Influence of biodiesel on injection nozzle coking

Article citation info: ORLIŃSKI P. et al. Influence of biodiesel on injection nozzle coking. Combustion Engines. 2015, 162(3), 599-607. ISSN 2300-9896. Piotr ORLIŃSKI Marcin K. WOJS Paweł MAZURUK Paweł KRUCZYŃSKI PTNSS 20153 3417 Influence of biodiesel on injection nozzle coking The article presents the results of the influence of injection of mineral fuels and biodiesel on the injectors coking in compression ignition engine type XUD9 manufactured PSA. During the test, the engine worked in accordance with the procedures of ISO 15550-1. The study included five fuels: diesel oil (base fuel), the pure esters from Camelina L100, and a mixture of the diesel fuel and Camelina: L10 (10% L100 plus diesel oil), L20 (20% L100 plus diesel), L30 (30% L100 plus diesel). The tests were performed on the basis of the CEC PF-023 developed and introduced by the CEC (Coordinating European Council). For each tested fuel was used the new injector set. Results of flow concentration the fuel was presented on the diagrams. Key words: injection coking, combustion, fuel plant, environmental protection, engine diagnostics Wpływ biopaliwa na koksowanie wtryskiwaczy Artykuł przedstawia rezultaty wpływu wtrysku paliw mineralnych oraz biopaliw na koksowanie końcówek wtryskiwaczy silnika XUD9 firmy PSA. Podczas testu silnik pracował według procedury ISO 15550-1. Badania obejmowały pięć typów paliwa: olej napędowy jako paliwo bazowe, czysty ester oleju lniankowego L100, oraz mieszaniny oleju i estru: L10 (10% L100 reszta olej napędowy), L20% (20% L100 reszta olej napędowy), L30 (30% L100 reszta olej napędowy). Testy były prowadzone na podstawie CEC PF-023 oporacowane przez CEC (Coordinating European Council). Każde paliwo było badane przy użyciu nowego zestawu wtryskiwaczy. Wyniki zostały zaprezentowane na wykresach przedstawiających przepływ paliwa przez wtryskiwacze. Słowa kluczowe: koksowanie wtryskiwaczy, biopaliwa ochrona środowiska, diagnostyka silników 1. Introduction Increasingly stringent exhaust emission standards are forcing the automotive industry to conduct research and seek technical solutions to ensure the least possible harmful effects of vehicles on the natural environment [1]. For producers the main objective is to reduce noise, fuel consumption and toxic exhaust emissions, mostly from compression ignition engines. The first solution is some modifications in engine construction. Downsizing, which is a reduction in engine capacity while increasing the power, direct fuel injection into the combustion chamber, the engine supercharging are just some of the solutions of this type more commonly used in modern power units (both SI and CI). The second solution is use to power the engines biofuels, fuels having ecological properties. Their preparation and use significantly reduces carbon dioxide emissions into the atmosphere. The big advantage of biofuels is also their availability. They are produced from renewable sources, which are subject to regeneration and available in unlimited time [3]. Oil resources are limited, and its extraction is often used for political struggles. Forecasts predict that peak production of oil fuels will take place over the next 10 years, and after that time, the difference between production and demand will begin to dramatically increase [4, 6, 12]. The factors leading to the formation of deposits, called IDID - internal diesel injector deposit, injection equipment CI engines cause: difficult to start the engine, uneven engine work - both at idle and maximum load, uncontrolled changes in the power and torque of the engine and its unexpected stop [11]. Consequently, this has an influence on the size of the fuel consumption and emission of toxic components into the atmosphere. Therefore, the risks associated with the IDID formation for proper operation of the injection system arises from the reduction of the dynamics of the internal working parts the injectors or complete blockage, causing dysfunction of the important elements in injection system [11, 14]. It has been found from studies that the carboxylic acid salts and polar compounds of a low molecular weight substantially are less soluble in low sulfur diesel fuels than in the past used fuels with high sulfur content [7, 8]. This combined with the conditions prevailing inside the injection system favors the formation of deposits. FAME content in diesel fuels, increases the sodium content of the fuel, because the metal is a component of conventional catalysts used in transesterification reactions of vegetable oils. 599

