Fuel temperature adjustment system

Abstract

An aspect of the present invention relates to a gasoline temperature adjustment system which can cool or heat gasoline in the fuel tank of a fuel tank assembly in a vehicle. When acting as a cooling s

Description

TECHNICAL FIELD The present disclosure relates to a fuel temperature adjustment system such as a fuel cooling system and / or a fuel heating system. Aspects of the invention relate to a fuel temperature adjustment system, a fuel cooling system, a fuel heating system, methods for controlling the temperature of the fuel of a vehicle, a fuel temperature control system and a vehicle including any of the foregoing aspects. BACKGROUND It is known to provide a vehicle with a fuel tank to hold fuel that is to be supplied to an internal combustion engine to be burned such that the combustion ultimately drives the motion of a vehicle’s wheels. However, during the running of a vehicle, heat is created in various components (e.g. the battery, the engine and / or the exhaust) which can in turn result in heating of fuel held within the fuel tank. If the fuel is heated above its boiling point (e.g. the initial boiling point), the heating will result in evaporation of the fuel. The majority of the major automotive markets around the world have introduced regulations and legislation to control the amount of evaporative emissions that are permissible for a vehicle sold within their jurisdiction. Furthermore, evaporative emissions frequently have unpleasant and / or noticeable odour which, when circulated within a vehicle, provide an unpleasant environment for the driver and / or passengers within the vehicle. To address the problem of evaporative emissions, internal combustion engine vehicles have Evaporative Emission Control Systems (EVAP) to prevent fuel vapours from escaping into the atmosphere. A common form of EVAP system is the provision of a canister comprising activated charcoal in fluid communication with the fuel tank such that vapour produced in the fuel tank is passed to, and trapped within, the canister. When the engine is sufficiently warm, the vapours trapped within the canister may be drawn from the storage canister into the intake manifold such that the fuel vapours from the canister are burned within the engine. However, in hot ambient temperatures, these canisters can be filled more quickly than they can be vented such that evaporative emissions may still be released into the environment and / or into the cabin of the vehicle. An object of the present invention is therefore to address at least some of the aforementioned problems and provide a fuel temperature adjustment system for adjusting the temperature of fuel within a fuel tank. SUMMARY OF THE INVENTION Aspects and embodiments of the invention provide a fuel cooling system, a method for controlling the temperature of the fuel in a vehicle and a fuel temperature control system for controlling the temperature of fuel in a vehicle as claimed in the appended claims. Throughout the present disclosure, the fuel may be gasoline. According to an aspect of the present invention, there is provided a fuel temperature adjustment system for adjusting the temperature (e.g. cooling, e.g. heating) of the fuel in a fuel tank assembly of a vehicle, the fuel temperature adjustment system comprising: a fuel tank assembly comprising a fuel tank configured to hold fuel for burning in the engine of a vehicle; and a heat exchanger assembly comprising a heat exchanger; wherein the heat exchanger assembly is in communication with the fuel tank and is configured to receive fuel, from the fuel tank, at a first temperature and return fuel back to the fuel tank at a second temperature, wherein the first temperature is different to the second temperature and the second temperature is below an initial boiling point of the fuel. Throughout the present disclosure, the fuel temperature adjustment system may be a fuel cooling system or a fuel heating system depending on factors including, but not limited to, the ambient environment temperature, and the temperature of the fuel at any given time. The temperature adjustment system may only be configured to act as either a fuel cooling system or a fuel heating system. Alternatively, the temperature adjustment system may transition between acting as a fuel cooling system or a fuel heating system in dependence on conditions including, but not limited to, the ambient environment temperature and / or the temperature of the fuel. According to an aspect of the present invention, there is provided a gasoline cooling system for cooling gasoline in a fuel tank assembly of a vehicle, the gasoline cooling system comprising: a fuel tank assembly comprising a fuel tank configured to hold gasoline for burning in the engine of a vehicle; and a heat exchanger assembly comprising a heat exchanger; wherein the heat exchanger is in fluid communication with the fuel tank and is configured to receive gasoline, from the fuel tank, at a first temperature and return gasoline back to the fuel tank at a second temperature, wherein the first temperature is greater than the second temperature and the second temperature is below an initial boiling point of the gasoline. Advantageously, the temperature of the fuel within the fuel tank can be adjusted (e.g. regulated) by extracting the fuel from the fuel tank at a first temperature and returning the fuel to the fuel tank at a second, different, temperature using a heat exchanger assembly. The fuel temperature adjustment system may be a fuel cooling system and / or a fuel heating system. This is advantageous because it allows the temperature of the fuel to be adjusted based on the requirements of the vehicle. For example, if the ambient temperature outside of the vehicle is sufficiently cold, it may be advantageous for the fuel temperature to be increased to provide improved operation of the vehicle. For example, if the ambient temperature outside of the vehicle is sufficiently warm that the fuel evaporates after only a short period of starting the vehicle, thus generating an unpleasant and / or noticeable odour, it may be advantageous to cool the fuel to reduce, minimise or mitigate vaporisation of the fuel by cooling the fuel to a temperature below the initial boiling point of the fuel. Optionally, the fuel temperature adjustment system is a fuel cooling system, wherein the first temperature is greater than the second temperature. As such, unlike activated charcoal cannisters, which can be filled quickly, especially in hotter ambient temperatures, embodiments of the present invention may provide active cooling of the fuel, and thus an improved system with respect to reducing evaporative emissions over extended running times and / or in hotter ambient temperatures. Optionally, the fuel temperature adjustment system is a fuel heating system, wherein the first temperature is less than the second temperature. As such, some embodiments ofthe present invention may provide active cooling of the fuel, and thus an improved system with respect to heat dissipation and providing fuel at a suitable temperature to improve efficiency and / or function. This may be particularly advantageous in cold ambient. Furthermore, the fuel may act as a heat sink to store thermal energy such that, if required, the system may be reversed to release the thermal energy within the fuel and heat other components ofthe vehicle such as the battery. Optionally, the fuel temperature adjustment system may switch between cooling the fuel and heating the fuel depending on the system needs and / or inputs (e.g. sensor data). This allows the fuel adjustment system to be adaptable to the ambient environment and / or vehicle operation conditions to provide an improved operation experience for a driver. According to another aspect ofthe present invention, there is provided a method for controlling the temperature of fuel in a vehicle (e.g. a method for using the fuel temperature adjustment system), the method comprising: activating a fuel temperature