Possible Influence of High Injection Pressure on Diesel Fuel Stability: A Review and Preliminary Study

Cook, Steven; Richards, Paul

doi:10.4271/2009-01-1878

Cited by 18 publications

(7 citation statements)

References 40 publications

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“…The reports of deposits continue to grow and their origins summarised in figure 1 more complex. These origins have been discussed in the literature on several occasions The production of carbonaceous deposits from the degradation of fuel by injector temperature and pressure increases in recent years in conjunction with the ability of newly introduced ULSD to solubilise deposit forming material was discussed first in 2009 [1]. Recently studies of corrosion in the infrastructure of the fuel supply chain, have also found acetic acid in fuels [2,3].…”

Section: Introductionmentioning

confidence: 99%

Information on the Aromatic Structure of Internal Diesel Injector Deposits From Time of Flight Secondary Ion Mass Spectrometry (ToF-SIMS)

Barker¹,

Snape²,

Scurr³

2014

SAE Technical Paper Series

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The nature of internal diesel injector deposits (IDID) continues to be of importance to the industry, with field problems such as injector sticking, loss of power, increased emissions and fuel consumption being found. The deposits have their origins in the changes in emission regulations that have seen increasingly severe conditions experienced by fuels because of high temperatures and high pressures of modern common rail systems and the introduction of low sulphur fuels. Furthermore, the effect of these deposits is amplified by the tight engineering tolerances of the moving parts of such systems. The nature and thus understanding of such deposits is necessary to both minimising their formation and the development of effective diesel deposit control additives (DCA). The focused ion beam technique coupled with time of flight secondary-ion mass spectrometry (ToF-SIMS) has the ability to provide information on diesel engine injector deposits as a function of depth for both organic and inorganic constituents. Our previous work with this novel technique is unique in that it has shown layering effects in deposits which may be due to the residual fuel either evaporating and leaving residues or being unable to keep insoluble residues in solution during the injection process. As part of our ongoing work to understand the nature of field deposits, the aromatic compounds present have been investigated. To help interpret the results for the aromatic structures present, spectra of a model polycyclic aromatic hydrocarbon (PAH), coronene (C 24 H 12), and coal tar pitch (CTP) have been used as a basis to determine the ring structure of internal diesel; deposits. This work confirms the presence of aromatic ring structures of greater than six rings in composition in injector needle carbonaceous deposits.

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Section: Introductionmentioning

confidence: 99%

Information on the Aromatic Structure of Internal Diesel Injector Deposits From Time of Flight Secondary Ion Mass Spectrometry (ToF-SIMS)

Barker¹,

Snape²,

Scurr³

2014

SAE Technical Paper Series

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“…The CEC is developing test methods to address the issue. Many technical papers have been recently published describing work on a number of investigations into the character and origins of internal diesel injector deposits (IDID) [7,8,9,10,11,12,13,14,15,16,17,18,19,20,21,22,23,24,25,26]. What is clear is that there is not a single outcome or cause.…”

Section: Introductionmentioning

confidence: 99%

Sodium Contamination of Diesel Fuel, its Interaction with Fuel Additives and the Resultant Effects on Filter Plugging and Injector Fouling

Barker¹,

Cook²,

Richards³

2013

SAE Int. J. Fuels Lubr.