Fig. 1. The cross-section of injector with area of the occurrence deposits external and internal [11]: 1 - Spring solenoid valve, 2 - Control valve, 3 - Fuel drainage channel, 4 - Fuel distribution control chamber, 5 - Needle spray, 6 - Hole spray, 7 - Pre-chamber FAME located in diesel fuels may further promote the formation of sludge type IDID through contained therein acid impurities produced during the production of FAME and those formed by autocatalytic breakdown of fatty esters involving metal ions [8, 9, 15]. Figure 1 shows a cross-sectional of injector with area of the occurrence internal and external deposits. 2. Materials & methods Fuel characteristics Empirical studies include two basic fuel of various origins: mineral fuel - diesel fuel without the addition of the methyl ester of rapeseed oil and biofuel - fatty acid methyl ester camelina oil (LME, L100). Diesel fuel designed to power high-speed diesel engines meets with the requirements of PN-EN 590 [5, 10]. The sulfur content of the fuel is less than the requirements to be applied in the European Union. In addition, it was characterized by a low temperature of the distillation process, reduced content of aromatic hydrocarbons, low content of suspended solids, higher cetane number. The second fuel used in the test was a vegetable fuel L100 - CME (Camelina Sativa Methyl Ester). This fuel is obtained through the transesterification of camelina oil triglycerides with methanol. This reaction involves substitution of 1 mole of the triglyceride of 3 moles of methanol per 3 moles of fatty acid methyl ester and 1 mole of glycerin. As a result of the transesterification reaction obtain a mixture of methyl esters of fatty acids and glycerol fraction [10, 15]. This fuel meets most of the requirements of PN- EN 14214, which is in accordance with the Europe an standards specifies requirements for fatty acid methyl esters used as biofuel or as an additive to diesel fuels. Used for the test biofuel is similar to the cetane number of diesel oil, higher density, lower heating value, higher cloud point and cold filter blocking. Fuel FAME elemental composition contains about 11% oxygen. In addition to this it is characterized by good lubricating properties which favorably influenced the work and durability of the motor. FAME contains no volatile compounds, which affects its low saturation vapor pressure and high flash point. High flash point to prevent the possibility of explosion esters pairs and thus ensures safety while using this fuel. The assessment has also been carried out physicochemical properties of biofuels LME (L100), due to the layout of fatty acids. The share of these acids affect the physicochemical properties of biofuels. Determination of fatty acid esters in L100 were conducted in accordance with PN-EN 14103 and PN-EN 5508 gas chromatograph. Chromatographic test results biofuels L100 empower you to conclude that the fuel is about 97% m / m, fatty acid esters. It should be underlined that in this respect biofuel meets the requirements of standard PN-EN 14214, which assumes that the FAME must be at least 96.5 m / m, fatty acid esters[10]. 600

In addition to the above-described two fuels: diesel fuel and vegetable L100, was also used to test the mix fuels of the following composition (v / v): L10 (10% L100 plus oil), L20 (20% L100 plus diesel) L30 (30% L100 plus oil). Injector coking research methodology During the test, the engine was working in accordance with the requirements of PN-EN 15550-1 corresponding procedures for the preparation of the characteristics of speed and load. Injector coking studies have been performed on the test bed in the Institute of Vehicles, Warsaw University of Technology and shown in Figure 2 [2]. Formation of sludge was evaluated on the basis of tests CEC PF- 023 using the new injector set for each fuel tested. This test is performed by making successive steps [10]: Measurement of air flow through the nozzle of each of the four new needle injectors with frame sizes: 0.05 mm, 0.1 mm, 0.2 mm, 0.3 mm, 0.4 mm and 0.5 mm. Mounting the injector to the engine and its work with cyclically variable load for a period of 10 hours on engine dynamometer. The engine load conditions are simulated urban driving. Operating parameters of the engine in the next four phases of the cycle, given in the convention - phase / time / engine speed / load are as follows [10]: I 30 s / l200 rev/min / 1 N m, II 60 s / 3000 rev/min / 50 N m, III 90 s / 1300 rev/min / 35 N m, IV 120 s / 1850 rev/min / 50 N m. After completing the test on an engine dynamometer measurements were again air flow rate of Results for diesel fuel Fig. 2 view of PSA XUD9 engine in which the injector coking test was carried out [2] each of the four injectors on the needle frame sizes: 0.05 mm, 0.1 mm, 0.2 mm, 0.3 mm, 0.4 mm and 0.5 mm. The tendency for coking fuel injector tips expressed percentage reduction of air flow through the nozzles of each of the four injectors for a given needle lift values. The test result is the average value of the air flow rate reduction for all 4 nozzles at the sheer needle of 0.1 mm. 3. Results & discussion The tendency of fuels to form deposits on the aerosol is determined by measuring the air flow through the nozzles before and after the test. The result is expressed as the mean percentage reduction in air flow through the nozzles. Test results of flow rate through nozzles are shown graphically in Figures 3 to 12. Fig. 3. The air flow rate as a function of needle lift the atomizer before the test CEC PF-023 fuel ON 601