adjustment system (e.g. the fuel temperature adjustment system of a previously outlined aspect), wherein activating the fuel temperature adjustment system comprises: moving fuel from a fuel tank of the vehicle to a heat exchanger, and returning the fuel back to the fuel tank, wherein heat is transferred between the fuel and the heat exchanger (e.g. such that the fuel returned to the fuel tank has a different temperature upon exit from the heat exchanger than upon entry to the heat exchanger, e.g. such that the fuel has a temperature lower than the initial boiling point of the fuel). This aspect thus allows the temperature of the fuel within the fuel tank to be controlled by extracting the fuel from the fuel tank at a first temperature and returning the fuel to the fuel tank at a second, different, temperature using a heat exchanger assembly. As with the aspect described above, this is advantageous because it allows the temperature of the fuel to be adjusted based on the requirements of the vehicle to allow improved operation ofthe vehicle. According to another aspect of the present invention, there is provided a fuel temperature control system for controlling the temperature of the fuel in a vehicle, the control system comprising one or more processors, wherein one or more of the one or more processors are configured to activate a fuel cooling system by: activating a first pump configured to move fuel from a fuel tank to and through a heat exchanger, and returning the fuel back to the fuel tank; and activating a second pump configured to move a working fluid through the heat exchanger such that heat is transferred from the fuel to the working fluid within the heat exchanger. Throughout the present disclosure, the working fluid may be input to the heat exchanger at a temperature below the temperature at which the fuel is input into the heat exchanger. In such configurations, the working fluid may be understood to be a coolant. Alternatively, the working fluid may be input into the heat exchanger at a temperature that is above the temperature of the fuel input into the heat exchanger. This aspect thus allows the temperature of the fuel within the fuel tank to be cooled by activating a fuel cooling system which includes extracting the fuel from the fuel tank at a first temperature and returning the fuel to the fuel tank at a second, lower, temperature by transferring the latent and / or sensible heat of the fuel to a coolant that is circulated around the heat exchanger assembly. By activating (and controlling the operation of) the pumps used to circulate the fuel and the coolant, the control system is able to control the extent of cooling by adjusting parameters, such as the relative flow rates of the fuel and the coolant, thus potentially increasing or decreasing the extent of cooling. According to another aspect of the present invention, there is provided a fuel temperature control system for controlling the temperature of the fuel in a vehicle, the control system comprising one or more processors, wherein one or more of the one or more processors are configured to activate a fuel temperature adjustment system by: activating a pump configured to move fuel from a fuel tank to a heat exchanger, and return the fuel back to the fuel tank wherein heat is transferred between the fuel and the heat exchanger. This aspect thus allows the temperature of the fuel within the fuel tank to be controlled by controlling a pump to extract the fuel from the fuel tank at a first temperature and return the fuel to the fuel tank at a second, different, temperature using a heat exchanger assembly. As with the aspects described above, this is advantageous because it allows the temperature of the fuel to be adjusted based on the requirements of the vehicle to allow improved operation of the vehicle. The control system comprises one or more controllers collectively comprising at least one electronic processor having an electrical input for receiving an input signal; and at least one memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to: activate a pump configured to move / extract fuel from a fuel tank to a heat exchanger, and return the fuel back to the fuel tank, wherein heat is transferred between the fuel and the heat exchanger. In another aspect of the present invention, there is provided a vehicle comprising: any fuel temperature adjustment system disclosed herein and / or any fuel temperature control system disclosed herein. This aspect thus allows the temperature of the fuel within the fuel tank to be controlled by extracting the fuel from the fuel tank at a first temperature and returning the fuel to the fuel tank at a second, different, temperature using a heat exchanger assembly. As with the aspects described above, this is advantageous because it allows the temperature of the fuel to be adjusted based on the requirements of the vehicle to allow improved operation of the vehicle. The aspects of the present invention as outlined above thus allow the temperature of the fuel held within a fuel tank to be adjusted by extracting the fuel from the fuel tank (e.g. at a first temperature) and returning the fuel to the fuel tank (e.g. at a second temperature) using a heat exchanger assembly. The fuel tank may be configured to be in fluid communication with a carburettor. For example, the fuel tank assembly may comprise a fuel outlet configured to supply fuel to a carburettor to be mixed with air. The vehicle may further comprise a carburettor in fluid communication with the fuel tank, wherein the carburettor is configured to receive fuel from the fuel tank and mix the fuel with air to provide a fuel-air mixture. The fuel temperature adjustment system thus allows fuel to be provided to the carburettor at a temperature that can be adjusted based on the needs of the carburettor and / or the engine. For example, the fuel temperature adjustment system can ensure that the fuel is provided at a temperature below the initial boiling point (such that the fuel is a fluid) and / or can heat the fuel to a temperature at which improved ignition is achieved. It will be appreciated that conventional fuel typically comprises a plethora of different components (e.g. hydrocarbons). As such, fuel has a range of temperatures across which evaporative emissions are produced. The lowest temperature at which evaporative emissions are generated is called the initial boiling point of the fuel and is defined. Optionally, the second temperature (i.e. the temperature of the fuel returned to the fuel tank after passing through the heat exchanger) is below the initial boiling point (defined at standard pressure, e.g. 105 Pa (1 bar)) of the fuel. For example, the fuel that is returned back to the fuel tank is in its liquid state. Optionally, the fuel is gasoline and the initial boiling point of gasoline is between 30°C and 40°C. Optionally, the first temperature is greater than or equal to the initial boiling point of gasoline. In such examples, the fuel temperature adjustment system extracts fuel from the fuel tank at or above the initial boiling point and returns the fuel at a temperature below the boiling point such that evaporative emissions are reduced. The cooled fuel returned to the fuel tank then further acts to cool the bulk fuel within the fuel tank. The fuel extracted from the fuel tank may therefore either be a vapour, a liquid, or a mixture thereof. Optionally, the first temperature is below the initial boiling point of gasoline. For example, the first temperature may be a threshold temperature with respect to the initial boiling point of gasoline. The threshold temperature may be the temperature at which the fuel adjustment system is activated. For example, if the initial boiling point of gasoline is 35°C, the threshold temperature may be set to be at least 5°C below the initial boiling point temperature. For example, the threshold temperature may be less than or equal to 30°C, e.g. less than or equal to 25°C, e.g. less than or equal to 20°C, e.g. less than or equal to 15°C. In