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Diesel fuel distilled from crude oil should contain no greater than trace amounts of sodium. However, fuel specifications do not include sodium; there is a limit of five parts per million for the amount of sodium plus potassium in fatty acid methyl esters (FAME) used as biodiesel. Sodium compounds are often used as the catalyst for the esterification process for producing FAME and sodium hydroxide is now commonly used in the refining process to produce ultra-low sulphur diesel (ULSD) fuel from crude oil. Good housekeeping should ensure that sodium is not present in the finished fuel. A finished fuel should not only be free of sodium but should also contain a diesel fuel additive package to ensures the fuel meets the quality standards introduced to provide reliable operation, along with the longevity of the fuel supply infrastructure and the diesel engines that ultimately burn this fuel. There has recently been an upsurge in reported field problems due to fouling of the fuel injection system in modern diesel engines. This can take the form of deposits in the fuel filters or within the fuel injectors themselves. Recent work proposed a mechanism whereby sodium contaminated fuel can undergo adverse reactions between the sodium compounds and fuel additives leading to the formation of material that can impede the operation of diesel fuel injectors. This paper presents new work carried out to enhance the understanding of this mechanism and demonstrates that the fate of any sodium contaminant is highly dependent on (i) the fuel additives present in the fuel (ii) the amount of water in the system, (iii) potentially the intensity of fuel/water mixing and (iv) the identity of the sodium salt involved in the reaction. This can lead to sodium accumulating in the water bottoms, forming sodium compounds that go on to plug fuel filters or which may cause injector fouling. The data found may explain the variation in engine test data regarding sodium induced fouling reported in the recent literature.

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“…The spectrum was recorded directly from the injector needle using a Nicolet ^^^μ^ι microscope in conjunction with a Nexus bench. It is noteworthy that in a previous study [5] that this reference fuel after clay filtration did not produce any deposit with low molecular weight PIBSI. Further, since the original infrared spectrum of low molecular weight PIBSIs shows only some amide presence then the amide part of the deposit formed has to be the result of reaction with acidic species in the fuel.…”

Section: Engine Testmentioning

confidence: 61%

“…Increased emissions from the plugging of spray holes was found in 1991 [3], and increased emissions legislation forced changes in fuel and engine design [3,4]. Recent changes in fuel properties such as solubilsing ability [5] caused for example by the introduction of ULSD and the introduction of more stringent emission regulations along with the increased tolerances, temperatures and pressures in modern diesel injector systems has seen the formation of internal injector deposits (IDID). Thus, more than ever there is a need for high quality, effective DCAs.…”

Section: Introductionmentioning

confidence: 99%

Spectroscopic Studies of Internal Injector Deposits (IDID) Resulting from the Use of Non-Commercial Low Molecular Weight Polyisobutylenesuccinimide (PIBSI)

Barker¹,

Reid²,

Snape³

et al. 2014

SAE Int. J. Fuels Lubr.

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Since 2009, there has been a rise in deposits of various types found in diesel fuel injection systems. They have been identified in the filter, the injector tip and recently inside the injector. The latter internal diesel injector deposits (IDIDs) have been the subject of a number of recent publications, and are the subject of investigations by CRC (Central Research Council Diesel Performance Group-Deposit Panel Bench/ Rig Investigation sub panel) in the US and CEN (Committee European de Normalisation TC19/WG24 Injector Deposit Task Force) and CEC (Coordinating European Council TDFG-110 engine test) in Europe. In the literature one of the internal injector deposit types, amide lacquers, has been associated with a poorly characterised noncommercial low molecular weight polyisobutylene succinimide detergent which also lacked provenance. This work will describe a well characterised non-commercial low molecular weight polyisobutylenesuccinimide, the engine tests associated with it and the spectroscopic analysis of the needle of the resultant stuck injectors. An engine test of a commercial grade PIBSI detergent that showed no sticking will also be described.

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Possible Influence of High Injection Pressure on Diesel Fuel Stability: A Review and Preliminary Study

Cited by 18 publications

References 40 publications

Information on the Aromatic Structure of Internal Diesel Injector Deposits From Time of Flight Secondary Ion Mass Spectrometry (ToF-SIMS)

Information on the Aromatic Structure of Internal Diesel Injector Deposits From Time of Flight Secondary Ion Mass Spectrometry (ToF-SIMS)

Sodium Contamination of Diesel Fuel, its Interaction with Fuel Additives and the Resultant Effects on Filter Plugging and Injector Fouling

Spectroscopic Studies of Internal Injector Deposits (IDID) Resulting from the Use of Non-Commercial Low Molecular Weight Polyisobutylenesuccinimide (PIBSI)

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