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1/24
Injector Deposit Test Method for
alternative fuels: “ENIAK”
Hajo Hoffmann², Sebastian Feldhoff1, Winfried Koch1, Klaus Lucka²
1OWI Oel-Waerme-Institut GmbH,
²TEC4FUELS GmbH
2/24
Content
Introduction: Motivation
Injector deposits
Test methods
The „ENIAK“- testing method
Flow sheet / development of the testing method
Current status
Achievements
Follow-up project: ENIAK II
Outlook
3/24
Introduction and motivation
4/24
Diesel injector deposits
Internal deposits (Internal Diesel Injector Deposits IDID):
Deposits within the injector, for example at the armature group,
the nozzle needle or inside the injector body
Most noticeable effect: bad timing or even skip of single
injections, especially at low load
Rough operation
Increased emissions
External deposits (External Diesel Injector Deposits EDID):
Deposits on nozzle tip and inside spray hole
Most noticeable effect: loss of torque
External deposits
Internal deposits
Source: ERC / IWO
5/24
XUD-9 Test
XUD 9-Test (CEC F-23-01)
Certified test method (CEC = Coordinating European Council)
Reliable regarding EDID for a long time
Cannot reproduce IDID
Obsolete, indirect injection engine (Peugeot XUD9 1.9l diesel
engine)
Relatively cost efficient (~3.000 EUR)
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DW10-Test
DW10-test (CEC F-98-08)
Certified test method, „successor“ of XUD 9
Peugeot DW10 engine:
2.0 l DI engine, fitted with Euro V Injectors, 1,600 bar injection
pressure
Zinc neodecanoate
Cycle is designed for high load, not for realism:
Recalculated on a real vehicle:
6,900 km at an average speed of 143 km/h, 17.4 l/100 km resp. 13.5
MPG1)
Costly (approx. 20,000 EUR), as engine does not live long, a whole
set of injectors, other failures2)
1) Calculated for a Peugeot 407. Source: Hawthorne et al: "Use of Fuel Additives to Maintain Modern Diesel Engine Performance with Severe Test
Conditions", SAE 2008
2) Quigley, R. et al: “"A review of fuel and additive performance in the new CEC F-98-08 DW10 injector fouling test", Fuels Conference 2009
7/24
Summary
Engine Development:
Increasing injection pressures, 2,200 bar and more
Combustion shaping by multiple injections
Result: Very agile and sophisticated injectors with reduced
clearings
EDID less important in modern engines
IDID has probably larger impact on newer injectors
Perhaps IDID even always was present, but did not cause
significant problems1)
1) Quigley et al. “A Study of Internal Diesel Injector Deposit Phenomenon“, Fuels Conference 2011, Esslingen
8/24
Current status
9/24
Test rig status
Test rig is operational:
Multiple testing: Four separate Common Rail systems can be
operated in parallel with different settings
Low requirements on infrastructure (compared to engine test
bench)
Investigation of single influences e.g. low injection pressure but
high temperature
Up-to-date injection equipment unlike XUD9
Cost efficient compared to DW10
10/24
Capabilities
Test’s current capabilities:
Test of single influences
→ Research & Development
Controlled fouling of injectors
→ Additive manufacturers, development cleaning devices / fluids
Setting of (future) operation points (currently) not encountered in engine
→ Fuel development, additive development, hardware development
11/24
• Analytics, special analytics
• Assessment of testing method
• Information and samples
• Assessment of testing method
• Comparison with XUD 9
• Information and samples
• Assessment of testing method
• Assembly of test rig, development of testing method
Funding:
Funding code.: 22000611
Project was active:
05/2012-01/2015
ENIAK I Project
12/24
1
2
3
4
5
6
Components:
1. Intank-pump
2. High pressure pump (max. 1,800 bar)
3. Injector (Euro V)
4. Injector heating (max. 370 °C)
5. Reactor (ambient pressure)
6. Fuel (60 l)
One Rail with one
injector is connected
to one fuel drum
each
Four test gadgets are
operated in parallel
Rail components as
in real world car
Test rig status
13/24
Cycle and temperatures
Design of cycle:
Experience of tests using forced aging: stops and