such examples, the fuel temperature adjustment system may act to pre-emptively cool the fuel in the fuel tank before the fuel begins to evaporate which may in turn extend the running time of a car before evaporative emissions are detected. For example, it may be desirable on hot days or in hotter climates for the fuel temperature adjustment system to be active the majority of the time the vehicle is running (e.g. upon start up). For example, the fuel temperature adjustment system may be activated in response to an input indicating that the ambient temperature of the vehicle is above a threshold ambient temperature. Optionally, the first temperature is greater than or equal to 20°C, e.g. greater than or equal to 22°C, e.g. greater than or equal to 24°C, e.g. greater than or equal to 25°C, e.g. greater than or equal to 26°C, e.g. greater than or equal to 28°C. Optionally, the first temperature is greater than or equal to 30°C, e.g. greater than or equal to 32°C, e.g. greater than or equal to 34°C, e.g. greater than or equal to 35°C, e.g. greater than or equal to 36°C, e.g. greater than or equal to 38°C. Optionally, the first temperature is between 20°C and 200°C inclusive, e.g. between 25°C and 150°C inclusive, e.g. between 30°C and 100°C inclusive, e.g. between 35°C and 75°C inclusive, e.g. between 40°C and 50°C inclusive. Optionally, when the fuel temperature adjustment system is a fuel cooling system, the second temperature is less than the first temperature. Optionally, the second temperature is less than or equal to 10°C, e.g. less than or equal to 12’C, e.g. less than or equal to 14°C, e.g. less than or equal to 15’C, e.g. less than or equal to 16°C, e.g. less than or equal to 18°C, e.g. less than or equal to 20°, e.g. less than or equal to 22°C, e.g. less than or equal to 24°C, e.g. less than or equal to 25°C, e.g. less than or equal to 26°C, e.g. less than or equal to 28°C. Optionally, the second temperature is less than or equal to 30 C, e.g. less than or equal to 32 C, e.g. less than or equal to 34 C, e.g. less than or equal to 35 C, e.g. less than or equal to 36°C, e.g. less than or equal to 38°C. Optionally, the second temperature is between 5°C and 50°C inclusive, e.g. between 10°C and 45°C inclusive, e.g. between 15°C and 40°C inclusive, e.g. between 20°C and 35°C inclusive, e.g. between 25°C and 30°C inclusive. Optionally, the first temperature is at least 5°C higher than the second temperature, e.g. the first temperature is at least 10°C higher than the second temperature, e.g. the first temperature is at least 15°C higher than the second temperature. Optionally, the first temperature is greater than or equal to 30°C and the second temperature is less than or equal to 20°C. Optionally, the fuel temperature adjustment system further comprises one or more sensors. For example, the one or more sensors may include a fuel temperature sensor configured to detect the temperature of the fuel within the fuel tank and / or an ambient temperature sensor configured to detect the ambient temperature of the environment around the vehicle. Optionally, one or more of the one or more processors are (e.g. collectively) configured to activate the fuel temperature adjustment system in dependence on sensor data received from the one or more sensors. For example, the fuel temperature adjustment system may be activated based on sensor data indicating that the temperature of the fuel within the fuel tank exceeds (e.g. for the fuel cooling system) or falls below (e.g. for the fuel heating system) a threshold temperature and / or that the ambient temperature of the environment around the vehicle exceeds or falls belowa threshold temperature. Optionally, the heat exchanger assembly comprises a (i.e. first) pump operable to move the fuel from the fuel tank to the heat exchanger. Optionally, the fuel temperature adjustment system further comprises a control system comprising one or more processors, wherein one or more of the one or more processors are configured to activate the fuel temperature adjustment system by activating the first pump to move fuel from the fuel tank to and through a heat exchanger before returning the fuel back to the fuel tank. Optionally, the (i.e. first) pump is operable to deliver fuel to the heat exchanger at a rate of from 1 L / min to 7 L / min, e.g. from 2 L / min to 6 L / min, e.g. from 3 L / min to 5 L / min, e.g. from 3.5 L / min to 4.5 L / min, e.g. from about 4 L / min. Optionally, the rate at which the (i.e. first) pump is operable to deliver fuel to the heat exchanger is pre-set. Optionally, the rate at which the (i.e. first) pump is operable to deliver fuel to the heat exchanger is constant when the pump is activated. As the rate at which the fuel is delivered to the heat exchanger affects the extent to which the temperature of the fuel is adjusted, the flow rate of the fuel may be selected based on the (e.g. average) ambient conditions of the environment in which the vehicle is located or sold. For example, it may be desired that a vehicle sold in the United Arab Emirates, which experiences typically very hot temperatures, has a faster flow rate of fuel delivery to the heat exchanger than a temperate climate where cooling of the fuel does not need to be as powerful. As such, a more energy efficient system may be provided based on the environmental needs. Optionally, the (i.e. first) pump is operable to move the fuel from the fuel tank to the heat exchanger at a variable rate. Optionally, the rate at which the (i.e. first) pump is operable to deliver fuel to the heat exchanger is variable with respect to time. Optionally, the rate may be varied between 1 L / min to 7 L / min inclusive, e.g. from 2 L / min to 6 L / min inclusive, e.g. from 3 L / min to 5 L / min inclusive, e.g. from 3.5 L / min to 4.5 L / min inclusive, e.g. from about 4 L / min inclusive. Optionally, the flow rate of the (i.e. first) pump may be dynamically adjusted based on one or more inputs, e.g. the ambient temperature outside the vehicle, e.g. the temperature of the fuel. Optionally, the (e.g. constant, e.g. pre-set, e.g. variable) rate at which the (i.e. first) pump is operable to deliver fuel to the heat exchanger is set in dependence on an input, such as input indicative of the ambient temperature of the vehicle environment and / or the temperature of the fuel. Optionally, the rate at which the (i.e. first) pump is operable may be periodically or continuously updated or adjusted. By varying the rate at which the (i.e. first) pump delivers fuel to the heat exchanger, the extent of cooling may be varied. This therefore allows the system to be adapted to provide an improved energy efficient solution. For example, if evaporative emissions have only just started, (e.g. the first 5 temperature of the fuel is only just exceeding the initial boiling point of the fuel) the amount of cooling required may be significantly less than when the first temperature is warmer. Similarly, the evaporative emissions may increase as the amount of fuel contained in the fuel tank is decreased, resulting in a greater degree of cooling being necessary to manage evaporative emissions. Furthermore, it may be appreciated that the degree of cooling may change across a day (e.g. being hotter during the day, and cooler at night) and / or according to a geographical location of the vehicle for e.g. hotter climates (such as in the United Arab Emirates) may require greater cooling than cooler climates (such as in the UK). Thus, by adapting the rate of delivery of the fuel to the heat exchanger, a more energy efficient cooling system may be provided. Optionally, the heat exchanger may be any suitable and / or desirable type of heat exchanger. Optionally, the heat exchanger is configured to flow a working fluid therethrough such that heat is transferred from fuel to the working fluid within the heat exchanger assembly. Optionally, the heat exchanger is a plate heat exchanger configured to receive a working fluid through a working fluid input and receive a fuel through a fuel input, and