Patent Document

BACKGROUND OF THE INVENTION 
   It is believed that sealed connections are used in fluid communication assemblies. These sealed connections typically include a threaded inner bore that is formed in a female fitting. The female fitting typically also has a conical seal-seating surface formed at its outer end. The connection also generally provides a male fitting that is threaded in the outer bore. The male fitting typically also has a conical seal-seating surface formed on the outer bore. The seal-seating surface of the male fitting is generally complementary to the conical surface formed at the outer end of the bore of the female fitting. The connection further provides a sealing member formed of a compliant metallic material. The sealing member typically has a generally complementary seal-seating surface that provides a sealed connection. The sealing member is typically compressed between the complementary sealing surfaces. The male fitting is generally tightened to a predetermined torque and the sealing member fluidly seals the female and male fitting members. 
   It would be beneficial to provide a sealed connection without having to provide male and female fittings that are threaded. In addition, it would be beneficial to eliminate the step of tightening the threaded fittings to a predetermined torque in order to seal the connection. 
   SUMMARY OF THE INVENTION 
   The present invention provides a fuel handling assembly for retaining a component within a base. The fuel handling assembly includes the base having a wall disposed about a longitudinal axis. The wall has a surface exposed to the longitudinal axis. The surface defines a chamber. The wall has an end that defines an aperture to the chamber. The assembly further includes a component having a housing. The housing has an exterior surface. A portion of the exterior surface is disposed within the chamber. A metallic member having an inner surface and an outer surface is contiguous with the exterior surface of the component. The outer surface is contiguous with the surface of the wall so that the portion of the exterior surface of the component is retained within the chamber and the aperture of the chamber is hermetically sealed. 
   The present invention further provides a method of retaining a component within a base. The method can be achieved by disposing a metallic member about an end of the component and inserting the end of the component into a base to form a seal between the base and the metallic member and between the metallic member and the component. The component is retained within the fuel passage without engagement between the component and the base. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate an embodiment of the invention, and, together with the general description given above and the detailed description given below, serve to explain the features of the invention. 
       FIG. 1  shows a cross-sectional view of a preferred embodiment of a fuel handling assembly. 
       FIG. 2  shows a cross-sectional view of another preferred embodiment of a fuel handling assembly. 
       FIG. 3  shows a cross-sectional view of a preferred embodiment of a sealing and retaining member usable in the fuel handling assemblies of  FIGS. 1 and 2 . 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
   With reference to  FIG. 1 , a preferred embodiment of a fuel handling assembly  100  is shown. The fuel handling assembly  100  includes an internal damper  110  disposed within a fuel rail  114  having an internal volume that receives pressurized fuel  40 . A fuel rail end cap  112  is coupled to the fuel rail  114  that has at least one fuel injector  116  coupled to the fuel rail  114 . The fuel rail  14  is coupled to a fuel rail end cap  112  by a first connection member  10 . It should be noted that other components, such as, for example, a fuel line or a cross-over fuel line between two or more fuel rails can also be coupled to the fuel rail  114  by a similar connection member. 
   In particular, the fuel rail  114  has an inside diameter (“ID 114 ”) that is generally the same as the outside diameter (“OD 10a ”) of a first portion  10   a  of the first connection member  10 . Preferably, the ID 114  of the fuel rail  114  and the OD 10a  of the first portion  10   a  should be configured so as to permit a “slip-fit” between the connection member  10  and the fuel rail  114 . It should be understood that a slip-fit, in most practical applications, denotes a semi-permanent attachment of the connection member to a component that also allows repositioning of the connection member, such as, for example, during initial installation or adjustment thereafter. That is, as used throughout this disclosure, the term “slip-fit” denotes a fit where accuracy of location is important, but a small amount of either clearance or interference is permissible. Adhesives can also be used in conjunction with the connection member to assist the slip-fit in the retaining and sealing function of the connection member  10  to the components of the fuel system. 
   The first portion  10   a  has an inside diameter (“ID 10a ”) that is approximately the same as the outside diameter (“OD 112 ”) of the fuel rail end cap  112 . Preferably, the ID 10a  of the first portion  10   a  and the OD 112  of the fuel rail end cap  112  should be configured so as to permit a “press-fit.” It should be understood that a press-fit, in practical applications, denotes a permanent attachment of the connection member to a component that may cause substantial damage on the connection member so as to render it unusable upon removal. That is, as used herein, the term “press-fit” denotes a fit characterized by an approximately constant bore pressure between the connection member and the respective components, and which pressure is below a yield point for plastic deformations. Adhesives can also be used in conjunction with the connection member  10  to assist the press-fit in retaining and sealing the connection member  10  to the rail end cap  112 . 
