Injector Deposit Test Method for alternative fuels: ENIAK

Transcription

1 Injector Deposit Test Method for alternative fuels: ENIAK Hajo Hoffmann², Sebastian Feldhoff 1, Winfried Koch 1, Klaus Lucka² 1 OWI Oel-Waerme-Institut GmbH, ²TEC4FUELS GmbH 1/24

2 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 2/24

3 Introduction and motivation 3/24

4 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 Source: ERC / IWO External deposits (External Diesel Injector Deposits EDID): Deposits on nozzle tip and inside spray hole Most noticeable effect: loss of torque Internal deposits External deposits 4/24

5 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) 5/24

6 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 MPG 1) Costly (approx. 20,000 EUR), as engine does not live long, a whole set of injectors, other failures 2) 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 ) Quigley, R. et al: "A review of fuel and additive performance in the new CEC F DW10 injector fouling test", Fuels Conference /24

7 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 problems 1) 1) Quigley et al. A Study of Internal Diesel Injector Deposit Phenomenon, Fuels Conference 2011, Esslingen 7/24

8 Current status 8/24

9 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 9/24

10 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 10/24

11 ENIAK I Project Assembly of test rig, development of testing method Analytics, special analytics Assessment of testing method Information and samples Assessment of testing method Information and samples Assessment of testing method Comparison with XUD 9 Project was active: Funding: 05/ /2015 Funding code.: /24

12 Test rig status 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 /24

13 Cycle and temperatures TE 3 TE 1 TE 2 Injektorrücklauf TE 6 Reaktor TE 5 Umgebungsdruck TE 7 TE 4 Design of cycle: Experience of tests using forced aging: stops and temperature changes imperative for deposit formation Dieselbehälter (ca. 60 l, 55 C) Test cycle: 1,5 h on / 45 off for 20,25 h, then 2,25 h break, then 1,5 h on Heizung Dieselbehälter 13/24

14 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 14/24

15 Test rig status Test rig produces data II: Pressure: not major direct influence, mostly indirect influence (temperature, clearings, ); was assumed and now confirmed 1) 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 , Pergamon Press Ltd., Oxford 15/24

16 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 Before test After test Pilot Injection after DDSA-NA-test Main Injection after DDSA-NA-test 16/24

17 Results - B100 - SME vs. HVO Tests at 280 C SME (stuck open after 57 h) SME HVO 17/24

18 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 , Pergamon Press Ltd., Oxford 18/24

19 The ENIAK II -project Parameter study Further optimization of testing method (Further) development online diagnosis Parameter study Modeling In-depth diagnosis Granted: 03/ /2018 Funding: Funding code.: IGF BG (DGMK 784) 19/24

20 DGMK 784 / OWI 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 20/24

21 DGMK 784 / OWI 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) 21/24

22 DGMK 784 / NTFD In-depth analysis after testing Investigation of deposit thickness on injector needle FEI Versa 3D REM-EDX/WDX with FIB 22/24

23 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 23/24

24 Contact: Thank you for your attention! Sebastian Feldhoff OWI Oel-Waerme-Institut GmbH Kaiserstrasse 100, Herzogenrath / Funding: Funding code.: IGF BG (DGMK 784) Funding code.: /24