output the working fluid through a working fluid output and a fuel through a fuel output that is in fluid communication with the fuel tank such that the fuel at the second temperature may be returned to the fuel tank. Optionally, the heat exchanger assembly further comprises a working fluid circuit (e.g. a closed loop) through which the working fluid flows. Optionally, the working fluid circuit comprises a chiller configured to cool the working fluid output from the heat exchanger (e.g. via the working fluid output). Optionally, the working fluid circuit comprises a degassing unit. Optionally, the heat exchanger assembly comprises a (i.e. second) pump operable to move the working fluid around the working fluid circuit and through the heat exchanger. Optionally, the heat exchanger assembly further comprises a (i.e. second) pump operable to move the working fluid through the heat exchanger at a rate of between 0.5 L / min to 5 L / min, e.g. from 1 L / min to 4 L / min, e.g. from 2 L / min to 3 L / min. Optionally, the rate at which the (i.e. second) pump is operable to deliver working fluid to the heat exchanger is pre-set. Optionally, the rate at which the (i.e. second) pump is operable to deliver working fluid to the heat exchanger is constant when the pump is activated. Optionally, the rate at which the (i.e. second) pump is operable to deliver working fluid to the heat exchanger is variable with respect to time. Optionally, the (e.g. constant, e.g. pre-set, e.g. variable) rate at which the (i.e. second) pump is operable to deliver working fluid to the heat exchanger is set in dependence on an input, such as input indicative of the ambient temperature of the vehicle environment and / or the first and / or second temperature of the fuel. Optionally, the rate at which the (i.e. second) pump is operable may be periodically or continuously updated. By varying the rate at which the (i.e. second) pump delivers working fluid to the heat exchanger, the extent of cooling may be varied. This therefore allows the system to be adapted to provide an improved energy efficient solution. For example, if evaporative emissions have only just started and / or the first temperature of the fuel is only just exceeding the initial boiling point of the fuel, the amount of cooling required may be significantly less than when the first temperature is warmer. Similarly, the evaporative emissions may increase as the amount of fuel contained in the fuel tank is decreased, resulting in a greater degree of cooling being necessary to manage evaporative emissions. Furthermore, it may be appreciated that the degree of cooling may change across a day (e.g. being hotter during the day, and cooler at night) and / or according to a geographical location of the vehicle for e.g. hotter climates (such as in the UAE) may require greater cooling than cooler climates (such as in the UK). Thus, by adapting the rate of delivery of the working fluid, a more energy efficient and dynamic cooling system may be provided. Optionally, the chiller of the working fluid circuit comprises a second heat exchanger (e.g. a further heat exchanger to the (i.e. first) heat exchanger configured to cool the fuel) configured to receive refrigerant from the air conditioning unit of the vehicle such that the refrigerant from the air conditioning unit acts to cool the working fluid output from the (i.e. first) heat exchanger. The working fluid may be any suitable and / or desirable working fluid. For example, the working fluid may comprise one or more of water, or an alcohol (e.g. ethanol, propanol, butanol, ethylene glycol). Optionally, the working fluid input into the heat exchanger (e.g. the coolant output from the chiller) has a temperature of less than 25°C, optionally less than or equal to 20°C, e.g. less than or equal to 15°C, e.g. less than or equal to 10°C, e.g. less than or equal to 5°C. Optionally, the working 6 fluid input into the heat has a temperature between 5 C and 25 C inclusive, e.g. between 10 C and 20 C inclusive, e.g. between 10 C and 15 C inclusive. Optionally, the temperature of the working fluid input into the heat exchanger is at least 5°C lower than the first temperature of the fuel, e.g. the temperature of the working fluid input into the heat exchanger is at least 10°C lower than the first temperature of the fuel, e.g. the temperature of the working fluid input into the heat exchanger is at least 15°C lower than the first temperature of the fuel, e.g. the temperature of the working fluid input into the heat exchanger is at least 20°C lower than the first temperature of the fuel. Optionally, the heat exchanger assembly further comprises a first pump operable to move fuel from the fuel tank to the heat exchanger and a second pump operable to move a working fluid through the heat exchanger, and the fuel temperature adjustment system further comprises: a control system comprising one or more processors collectively configured to activate the fuel temperature adjustment system (e.g. the fuel temperature cooling system) by: activating the first pump to move fuel from the fuel tank to and through a heat exchanger before returning the fuel back to the fuel tank; and activating the second pump to move the working fluid through the heat exchanger such that heat is transferred from the fuel to the working fluid. Optionally, the fuel temperature adjustment system further comprises one or more sensors. For example, the one or more sensors may include a fuel temperature sensor configured to detect the temperature of the fuel within the fuel tank and / or an ambient temperature sensor configured to detect the ambient temperature of the environment around the vehicle. Optionally, one or more of the one or more processors are (e.g. collectively) configured to activate the fuel temperature adjustment system in dependence on sensor data received from the one or more sensors. Optionally, the sensor data is indicative of the temperature of the fuel within the fuel tank, and one or more of the one or more processors are (e.g. collectively) configured to activate the fuel temperature adjustment system when the temperature of the fuel within the fuel tank exceeds a pre-set fuel threshold temperature. The pre-set fuel threshold temperature may be the initial boiling point of the fuel. The pre-set fuel threshold temperature may be below the initial boiling point of the fuel. For example, if the initial boiling point of the fuel is 35°C, the pre-set threshold temperature (e.g. the temperature at which the fuel cooling system is activated to reduce the risk of evaporative emissions) may be set to be at least 5°C below the initial boiling point temperature. For example, the pre-set threshold temperature may be less than or equal to 30°C, e.g. less than or equal to 25°C, e.g. less than or equal to 20°C, e.g. less than or equal to 15°C. This may allow the fuel to be pre-emptively cooled before evaporative emissions start to be produced. Optionally, the sensor data is indicative of the temperature of the ambient environment outside the vehicle, and one or more of the one or more processors are (e.g. collectively) configured to activate the fuel temperature adjustment system when the temperature of the ambient environment exceeds a pre-set ambient threshold temperature. The pre-set ambient threshold temperature may be the initial boiling point of the fuel. The pre-set ambient threshold temperature may be below the initial boiling point of the fuel. For example, if the initial boiling point of the fuel is 35°C, the pre-set ambient threshold temperature may be set to be at least 5°C below the initial boiling point temperature. For example, the pre-set threshold temperature may be less than or equal to 30°C, e.g. less than or equal to 25°C, e.g. less than or equal to 20°C, e.g. less than or equal to 15’C. This may allow the fuel to be pre-emptively cooled before evaporative emissions start to be produced. Optionally, the fuel tank assembly of the fuel temperature adjustment system comprises a fuel injection line configured