A Fuel Additive Concentrate for Remowal of Injector Deposits in Light-Duty Diesels

Olsen, Randy; Ingham, Michael C.; Parsons, Gary

doi:10.4271/841349

Cited by 20 publications

(5 citation statements)

References 1 publication

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“…This reduction in performance is known to manifest in a variety of ways including increased acoustic and pollutant emissions [1][2][3]. The deposits can also reduce the hydraulic diameter of the nozzle hole, resulting in a reduction in the quantity of injected fuel and reduced quality and consistency of injection [3][4][5]; all of which cause a reduction in engine power [6].…”

Section: Introductionmentioning

confidence: 99%

A quantitative analysis of nozzle surface bound fuel for diesel injectors

Turner

Sykes

Sercey

et al. 2017

Proceedings ILASS–Europe 2017. 28th Conference on Liquid Atomization and Spray Systems

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In a fuel injector at the end of the injection, the needle descent and the rapid pressure drop in the nozzle leads to discharge of large, slow-moving liquid structures. This unwanted discharge is often referred as fuel 'dribble' and results in near-nozzle surface wetting, creating fuel-rich regions that are believed to contribute to unburnt hydrocarbon emissions. Subsequent fluid overspill occurs during the pressure drop in the expansion stroke when residual fluid inside the nozzle is displaced by the expansion of trapped gases as the pressure through the orifices is equalised, leading to further surface wetting. There have been several recent advancements in the characterisation of these near nozzle fluid processes, yet there is a lack of quantitative data relating the operating conditions and hardware parameters to the quantity of overspill and surface-bound fuel. In this study, methods for quantifying nozzle tip wetting after the end of injection were developed, to gain a better understanding of the underlying processes and to study the influence of engine operating conditions. A high-speed camera with a longdistance microscope was used to visualise fluid behaviour at the microscopic scale during, and after, the end of injection. In order to measure the nozzle tip temperature, a production injector was used which was instrumented with a type K thermocouple near one of the orifices. Image post-processing techniques were developed to track both the initial fuel coverage area on the nozzle surface, as well as the temporal evolution and spreading rate of surface-bound fluid. The conclusion presents an analysis of the area of fuel coverage and the rate of spreading and how these depend on injection pressure, in-cylinder pressure and in-cylinder temperature. It was observed that for this VCO injector, the rate of spreading correlates with the initial area of fuel coverage measured after the end of injection, suggesting that the main mechanism for nozzle wetting is through the impingement of dribble onto the nozzle. However, occasional observations of the expansion of orifice-trapped gas were made that lead to a significant increase in nozzle wetting. KeywordsDiesel; end of injection; dribble; surface wetting; image processing Introduction Increasingly strict emissions standards place considerable pressure on the automotive industry to increase the efficiency of, and reduce the emissions of the engine. This is primarily done by optimising the fuel-air mixing processes that occur inside the combustion chamber. Since the fuel air mixing is affected by the fuel injection equipment (FIE), much of the research efforts have been in improving the injector design and spray characteristics. This has resulted in the numbers of holes in the injector tip increasing with subsequent designs, as well as increases in the operating pressure, with typical systems operating with common rail pressures of over 200 MPa. These increasingly harsh conditions are believed to accelerate the formation and growth of deposits in and arou...

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Section: Introductionmentioning

confidence: 99%

A quantitative analysis of nozzle surface bound fuel for diesel injectors

Turner

Sykes

Sercey

et al. 2017

Proceedings ILASS–Europe 2017. 28th Conference on Liquid Atomization and Spray Systems

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“…In the 1980s, the build-up of deposits on the pintle of a fuel injector was reported by Montange et al [1]. The development and introduction of fuel additives to reduce injector fouling subsequently followed [2]. In 1991, Gallant et al [3] noted that deposits caused spray hole plugging and sticking of close fitting parts leading to power loss and increased emissions.…”

Section: Introductionmentioning

confidence: 99%

The Application of New Approaches to the Analysis of Deposits from the Jet Fuel Thermal Oxidation Tester (JFTOT)

Barker

Reid

Smith

et al. 2017

SAE Int. J. Fuels Lubr.

