Fuel rail

Abstract

To obtain a fuel rail that maintains low hardness and good formability before being formed into a tube stock, can be made to easily form a thin absorbing wall surface, and has a high hardness and pressure resistance so as to be usable not only at a fuel pressure of 400 kPa or less, but also at a relatively high fuel pressure of 400 kPa or more. A fuel rail for port injection that is provided with a fuel pressure absorbing wall surface 1 and is used at a fuel pressure of 200 kPa to 1400 kPa. The fuel rail comprises an iron alloy that includes chemical components of C, Si, Mn, P, S, Nb, and Mo. The fuel rail has an internal volume of at least 60 cc and an amount of change in internal volume, when pressure is applied, of at least 0.5 cc/MPa. A bainitic structure can be precipitated by brazing the fuel rail in a furnace during manufacturing.

Claims

1. A fuel rail for port injection that is provided with a fuel pressure absorbing wall surface to be used at a fuel pressure of 200 kPa?1400 kPa, comprising an iron alloy that includes chemical components of C, Si, Mn, P, S, Nb, and Mo, and having an internal volume of 60 cc or more and an amount of change in internal volume of 0.5 cc/MPa or more when pressure is applied, wherein a bainitic structure can be precipitated by brazing the fuel rail in a furnace during manufacturing.

2. The fuel rail of claim 1, characterized by having an internal volume of 60 cc?150 cc as well as an amount of change in internal volume of 0.5 cc/MPa?2.5 cc/MPa when pressure is applied.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIGS. 1A to 1E are cross sectional views showing the fuel rail of the Examples.

MODES FOR CARRYING OUT THE INVENTION

(2) A fuel rail for port injection of the Examples of this invention is described below. First, among the iron alloy materials constituting this example, the chemical components other than iron and impurities and the compounding ratio with respect to all components are shown in Table 1 below.

(3) TABLE-US-00001 TABLE 1 C Si Mn P S Nb Mo (mass %) (mass %) (mass %) (mass %) (mass %) (mass %) (mass %) Example 1 0.20 0.21 1.63 0.010 0.002 0.026 0.38 Example 2 0.18 0.20 1.25 0.015 0.002 0.025 0.25 Comparative 0.12 0.35 0.60 0.040 0.040 Example 1

(4) Examples 1 and 2 of the invention include C, Si, Mn, P, S, Nb, and Mo, as shown above. The production method of Examples 1 and 2 is as described in the following. In Examples 1 and 2 the iron alloy comprises the materials shown in Table 1 above, in addition to iron and the other impurities. After being formed into a tube stock, it was pressed into shapes having a cross section of a flat shape as shown in FIG. 1A. Note that, although Examples 1 and 2 had a cross section of a flat shape as shown in FIG. 1A, the tube shape is not restricted to this but may be formed into a flat or deformed tube as shown in FIG. 1B to 1E in other different examples. Further, although the tube was pressed into shapes having a cross section of a flat shape in Examples 1 and 2, any other methods than the press forming is possible to form a flat tube in other different examples.

(5) Then the flat tube formed as mentioned above was cut down into a desired length. A plurality of holes was drilled in the mounting positions of the socket, and then each socket was connected to these holes. Further, both ends of the tube were closed by endcaps, and the bracket and the inlet pipe were assembled, respectively. Next, the assembled tube is copper-brazed in a furnace at a temperature of 1000? C. or more. After that, the tube is gradually cooled, and it is shipped as a product after leak check, surface treatment, and die matching process.

(6) The fuel rails made of the materials of Examples 1 and 2 and formed according to the method described above are usable under a fuel pressure of 200?1400 kPa, and have an internal volume of 60 cc?150 cc as well as an amount of change in internal volume of 0.5 cc/MPa?2.5 cc/MPa. The thickness was adjusted to 0.6 mm?1.0 mm when used under a fuel pressure of 200?400 kPa while the thickness was adjusted to 1.0 mm?1.6 mm when used under a fuel pressure of 400?1400 kPa.