to extract fuel from the fuel tank and inject said fuel into the engine. For example, the fuel injection line is in fluid communication with the engine of the vehicle. In some vehicles, the internal combustion engines may themselves comprise a heat exchange mechanism to allow heat generated within the engine to be dissipated. However, within the meaning of the present disclosure, the heat exchanger of the heat exchanger assembly is not associated with the direct operation of the internal combustion engine. In other words, the fuel injection line and / or vehicle engine does not form part of the heat exchanger assembly of any of the aspects outlined above. Optionally, the fuel tank assembly comprises a fuel pump located within the fuel tank, wherein the fuel pump is configured to pump fuel from the fuel tank to the engine. Optionally, the fuel pump is located such that it is (e.g. at least partly) submerged by the fuel held in the fuel tank. Optionally, the 7 fuel injection line fluidly connects the engine of the vehicle with the fuel pump. By locating the fuel pump within the fuel tank, the fuel acts to cool the fuel pump. As such, the fuel temperature adjustment system advantageously acts to counteract any heating of the fuel by the fuel pump and helps to maintain the fuel pump at a suitable (and / or constant) temperature. Optionally, a sensor for determining the first temperature of the fuel is located proximate to the fuel pump such that localised heating of the fuel by the fuel pump can be detected. Optionally, the fuel to be transferred to the heat exchanger assembly for temperature adjustment is extracted from the fuel tank at a position proximate to the fuel pump. This advantageously allows localised heating of the fuel by the fuel pump to be mitigated before thermal equilibrium is established across the fuel in the fuel tank, thus keeping the average temperature of the fuel in the fuel tank at a reduced temperature. Optionally, the fuel that has passed through the heat exchanger is returned (e.g. inserted, e.g. introduced) to the fuel tank proximate to the fuel pump. This arrangement may be particularly advantageous when the fuel temperature adjustment system is a fuel cooling system as inputting the returned fuel from the heat exchanger can provide cooling to the fuel pump and the fuel located proximate thereto. Optionally, the fuel that has passed through the heat exchanger is returned to the fuel tank proximate to a lower (e.g. the lowermost) surface of the fuel tank. It will be appreciated that fuel that is held within the fuel tank may have a liquid phase having a bulk volume defined by a liquid surface. The liquid surface may also form the interface between the liquid phase and the vapour phase of the fuel when the temperature of the fuel is sufficiently high for vaporisation of at least some of the constituent components to arise. Optionally, the fuel that has passed through the heat exchanger is returned to the fuel tank such that the fuel at the second temperature is inserted (e.g. injected) directly into the bulk volume of the fuel held within the fuel tank. For example, the fuel tank assembly may comprise a fuel input configured to input the fuel at a position below the fuel liquid surface, e.g. the input is positioned proximate to a lower (e.g. the lowermost) surface of the fuel tank. This arrangement may be particularly advantageous when the fuel temperature adjustment system is a fuel cooling system as inputting the returned fuel from the heat exchanger above the fuel liquid surface may result in spraying, which could in turn result in rapid (re-)heating of the returned fuel and (re-)vaporisation thereof. As such, by inputting the returned fuel into the bulk volume, spraying is reduced and the return fuel at the second temperature may also act to cool the fuel, thus further reducing evaporative emissions. Optionally, the fuel tank assembly further comprises an activated charcoal cannister in fluid communication with the fuel tank. Optionally, the heat exchanger assembly is configured to engage with the activated charcoal cannister. For example, the heat exchanger system may comprise a line extending from the fuel tank to the heat exchanger that is configured to transfer the fuel to the heat exchanger, and a return line extending from the heat exchanger to the fuel tank that is configured to return the fuel back to the fuel tank after passing through the heat exchanger. Optionally, the return line is configured to engage with the activated carbon cannister. For example, the return line may be wrapped or coiled around the activated carbon cannister. I n such embodiments, the activated carbon cannister (e.g. comprising trapped fuel vapour) may be cooled (or heated) by the return line (e.g. by virtue of the fuel at the second temperature passing therethrough). This may therefore reduce the risk of evaporative emissions coming from the activated carbon cannister as it fills and before it is vented to the engine. The heat exchanger assembly may thus advantageously act as a failsafe system and thus be activated when the activated charcoal canister is at or close to being filled (e.g. upon receipt of an input indicative of the remaining capacity of the activated charcoal cannister). Optionally, the fuel temperature adjustment system comprises a sensor configured to detect the state of the activated carbon cannister. For example, the sensor may be configured to detect the remaining capacity of the activated carbon cannister and / or the level of filling of the activated carbon cannister. Optionally the fuel temperature adjustment system may be activated by one or more of the one or more processors in response to receiving data indicating that the state of the activated carbon cannister has reached a threshold. Optionally, the activated charcoal cannister is in fluid communication with the heat exchanger. Optionally, the activated charcoal canister comprises an overflow output that is in fluid communication with a line extending from the fuel tank assembly to the heat exchanger. Optionally, the activated charcoal cannister may be in fluid communication with and downstream of the heat exchanger. The fuel temperature adjustment system and the activated charcoal canmster may therefore work in parallel until the activated carbon canmster is at or near capacity, at which point the fuel temperature adjustment system may act as a fail safe to ensure no evaporative emissions are leaked into the vehicle. Optionally, the overflow output may comprise a valve to control the output. Optionally, the valve is configured to open in response to the state of the activated charcoal cannister. For example, the valve is configured to open when the state exceeds (e.g. increases above or decreases below) a threshold. For example, the valve is configured to open when the sensor data indicates that the level of filling increases above the threshold. For example, the valve is configured to open when the sensor data indicates that the remaining capacity decreases below a threshold. Optionally, the activated charcoal cannister is distinct from the heat exchanger assembly such that the activated charcoal cannister functions in parallel with the fuel temperature adjustment system. Optionally, when the fuel temperature adjustment system is configured to act as a fuel heating system in use, the first temperature may be less than or equal to 30°C, e.g. less than or equal to 25°C, e.g. less than or equal to 20°C, e.g. less than or equal to 15’C. In such examples, the fuel temperature adjustment system may act to heat the fuel in the fuel tank. For example, it may be desirable on cold days or in colder climates for the fuel temperature adjustment system to warm the fuel either on start up until the vehicle is warm, or for the majority of the time the vehicle is running. For example, the fuel temperature adjustment system may be activated in response to an input indicating that the ambient temperature of the vehicle is below a threshold ambient temperature. Optionally, when