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Studies of diesel system deposits continue to be the subject of interest and publications worldwide. The introduction of high pressure common rail systems resulting in high fuel temperatures in the system with the concomitant use of fuels of varying solubilizing ability (e.g. ULSD and FAME blends) have seen deposits formed at the tip of the injector and on various internal injector components. Though deposit control additives (DCAs) have been successfully deployed to mitigate the deposit formation, work is still required to understand the nature and composition of these deposits. The study of both tip and internal diesel injector deposits (IDID) has seen the development of a number of bench techniques in an attempt to mimic field injector deposits in the laboratory. One of the most used of these is the Jet Fuel Thermal Oxidation Tester or JFTOT (ASTM D3241). The tester was originally designed to assess the oxidation of jet fuel, based on the principle that low stability fuels produce deposits that form on metal surfaces. Recently it has been modified so that under suitable conditions it may be used to determine the deposit forming potential of diesel fuels. The JFTOT technique has been used by a number of groups to try and understand diesel injector deposits. The ineradicable nature of the material on the JFTOT tube has seen the deposits analyzed by laser scanning microscopy, ellipsometry and recently infra-red microscopy. Other methods have been invasive involving either solvent washing or scraping off the deposit. In this paper other techniques for the analysis of deposits will be described yielding both chemical and metrological characteristics of the deposits. Fourier Transform Infrared Microscopy (FTIRM), and Time-of-Flight Secondary Ion Mass Spectrometry (ToFSIMS) will be used to describe the surface characteristics. Measurements from a Profile meter will be used to estimate deposit surface roughness and data from Scanning Electron Microscopy (SEM) will be employed to describe the morphology. The final techniques described will be Direct Analysis In Real Time Mass Spectrometry (DARTMS) using ambient mass spectrometry. and Fourier Transform Ion Cyclotron Resonance Mass spectrometry (FTICRMS) The advantage of the DART method is that mixtures and objects can be subjected to mass spectrometric analysis with the minimum of pre-treatment and sample preparation. Thus the technique is well suited for analyzing deposits on JFTOT tubes as it requires little sample preparation. A number of studies of materials deposited on JFTOT tubes will be described showing the suitability of these techniques for analyzing and providing the potential characterization of JFTOT deposits. The FTICRMS will be used to assign species in the JFTOT test fuels both pre and post test.

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“…The accumulation of deposits in and around injector tips is associated with reduced engine performance and injector lifetime. This reduction in performance is known to manifest in a variety of ways, including increased acoustic and regulated emissions [21][22][23]. The deposits can also reduce the hydraulic diameter of the nozzle orifices, resulting in a reduction in the quantity of injected fuel, and reduced quality and consistency of injection [20,23,24], all of which cause a reduction in engine power [25].…”

Section: Introductionmentioning

confidence: 99%

High-Speed Infrared Measurement of Injector Tip Temperature during Diesel Engine Operation

et al. 2021

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Pre-catalyst engine emissions and detrimental injector deposits have been widely associated with the near-nozzle fluid dynamics during and after the injection events. Although the heating and evaporation of fuel films on the nozzle surface directly affects some of these processes, there are no experimental data for the transient evolution of nozzle surface temperature during typical engine conditions. In order to address this gap in knowledge, we present a non-intrusive approach for the full-cycle time resolved measurement of the surface temperature of production nozzles in an optical engine. A mid-wave infrared high-speed camera was calibrated against controlled conditions, both out of engine and in-engine to account for non-ideal in surface emissivity and optical transmissivity. A custom-modified injector with a thermocouple embedded below the nozzle surface was used to validate the approach under running engine conditions. Calibrated infrared thermography was then applied to characterise the nozzle temperature at 1200 frames per second, during motored and fired engine operation, thus revealing for the first time the effect of transient operating conditions on the temperature of the injector nozzle’s surface.

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A Fuel Additive Concentrate for Remowal of Injector Deposits in Light-Duty Diesels

Cited by 20 publications

References 1 publication

A quantitative analysis of nozzle surface bound fuel for diesel injectors

A quantitative analysis of nozzle surface bound fuel for diesel injectors

The Application of New Approaches to the Analysis of Deposits from the Jet Fuel Thermal Oxidation Tester (JFTOT)

High-Speed Infrared Measurement of Injector Tip Temperature during Diesel Engine Operation

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