(7) The fuel rails of Examples 1 and 2 were copper-brazed in a furnace as mentioned above, and in this copper brazing process, the temperature in a furnace raised to 1000? C. or more, and after that, cooled down slowly. Performing this copper-brazing in a furnace changed the physical properties of iron alloy of Examples 1 and 2 made of the materials as mentioned above. In order to examine the change in physical properties before and after the copper-brazing in a furnace, physical property testing was conducted based on the JIS standard.

(8) Specifically, at first JIS5 test pieces (test piece thickness 1.6 mm, formed width 25 mm, and formed length 350 mm) of the materials of Examples 1 and 2 were formed and then tensile testing and structure observations were conducted by using this test pieces. The result of this tensile testing and structure observations are shown in Table 2 shown below. Note that, Before and After mean the state before the tube stock being formed, and the state after the tube stock being copper-brazed in a furnace, respectively.

(9) TABLE-US-00002 TABLE 2 Tensile 0.2% Proof Extension Hardness Strength (MPa) Stress (MPa) Coefficient (%) (HV) Structure Examples Before After Before After Before After Before After Before After 1 675 722 434 499 23.2 23.4 225 238 Ferrite Bainite Ferrite- Pearlite 2 568 628 361 434 26.6 16.0 190 211 Ferrite Bainite Ferrite- Pearlite

(10) As shown in Table 2, the values of tensile strength, 0.2% proof stress, and hardness after the copper-brazing in a furnace were larger than those values before being formed into a tube stock. Precipitation of bainite occurred in both Example 1 and Example 2 after copper-brazing in a furnace, according to structure observation of the tubes. By contrast, the structure before being formed into a tube stock was either Ferrite or Ferrite-Pearlite only, and no bainite structure was found.

(11) It was confirmed from this results that the fuel rails of Examples 1 and 2 containing chemical components of C, Si, Mn, P, S, Nb, and Mo formed a bainite structure through the process of copper-brazing in a furnace, and could obtain high strength and high hardness properties compared to the state before being formed into a tube stock. Further, it was confirmed that as the state before being formed into a tube stock had the same ferrite or ferrite-pearlite structure as conventional one have, the materials were excellent in formability and can be proceeded easily even in manufacturing a flat tube and deformed tube.

(12) In addition, tensile testing and structure observations were conducted based on the JIS standard, for the materials used in Example 1 and 2, and the materials used in conventional fuel rails, for confirming a difference in the materials' physical properties between Examples 1 and 2 and a conventional fuel rail which contained different chemical components compared to those of Examples 1 and 2. Comparative Example 1 in Table 1 showed the chemical components of materials other than iron and impurities used in conventional fuel rail. The chemical components of Comparative Example 1 were different from those of Examples 1 and 2 and did not include Nb and Mo Note that, JIS5 test pieces (test piece thickness 1.6 mm, formed width 25 mm, and formed length 350 mm) were used in Comparative Example 1, just like in Examples 1 and 2. The results are shown in Table 3 below.

(13) TABLE-US-00003 TABLE 3 Tensile Strength (MPa) Hardness (HV) Structure Example 1 722 238 Bainite Example 2 628 211 Bainite Comparative Example 1 310 120 Ferrite

(14) As it turned out, Examples 1 and 2 exhibit higher values with regard to both tensile strength and hardness compared to Comparative Example 1. Also, when the structure observations were conducted, in Examples 1 and 2 a bainitic structure was precipitated while Comparative Example 1 exhibited a ferrite structure, i.e., showing no precipitation of a bainitic structure. Thus, high strength and high hardness of Examples 1 and 2 were confirmed in comparison to the conventional materials.

(15) From the above results, the entire shape of the fuel rail made of a material of

(16) Examples 1 and 2 was formed with a reduced wall thickness for weight reduction, and the properties after the copper-brazing in a furnace became higher strength and higher pressure resistance compared with the conventional materials. As a result, a fuel rail of the invention was allowed to be used not only at a fuel pressure of 200 kPa-400 kPa which is used for a fuel rail port injection in the prior art, but also at relatively high fuel pressure of 400 kPa-1400 kPa which is difficult to be used for fuel rail for port injection in the prior art, wherein the fuel pressure in a wide range of 200 kPa-1400 kPa hardly caused deformation and breakage.

DESCRIPTION OF THE REFERENCE NUMERALS

(17) 1 Absorbing wall surface