the fuel temperature adjustment system is configured to act as a fuel heating system in use, the second temperature is greater than or equal to 10°C, e.g. greater than or equal to 15°C, e.g. greater than or equal to 16°C, e.g. greaterthanorequalto 18°C, e.g. greater than or equal to 20. Optionally, the second temperature is less than the initial boiling point of the fuel, e.g. gasoline. Optionally, the second temperature is greater than or equal to 10°C and less than or equal to a threshold temperature below the initial boiling point of the fuel, e.g. gasoline. For example, the threshold temperature may be at least 5°C below the initial boiling point of the fuel, e.g. at least 10°C below the initial boiling point of the fuel. For example, if the initial boiling point of the fuel is 30°C, the second temperature may be between 10°C and 25°C inclusive, e.g. between 10°C and 20°C inclusive, e.g. between 15°C and 20°C inclusive. This allows the fuel to function as a thermal energy store but ensures that the amount of evaporative emissions remain below detectable (and regulated) levels. Optionally, the heat exchanger may be any suitable and / or desirable type of heat exchanger. For example, the heat exchanger may comprise a body that radiates heat (e.g. a battery or heater) with a line configured to flow the fuel wrapping around or extending through such that the heat from the body heats the fuel. Optionally, the battery of the vehicle acts as the heater of the heat exchanger assembly. For example, heat from the battery (e.g. radiating therefrom) may be used to heat a or the working fluid of a heat exchanger assembly. As such, thermal energy from the vehicle (e.g. the battery) can be used efficiently within the vehicle by storing it in the fuel. The working fluid may be any suitable and / or desirable working fluid. For example, in a fuel heating system, the working fluid may comprise one or more of oil or water. Optionally, the heat exchanger assembly further comprises a second pump operable to move a working fluid to (and optionally through) the heat exchanger, one or more of the one or more processors are further configured to activate the fuel temperature adjustment system by activating the second pump to move the working fluid through the heat exchanger such that heat is transferred from the working fluid to the fuel. Optionally, the one or more processors are configured to activate the first and second pumps substantially simultaneously. Within the scope of this application it is expressly intended that the various aspects, embodiments, examples, and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in any way and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner. 9 BRIEF DESCRIPTION OF THE DRAWINGS One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a schematic representation of a fuel temperature adjustment system in accordance with an aspect of the present invention; Figure 2 shows a flow chart showing a method in accordance with an aspect of the present invention; Figure 3 shows a flow chart showing a method in accordance with an aspect of the present invention; and Figure 4 shows a schematic of a control system in accordance with an aspect of the present invention. DETAILED DESCRIPTION With reference to Figure 1, there is illustrated a fuel temperature adjustment system configured to act as a fuel cooling system 100. The fuel cooling system 100 shown includes a heat exchanger assembly 120 and a fuel tank assembly 110. The fuel tank assembly 110 has a fuel tank 112 for holding fuel 130, such as gasoline. The fuel tank assembly 110 shown has a fuel outlet 114 through which fuel 130 at a first temperature is extracted. The first temperature may be a temperature above a threshold temperature determined with respect to the initial boiling point of the fuel. The fuel may be extracted from the fuel tank 112 via fuel outlet 114 and moved, optionally by a pump 122 of the heat exchanger assembly 120, to the heat exchanger 124 to be cooled. In the example shown in Figure 1, the heat exchanger assembly 120 may comprise a coolant circuit 125 around which a coolant is moved by a pump 126. The coolant may be held at a lower temperature than the fuel such that heat is transferred from the fuel 130 to the coolant when the fuel and the coolant are passed through the heat exchanger 124. As a result, the fuel output from the heat exchanger 124 via return line 127 has a lower temperature (i.e. the second temperature) than the temperature (i.e. the first temperature) of the fuel input into the heat exchanger 124 via the fuel input line 123. The coolant output from the heat exchanger 124 may then be provided to a cooler 128 (i.e. a temperature adjusting device) such that the coolant is re-cooled to the desired temperature for recirculation. In one non-limiting example, the coolant, upon input to the heat exchanger 124, has a temperature that is sufficient to cool gasoline to a second temperature that is below the initial boiling point of the gasoline. For example, the coolant has a temperature upon input that is at least 5°C, optionally 10°C, below the initial boiling point of the fuel. For example, the initial boiling point of gasoline is typically between 30°C and 40°C, e.g. around 35°C. The coolant may thus be input to the heat exchanger 124 at a temperature that is at least 5°C less than (e.g. at least 10°C less than, e.g. at least 15°C less than, e.g. at least 20°C less than) the initial boiling point of gasoline such that when the gasoline output from the heat exchanger 124, it has a second temperature that is less than the initial boiling point of gasoline, e.g. less than 30°C. Optionally, the second temperature is at least 5°C less (e.g. at least 10°C less, e.g. at least 15°C less, e.g. at least 20°C less) than the initial boiling point of the gasoline. Optionally, the first temperature of the gasoline upon input to the heat exchanger 124 is within 5°C (e.g. 10°C) of the initial boiling point of gasoline (e.g. between 5°C below the initial boiling point of the gasoline to 5°C above the initial boiling point of gasoline). As such, the heat exchanger may receive gasoline at a temperature below or above the initial boiling point of gasoline and act to cool the gasoline to a temperature below (or even further below) the initial boiling point of gasoline. Once cooling of the fuel 130 has arisen in the heat exchanger assembly 124, the fuel 130 may be output via return line 127 and returned to the bulk volume of the fuel 130 via input 116. As shown in Figure 1, the fuel is optionally returned to the bulk of the fuel 130 at a position proximate to the lowermost surface 118 of the fuel tank 112. This may prevent evaporative spray and rapid reheating (e.g. by the vapour phase in the fuel tank) of the fuel that has been cooled to the second temperature. However, in some embodiments, the fuel may be introduced above the surface of the fuel 130. In some examples, the fuel cooling system 100 may further comprise an activated charcoal cannister 129 in fluid communication with the fuel tank 112 via line 121, e.g. arranged to receive fuel vapour from the fuel tank 112. In some embodiments, the activated charcoal cannister 129 may be entirely separate from the fuel cooling system 100 such that the activated charcoal cannister 129 functions in parallel with the temperature control system 100, as shown in Figure 1. In other embodiments, the activated charcoal canmster 129 can engage with or be a part of the fuel cooling system 100. For example, the return line 127 could be wrapped around (or otherwise configured to engage with) the outside of the activated carbon cannister such that the fuel within the return line 127 acts to cool the activated charcoal cannister 129. Figure 2 shows a flow diagram representing a method 200 which may be performed using the fuel cooling system 100 shown in Figure 1. In this example, the method 200 includes activating the fuel temperature cooling system 100 in a step 210. Said activation may occur by activating the pumps 