   In order to couple the fuel rail end cap  112  to the fuel rail  114 , the internal damper  110  is inserted into the fuel rail, and the first connection member  10  is inserted into an opening in the fuel rail  114 . The fuel rail end cap  112  is then inserted, instead of being torqued, threaded or twisted, into an opening of the first connection member  10 . Here, the first connection member  10  should be a material of greater compliance (i.e. having a linear elastic behavior) than the parts that are to be attached together. Thus, due to the compliant nature of the first connection member  10  and its physical geometries, the first connection member  10  retains the fuel rail end cap  112  and allows a high pressure hermetic seal to be formed between fuel rail  114  and the fuel rail end cap  112  by only inserting the fuel rail end cap  112  into the first connection member  10  that has been mounted beforehand in the fuel rail  114 . Alternatively, the first connection member  10  could also be pre-mounted on the fuel rail end cap  112  before the fuel rail end cap  112  is inserted into the fuel rail  114 . Preferably, the fuel rail end cap  112  and the fuel rail  114  are made of steel, and the first connection member  10  is made of brass or alloys of copper. It should be noted, however, that the fuel rail end cap  112  can be made of the same or a different material from the fuel rail  114  as long as the first connection member  10  has a greater linear elastic behavior than the material(s) for the fuel rail end cap  112  and the fuel rail  114 . That is, the connection member  10  should not undergo plastic, or permanent deformations upon insertion of the fuel rail end cap  112  to the fuel rail  114  or vice versa. 
   The fuel injector  116  is mounted in an intake plenum or manifold (not shown) of an internal combustion engine (also not shown). The fuel injector  116  is coupled to the fuel rail  114  by a fuel injector cup  118  having a first opening  122  and a second opening  124  which is affixed to the fuel rail  114 . Specifically, an inlet end  120  of the fuel injector  116  is coupled to the first opening  122  of the fuel injector cup  118  via a second connection member  12  to receive pressurized fuel  40 . In particular, the first opening  122  has an inside diameter (“ID 122 ”) that is generally the same as the outside diameter (“OD 12a ”) of a first portion  12   a  of the second connection member  12 . The first portion  12   a  of the second connection member  12  has an inside diameter (“ID 12a ”) that is approximately the same as the outside diameter (“OD 120 ”) of the fuel injector inlet  120 . In particular, the fuel rail  114  has an inside diameter (“ID 114 ”) that is generally the same as the outside diameter (“OD 10a ”) of a first portion  12   a  of the connection member  12 . Preferably, the ID 122  of the opening  122  and the OD 12a  of the first portion  12   a  should be configured so as to permit a “slip-fit” between the connection member  12  and the opening  122 . It should be understood that a slip-fit, in most practical applications, denotes a semi-permanent attachment of the connection member to a component that also allows repositioning of the connection member, such as, for example, during initial installation or adjustment thereafter. That is, as used throughout this disclosure, the term “slip-fit” denotes a fit where accuracy of location is important, but a small amount of either clearance or interference is permissible. Adhesives can also be used in conjunction with the connection member to assist the slip-fit in the retaining and sealing functions of the connection member  12  to the opening  122 . 
   The first portion  12   a  has an inside diameter (“ID 12a ”) that is approximately the same as the outside diameter (“OD 122 ”) of the opening  122 . Preferably, the ID 12a  of the first portion  12   a  and the OD 122  of the opening  122  should be configured so as to permit a “press-fit.” It should be understood that a press-fit, in practical applications, denotes a permanent attachment of the connection member to a component that may cause substantial damage on the connection member so as to render it unusable upon removal. That is, as used herein, the term “press-fit” denotes a fit characterized by an approximately constant bore pressure between the connection member and the respective components, and which pressure is below a yield point for plastic deformations. Adhesives can also be used in conjunction with the connection member to assist the press-fit in retaining and sealing the connection member  12  to the opening  122 . 