temperature changes imperative for deposit formation
Test cycle: 1,5 h on / 45‘ off for 20,25 h, then 2,25 h break, then 1,5 h on
Reaktor
Dieselbehälter
(ca. 60 l, 55 °C)
TE 4
TE 6
Umgebungs-
druck
TE 2
TE 1
TE 5
TE 3
Heizung Dieselbehälter
Injektorrücklauf
TE 7
14/24
Test rig status
Test rig produces data:
Temperature:
Increasing temperature exponentially
increases deposit formation
High temperature (350 °C): Failure of
injector due to massive deposit formation
on injector needle
Resulting deposits hard to solve
→ Could become problem
Operation / Temperature II
“Soak in”-Periods are critical (engine stopped after full load
operation): Test cycle contains breaks
15/24
Test rig status
Test rig produces data II:
Pressure: not major direct influence, mostly indirect influence
(temperature, clearings,…); was assumed and now confirmed1)
Sodium soaps: DDSA + sodium forms deposits 1) Steiner, Luft: „Die simultane Abhängigkeit der Reaktionsgeschwindigkeitskonstante von Druck und Temperatur“, Chemical Engineering Science,
1967, Vol. 22, pp. 119- 126, Pergamon Press Ltd., Oxford
16/24
Test rig status
Test rig produces data III:
Flow: Not flow at full load is the critical parameter, but injector timing
Engine: Most noticeable result from IDID: Start problems, rough idle
ENIAK: Flow measurement at 1,300 bar: Without indication
ENIAK: Flow measurement at 400 bar, 200 μs: No flow with IDID
Pilot Injection after DDSA-NA-test Main Injection after DDSA-NA-test
Before test
After test
17/24
(stuck open after 57 h)
SME
SME
HVO
Results - B100 - SME vs. HVO
Tests at 280 °C
18/24
Test rig status
Test method’s comparability:
Tests performed in their cycle, all with B10 + DDS-Na,
DW10b performed with additional Zincneodekanoate
XUD9: 51% at 0.1 mm needle lift => EDID
DW10b: 19.5 % power loss, no sign of IDID => EDID
OEM engine with DW10 cycle: 1.9 %(without Zn) / 3.4 % (with Zn)
power loss, no clear sign of IDID => very mild EDID
ENIAK: clear IDID
→Test methods are not comparable!
(Not even the engine test cycle on different engines!) 1) Steiner, Luft: „Die simultane Abhängigkeit der Reaktionsgeschwindigkeitskonstante von Druck und Temperatur“, Chemical Engineering Science,
1967, Vol. 22, pp. 119- 126, Pergamon Press Ltd., Oxford
19/24
The „ENIAK II“-project
Parameter study
Further optimization of testing method
(Further) development online diagnosis
Funding: Funding code.:
IGF 18575 BG
(DGMK 784)
Granted:
03/2016-08/2018
Parameter study
Modeling
In-depth diagnosis
20/24
Further qualification to a cost efficient fuel screening test by
Targeted identification of effects (parameter study in combination with
modelling and in-depth diagnosis by NTFD)
Further optimizations of test rig
Selection of new measuring points
Qualified fuel pre conditioning
Full temperature control of fuel drums (cooling / heating)
Fuel preheating
Development of online diagnosis (acoustics measurement?):
Evaluation of change in signal, not the single measurement
Verification with injector diagnosis tool, also during the course of
testing
DGMK 784 / OWI
21/24
Investigation of hardware influences:
Testing of different injectors
parameter of fuel conditioning
Investigation of injector regeneration:
Through additives in fuel, detergents and hardware tools
Perhaps a „clean-up-cycle“ in test rig (probably high load, low
temperature)
Investigation of further IDID-Sources
Amid lacquer (for example lmw PIBSI, if available)
High temperature deposits (within parameter variation)
DGMK 784 / OWI
22/24
FEI Versa 3D
REM-EDX/WDX with FIB
Investigation of deposit thickness on
injector needle
In-depth analysis after testing
DGMK 784 / NTFD
23/24
Outlook
Intended capabilities:
No-harm testing: Repeatable Pass/Fail of fuels/additives
→ Replacement of XUD9
Performance test (keep clean / clean-up):
→ Additive manufacturers
→ Fuel manufacturers
Certification by Tec4Fuels
24/24
Thank you for your
attention ! Contact:
Sebastian Feldhoff
OWI Oel-Waerme-Institut GmbH
Kaiserstrasse 100, 52134 Herzogenrath
+49 2407/9518-117
http://www.owi-aachen.de Funding:
Funding code.:
IGF 18575 BG
(DGMK 784) Funding code.:
22000611