122,126 used to circulate the fuel 130 and the coolant through the heat exchanger 124. As such, the method 200 comprises moving fuel from the fuel tank 112 of the vehicle to and through the heat exchanger 124 in a step 220, and, substantially simultaneously, moving the coolant to and through the heat exchanger 124. Heat is then transferred from the fuel 130 to the coolant such that the fuel 130 is cooled with respect to the temperature of the fuel 130 input into the heat exchanger 124 in a step 230. The method 200 then comprises returning the fuel 130 output from the heat exchanger 124 to the fuel tank 112 via the return line 127 in a step 240. The method shown in the flow chart of Figure 2 may be controlled using a fuel temperature control system 300 shown in Figure 3. The fuel temperature control system 300 may comprise one controller 310, although it will be appreciated that this is merely illustrative. The controller 310 comprises processing means 320 (i.e. one or more processors) and memory means 330 (e.g. one or more memories). The processing means 320 may be one or more electronic processing devices 320 which operably execute computer-readable instructions. The memory means 330 may be one or more memory device 330. The memory means 330 is electrically coupled to the processing means 320. The memory means 330 is configured to store instructions, and the processing means 320 is configured to access the memory means 130 and execute the instructions stored thereon. The controller 310 comprises an input means 340a, 340b and an output means 350a, 350b. In the present example, the input means 340a, 340b may be sensors that output sensor data to the controller 310. The controller 310 may then output control signals to output means, e.g. pumps 350a, 350b, of the fuel cooling system 100 to activate, adjust flow rates or deactivate said pumps 350a, 350b. In the present example, the memory 330 may comprise look up tables and / or pre-selected system parameters such as flow rates and / or temperature threshold values that are used to implement and / or adjust control of the fuel cooling system 100. These values (e.g. threshold temperature values required for activation or deactivation of the system) may be accessed by the processing means 320 and compared to sensor data received from a plurality of sensors 340a, 340b, such as temperature sensors. Indeed the look-up tables and / or pre-selected parameters may be selected from a plurality of look-up tables and / or pre-selected parameters. For example, the flow rate of the fuel 130 through the cooling circuit 125 may be determined, at least in part, by the ambient temperature and / or by the initial fuel temperature and / or by a desired fuel temperature and / or by the availability of coolant within the coolant circuit 125. Additionally or alternatively, the flow rate of coolant through the coolant circuit 125 may be determined, at least in part by the ambient temperature and / or by the initial fuel temperature and / or by a desired fuel temperature and / or by the availability of coolant within the coolant circuit. Although the system 300 shown in Figure 3 is shown to provide two sensors 340a, 340b and two pumps 350a, 350b, this is non-limiting and any suitable and / or desirable number of input means and output means may be used to control the system. For example, the fuel temperature adjustment system 100 may comprise one or more values that are controllable by the controller 310 to be opened or closed. Furthermore, the sensors 340a, 340b are not limited to temperature sensors (e.g. sensors configured to detect the temperature of the fuel or the ambient temperature around the vehicle),but may be any suitable and / or desirable sensor which indicates a state of the vehicle that could impact the temperature of the fuel. It will be appreciated that the fuel temperature adjustment system 100 shown in Figure 1 and the fuel temperature control system 300 of Figure 3 may instead be configured to act as and control a fuel heating system rather than a fuel cooling system 100 as described above. In such examples, the working fluid (e.g. a fluid held at a higher temperature than the fuel 130) may be circulated around the circuit 125 in the same manner as the coolant described above for Figure 1. The working fluid thus acts to heat the fuel input to the heat exchanger 124 via input line 123 such that the fuel output from the heat exchanger 124 via return line 127 has a higher temperature. The working fluid output from the heat exchanger 124 is then provided to a temperature adjusting device 128 (e.g. a heater) such that the working fluid is re-heated to the desired temperature to be recirculated. 11 In some examples, the fuel temperature adjustment system may be configured to only act as either a fuel heating system or a fuel cooling system. Alternatively, the fuel temperature adjustment system may be configured to act as both a heating system and a cooling system, e.g. dependent on an input condition. In such examples, the working fluid and the coolant may be different. For example, for a dedicated fuel heating system, hot oil may be used as the working fluid. Alternatively, the coolant and the working fluid may be the same, and thus the mode under which the temperature adjustment system operates depends only on the temperature difference between the coolant / working fluid and the fuel 130 in the fuel tank 110. For example, it may be envisaged that upon starting a vehicle on a cold day, the fuel 130 may initially be at a temperature that is undesirably low, and warming of the fuel may be advantageous. In such scenarios, the fuel temperature adjustment system 100 may be configured to hold the coolant at a given temperature, 10°C for example, and circulate the fuel 130 through the heat exchanger such that, if the fuel 130 is at a temperature below 10°C heating of the fuel is provided by the working fluid. Then, after the vehicle has been running for long enough, other components of the vehicle (such as the vehicle battery) may cause further (indirect) heating of the fuel tank that in turn results in the fuel 130 being heated above 10°C. As long as the temperature of the working fluid is not changed, as the now warmer fuel (e.g. above 10°C) is input into the heat exchanger 124, the fuel is instead cooled by the working fluid (now acting as a coolant). In further examples, the fuel temperature adjustment system may comprise both a heating heat exchanger assembly and a cooling heat exchanger assembly that may or may not have components in common. For example, the heating heat exchanger assembly may not utilise a working fluid but instead use a component of the vehicle known to get warm such as a battery. Figure 4 shows a flow diagram representing a more general method 400 which may be performed using a fuel temperature adjustment system, such as the fuel cooling system 100 shown in Figure 1. In this example, the method 400 includes activating the fuel temperature adjustment system (e.g. fuel cooling system 100 and / or a fuel heating system) in a step 410 such that fluid is moved from the fuel tank 112 of the vehicle to a heat exchanger 124 in a step 420. Heat is then transferred between the heat exchanger 124 and the fuel 130 in a step 430 such that the fuel 130 is either heated or cooled with respect to the temperature of the fuel 130 input into the heat exchanger 124. The method 400 then comprises returning the fuel 130 output from the heat exchanger 124 to the fuel tank 112 via the return line 127 in a step 440. In some examples, the method 400 may further comprise activating the pump 122 configured to move the fuel through the system. The method 400 may also comprise activating the pump configured to circulate the coolant and / or working fluid through the heat exchanger 124. Although the method steps shown in Figures 2 and 4 have been provided in a sequence, it will be appreciated that the method may be performed in any suitable and / or desirable order. It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