   The second connection member  12  also includes a second portion  12   b  that extends along at least one, preferably, two radii of curvatures so as to terminate in a flared end portion  12   c . In order to couple the fuel injector inlet  28  to the first opening  122  of the injector cup  118 , the second connection member  12  can inserted into the first opening  122  of the cup  118  or the second connection member  12  can be mounted on the inlet  120  of the fuel injector. The fuel injector  116  is mounted into an intake plenum or an intake manifold. The fuel rail  114 , with the injector cup  118  aligned with the inlet  120  of the fuel injector  116  is then displaced along a longitudinal axis A—A of the fuel injector  116  so as to form a hermetic seal between the cup  118  and the inlet  120  of the fuel injector. Here, the second connection member  12  should be a material of greater compliance (i.e. having a linear elastic deformation behavior) than the parts that are to be attached together. Thus, due to the compliant nature of the second connection member  12  and its physical geometries, the second connection member  12  allows a high pressure hermetic seal to be formed between the injector cup  118  and the fuel injector  116  by simply coupling the two parts together with the second connection member  12  being either pre-mounted to either the injector cup  118  or, preferably, to the inlet  120  of the fuel injector  116 . Preferably, the injector cup  118  and the inlet  120  are made of steel, and the second connection member  12  is made of brass or alloys of copper. It should be noted, however, that the inlet  120  can be made of the same material or a different material from the injector cup  118  as long as the second connection member  12  has a greater linear elastic behavior than the material(s) for these components. That is, the connection member  12  should not undergo plastic, or permanent deformation upon insertion of the inlet  120  in the injector cup  118  or vice versa. 
     FIG. 2  illustrates another embodiment of a hermetic seal that can be formed between a fuel pressure damper  200  and a mounting cup  202 . The fuel pressure damper  200  includes a first housing portion  204  coupled to a second housing portion  206 . The first housing portion  204  can be coupled to the second housing portion  206  by a suitable technique, such as, for example, welding, brazing, bonding, riveting, laser welding or preferably crimping. A flexible diaphragm  208  is located between a spring member  210  and a reciprocable piston  212 . A third connection member  14  forms a high pressure seal between the second housing portion  204  and an inside surface of the mounting cup  202 . The mounting cup  202  receives pressurized fuel  40  within the cup that may be undergoing rapid pressure fluctuations. The mounting cup  202  has a first opening  202   a  with an inside diameter (“ID 202a ”) that is generally the same as the outside diameter (“OD 14a ”) of a first portion  14   a  of the connection member  14 . The first portion  14   a  of the connection member  14  has an inside diameter (“ID 14a ”) that is approximately the same as the outside diameter (“ 0 D 206 ”) of the second housing portion  206  of the fuel pressure damper  200 . It should be noted that at least one complementary surface, such as, for example  202   b , can be formed on the second housing portion  206  that mates with a surface of the connection member  14 . Preferably, the I.D 202a  of the opening  202   a  and the OD 14a  of the connection member  14  and the I.D 202a  of the opening  202   a  should be configured so as to permit a “slip-fit” between the OD 14a  of the connection member  14  and the I.D 202a  of the opening  202   a . Alternatively, adhesives can also be used in conjunction with the slip-fit of the connection member  14  to the opening  202   a.    
   The first portion  14   a  has an inside diameter (“ID 14a ”) that is approximately the same as the inside diameter (“OD 202a  ”) of the opening  202   a . Preferably, the ID 14a  of the first portion  14   a  and the OD 202a  of the opening  202   a  should be configured so as to permit a “press-fit.”Alternatively, adhesives can also be used in conjunction with the press-fit of the connection member  14  to the opening  202   a  of the mounting cup  202 . 
   It should be noted that the third connection member  14  operates similarly to the first and second connection members  10  and  12  except for minor differences in materials or dimensional parameters. In particular, the connection member  14  is mounted to the mounting cup  202  by a slip-fit. The fuel damper  200  with its second housing portion  206  is then press-fitted into the connection member  14 . Here, as with the connection members  10  and  12 , the connection member  14  allows the components to be installed in a single motion, thereby eliminating threaded, barbed or specialized fittings. The connection member  14 , due to its elastic deformation and physical geometries when the components are installed, also allows a hermetic seal to be formed and the components to be retained to each other under both operative and burst pressures. 
