  FIG. 15  depicts a pressure check valve  92  ( FIG. 9 ) at a different location in the fuel system. More specifically, the pressure check valve  92  is located between the fuel discharge housing  56  and the pressure relief valve  84 . In  FIG. 15 , the check valve  92  is located just aft of the fuel discharge housing  56 . An advantage of locating the check valve  92  on the fuel discharge housing  56  is that when the valve  92  closes, which is when the engine  12  and fuel pump  42  are not operating, more fuel is contained in the fuel system at an elevated pressure. More specifically, an advantage is that upon restarting the engine  12 , the fuel pump  42  has to prime less of the fuel system than if the check valve  92  was located farther downstream of the fuel pump  42 . 
   As stated earlier, for the purposes of explaining the priming of the fuel system, the “fuel system” is every component from, and including, the fuel pump  42  to the fuel injectors  22 ; that is, the fuel pump  42 , fuel filter  48 , fuel discharge housing  56 , pressure check valve  92 , discharge tube  58 , pressure relief valve  84 , exit line  46 , fuel line  14 , injector rail  24 , and injectors  22 . Therefore, the closer the pressure check valve  92  is to the fuel pump  42 , the fewer the components there will be in need of priming upon engine restarting. Another advantage of having the pressure check valve  92  at the fuel discharge housing  56  is its ease of installation and replacement because it is within the reservoir  38 , which is easily assessed under the flange  28 . 
     FIG. 16  is a side view of a fuel pump module  150  in accordance with an embodiment of the present invention. The embodiment of  FIG. 16  is similar to the embodiment depicted in  FIG. 6 , with one major difference. The difference is that the fuel pump module  150  of  FIG. 16  depicts a combination valve  152 , shown enlarged in  FIG. 17 , which consists of a pressure relief valve  154  and a pressure check valve  156  placed as in-line valves within the discharge tube  58 . The pressure relief valve  154  performs the function of relieving the discharge tube  58 , and hence, the fuel system, of pressure that is in excess of the maximum recommended fuel line pressure. When activated, the pressure relief valve  154  discharges fuel into the fuel tank  16 , within which the module  150  resides. 
   The pressure check valve  156  of  FIG. 17  is normally open when the fuel pump  42  is operating with the engine running. When the engine and fuel pump are stopped, the pressure check valve  156  closes and preserves the fuel and pressure in the fuel system, from the check valve  156  to the engine  14 . An advantage of having the valves in a “T” device just under the flange  28  is that the valve  152  can be easily installed and accessed for replacement. Another advantage is that by locating the valve  152  close to the fuel pump  42 , as much fuel and pressure can be preserved in the fuel system as possible which lessens the amount of time that the fuel pump requires to prime the fuel system upon engine starting. By lessening the time necessary for the pump  42  to prime the fuel system, the less likely the engine will be starved for fuel during restarting. Stated another way, an advantage is that upon restarting the engine  12 , the fuel pump  42  has to prime less of the fuel system than if the check valve  156  is located farther downstream from the fuel pump  42 . 
   The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.