1. A gasoline cooling system for cooling gasoline in a fuel tank assembly of a vehicle, the gasoline cooling system comprising: a fuel tank assembly comprising a fuel tank configured to hold gasoline for burning in the engine of the vehicle; and a heat exchanger assembly comprising a heat exchanger;wherein the heat exchanger is in fluid communication with the fuel tank and is configured to receive gasoline, from the fuel tank, at a first temperature and return gasoline back to the fuel tank at a second temperature, wherein the first temperature is greater than the second temperature and the second temperature is below an initial boiling point of the gasoline.

2. The gasoline cooling system of claim 1, wherein:the first temperature is greater than or equal to 30°C, optionally greater than or equal to 35°C; and the second temperature is less than 35°C, optionally, less than or equal to 30°C.

3. The gasoline cooling system of claim 1 or claim 2, wherein the first temperature is greater than or equal to the initial boiling point of the gasoline.

4. The gasoline cooling system of any preceding claim, wherein the heat exchanger assembly is configured to flow a working fluid therethrough such that heat is transferred from fuel to the working fluid within the heat exchanger assembly.

5. The gasoline cooling system of any preceding claim, wherein the heat exchanger assembly further comprises a pump operable to move gasoline from the fuel tank to the heat exchanger.

6. The gasoline cooling system of claim 5, wherein the pump is operable to deliver gasoline to the heat exchanger at a rate of from 1 L / min to 7 L / min, optionally from 2 L / min to 6 L / min.

7. The gasoline cooling system of any preceding claim, wherein the heat exchanger assembly further comprises a pump operable to move the working fluid through the heat exchanger at a rate of between 0.5 L / min to 5 L / min, optionally from 1 L / min to 4 L / min, optionally from 2 L / min to 3 L / min.

8. The gasoline cooling system of any preceding claim, wherein the working fluid input into the heat exchanger has a temperature of less than 25°C, optionally less than or equal to 20°C.

9. The gasoline cooling system of any preceding claim, wherein the gasoline that has passed through the heat exchanger is returned to the fuel tank proximate to a lower surface of the fuel tank.

10. The gasoline cooling system of any preceding claim, wherein the heat exchanger assembly further comprises a first pump operable to move gasoline from the fuel tank to the heat exchanger and a second pump operable to move a working fluid through the heat exchanger, and the gasoline cooling system further comprises:a control system comprising one or more processors, wherein one or more of the one or more processors are configured to activate the gasoline cooling system by:activating the first pump to move gasoline from the fuel tank to and through a heat exchanger before returning the gasoline back to the fuel tank; andactivating the second pump to move the working fluid through the heat exchanger such that heat is transferred from the gasoline to the working fluid.

11. The gasoline cooling system of claim 10, further comprising one or more sensors, wherein one or more of the one or more processors are configured to activate the gasoline cooling system in dependence on sensor data received from the one or more sensors.

12. The gasoline cooling system of claim 11, wherein:the sensor data is indicative of the temperature of the gasoline within the fuel tank, and wherein one or more of the one or more processors are configured to activate the gasoline cooling system when the temperature of the gasoline within the fuel tank exceeds a pre-set fuel threshold temperature; and / orthe sensor data is indicative of the temperature of the ambient environment outside the vehicle, and wherein one or more of the one or more processors are configured to activate the gasoline cooling system when the temperature of the ambient environment exceeds a pre-set ambient threshold temperature.

13. A method for controlling the temperature of gasoline in a vehicle, the method comprising:activating a gasoline cooling system, wherein activating the gasoline cooling system comprises:moving gasoline from a fuel tank of the vehicle to and through a heat exchanger, and returning the gasoline back to the fuel tank; andmoving a working fluid through the heat exchanger such that heat is transferred from the gasoline to the working fluid within the heat exchanger.

14. A gasoline temperature control system for controlling the temperature of the gasoline in a vehicle, the control system comprising one or more processors, wherein one or more of the one or more processors are configured to activate a gasoline cooling system by:activating a pump operable to move gasoline from a fuel tank to and through a heat exchanger, and returning the gasoline back to the fuel tank; andactivating a pump operable to move a working fluid through the heat exchanger such that heat is transferred from the gasoline to the working fluid within the heat exchanger.

15. A vehicle comprising the system of any one of claims 1 to 12 or the gasoline temperature control system of claim 14.

Images