   Details of the connection member  14  can be seen in  FIG. 3 . Specifically, the connection member  14  is preferably made of brass or alloys of copper. The connection member  14  extends along the longitudinal axis A for a length of L 1  between three portions: (1) a generally cylindrical sleeve portion  16 , (2) a curved portion  18 , and (3) a flat portion or stop segment  20 , in which all three portions have a generally constant thickness with different tolerances depending on the portions. The generally cylindrical sleeve portion  16  approximates a thin-wall cylinder of a first thickness T 1  and an outside diameter D 1  . The portion  16  is disposed about a longitudinal axis A between a first end  16   a  and a second end  16   b . An inside surface  16   c  of the cylindrical portion should preferably have a smoother finish or lower roughness (R a  or arithmetic mean-value as given by ASME B46.1-1985) measurement than the roughness of an outside surface  16   d . The generally cylindrical sleeve portion  16  also extends at one end  16   b  along the longitudinal axis towards the curved portion  18 . The curved portion  18  is also disposed about the longitudinal axis A and extends between a first curved end or first inflection  18   a  and a second curved end or second inflection  18   c  with transition portion  18   b  connecting the inflection ends  18   a  and  18   b . The first inflection end  18   a  is located at a first distance from the longitudinal axis that is less than the distance at which the second inflection end  18   c  is located from the longitudinal axis. The first curved portion  18   a  is formed by a chamfer having a first radius of curvature R 1  for a predetermined distance so as to form a first lead-in before joining with the transition portion  18   b . The first lead-in aids in aligning and inserting of the connection member  14  into an opening of a fuel supply components, such as, for example, a fuel injector cup, a fuel rail or a fuel damper cup. The intermediate portion  18   b  diverges generally obliquely at approximately angle α with respect to the longitudinal axis A for another predetermined distance before joining with the second curved portion  18   c . The second curved portion  18   c  approximates a second radius of curvature R 2  so as to form a second lead-in. The second lead-in is operative to generate a constant biasing force (or clamping force) generally oblique to the surfaces  16   c  such that the biasing force clamps two couplable components together. Additionally, the biasing force causes the surface  16   c ,  16   d ,  18   b  and  18   d  to increase the static friction coefficient between surface(s) of the couplable components and the connection member  14 . Both of the clamping force and the friction operate to form a seal and to retain the two couplable components together. 
   The intermediate portion  18   b  and the second curved portion  18   c  have generally the same thickness T 2 . The flat portion or stop portion  20  extends generally transverse to the longitudinal axis and terminates at a second outside diameter D 2 . 
   In one preferred embodiment, the first diameter D 1  is approximately 13.38 millimeter, the second diameter is approximately 17 millimeter, the first radius of curvature R 1  is approximately 0.35 millimeter, the second radius of curvature R 2  is approximately 1 millimeter, the roughness R a  of the inner surface  16   c  is preferably between approximately 0.32 micron to approximately 1.6 micron, the roughness R a  outer surface  16   d  is approximately 0.8 micron to approximately 2.0 micron, the angle α is approximately 20 degrees or less but not greater than 37 degrees, the thickness T 1  is approximately 0.35 millimeter with a tolerance of ±0.02 millimeter and the thickness T 2  is approximately 0.35 millimeter with a tolerance of +0.06 millimeter and (−)0.02 millimeter. Testing procedures have demonstrated that the preferred connection member (having the preferred parameters) will form a hermetic seal upon installation between different components of a fuel delivery system such that the connection member remains a hermetic seal at operating fuel pressure of approximately 2–60 pounds per square-inch (“psi”) and beyond a rated burst pressure of approximately 600 to 1000 psi, in a environment between approximately −20 degrees Celsius to over 150 degrees Celsius. It has also been demonstrated through testing procedures that approximately 445 Newton of force is required for insertion of one component to another component with the connection member pre-mounted on one of the components. 
   It should be noted that although the connection members  10 ,  12  and  14  have been shown for specific fuel supply components, the connection member can be used in devices that require a retainer to provide a hermetic seal but which do not need or require threaded, barbed or specialized fittings. It should also be understood that the connection member can be used for a variety of pressurized environments and is not limited to the tested environment. The devices can be, for example, air pump components, air intake plenum or manifolds, valve cover components, positive and negative pressure pumps. Thus, the connection member would connect and hermetically seal two operative components within any one of these devices. 
   It is contemplated that other type of devices that require a retainer and a hermetic seal (for pressurized or unpressurized environment) without barbed, threaded, or special fittings will be known to those skilled in the art, and such devices are within the scope of the preferred embodiments. 
   While the present invention has been disclosed with reference to certain embodiments, numerous modifications, alterations and changes to the described embodiments are possible without departing from the sphere and scope of the present invention, as defined in the appended claims. Accordingly, it is intended that the present invention not be limited to the described embodiments, but that it has the full scope defined by the language of the following claims, and equivalents thereof.

Technology Category: 4