Fig. 4. The air flow rate as a function of needle lift the atomizer after the test CEC PF-023 fuel ON Results for fuel L100 Fig. 5. The air flow rate as a function of needle lift the atomizer before the test CEC PF-023 fuel L100 602

Fig. 6. The air flow rate as a function of needle lift the atomizer after the test CEC PF-023 fuel L100 Results for fuel L10 Fig. 7. The air flow rate as a function of needle lift the atomizer before the test CEC PF-023 fuel L10 603

tural engine. Indian Journal of Engineering & Materials Sciences, Vol. 20 (6), 2013 New Deli. [6] Orliński P.: Wybrane zagadnienia procesu spalania paliw pochodzenia roślinnego w silnikach o zapłonie samoczynnym. Wyd. Instytut Naukowo-Wydawniczy SPATIUM, 2013 Radom. [7] Stanik W., Jakóbiec J., Wądrzyk M..: Design factors affecting the formation of the air-fuel mixture and ignition engines. Combustion Engines. 2013, 154(3), 40-50. ISSN 0138-0346 [8] Merker G. M., Schwarz Ch., Teichmen R.: Combustion engines development: mixture formation, combustion, emissions and simulation. Springer 2012. [9] Struś M.: Ocena wpływu biopaliw na wybrane właściwości eksploatacyjne silników o zastroke [mm] Fig. 12. The air flow rate as a function of needle lift the atomizer after the test CEC PF-023 fuel L30 4. Conclusion Less prone to coking ester fuels due to their excellent solvent properties and results in the possibility of a longer service life of the injectors in operation. Particular attention should be paid to: Based on the test CEC PF-023 it has been found that the level of contamination of the terminals of the injectors tested for L100 is less than 3.5%, L10-0.7% compared to diesel fuel, Studies have shown less prone to coking fuel injector ester due to their excellent solvent properties, Very good lubricating properties, better than in the case of diesel, allow the use of camelina oil as fuel spontaneously without the use of additives for improving this parameter. Bibliography/Literatura [1] Ambrozik A.: Analiza cykli pracy czterosuwowych silników spalinowych. Monografie, Studia, Rozprawy M-16, Wyd. Politechniki Świętokrzyskiej, 2010 Kielce. [2] Dokumentacja techniczna stanowiska badawczego Wydział Samochodów i Maszyn Roboczych. Politechnika Warszawska, Warszawa. [3] Kruczyński S., Orliński P., Biernat K.: Olej lniankowy jako biopaliwo do silników o zapłonie samoczynnym. Przemysł Chemiczny 91/1/2012, s.111-113, ISSN 0033-2496. [4] Kruczyński S., Orliński P., Biernat K.: Fizykochemiczne właściwości mieszanek alkoholi z bioestrami oraz ich wpływ na emisję toksycznych składników spalin z silnika o zapłonie samoczynnym. Przemysł Chemiczny 91/2/2012, s.217-219, ISSN 0033-2496. [5] Kruczyński S. W., Orliński P.: Combustion of methyl esters of various origins in the agricul- 606

płonie samoczynnym, Oficyna Wydawnicza Politechniki Wrocławskiej 2012, Wrocław. [10] Orliński P.: Sprawozdanie z wykonania projektu badawczego własnego. nr 7013/B/T02/2011/40. Lnianka siewna jako paliwo do zasilania silników o zapłonie samoczynnym. PW. wydział SIMR. 2014 Warszawa. [11] Stępień Z.: Przyczyny i skutki tworzenia wewnętrznych osadów we wtryskiwaczach silnikowych układów wysokociśnieniowego wtrysku paliwa. Instytut Nafty i Gazu, Kraków, NAFTA-GAZ marzec 2013. [12] Świadectwo jakości badanych paliw Zakład Produktów Naftowych, WMTiW. Politechnika Radomska, 2011 Radom. Mr Piotr Orliński, DSc., DEng. Professor in the Faculty of Automotive and Construction Machinery Engineering, Warsaw University of Technology. Dr hab. inż. Piotr Orliński adiunkt na Wydziale Samochodów i Maszyn Roboczych Politechniki Warszawskiej. Mr Paweł Mazuruk, DEng. Application Manager, BU Power Systems Polska / Perkins Polska. Dr inż. Paweł Mazuruk Kierownik Działu Silników. BU Power Systems Polska / Perkins Polska. [13] Monieta J., Lorek Ł.: Researches of friction force of injector nozzles in injector bodies of marine diesel engines in the presence of lubricating compound. Journal of Polish CIMAC 2008, Vol. 3, No 1, s. 111 121. [14] Wang X., Huang Z., Kuti O. A., Zhang W., Nishida K.: An experimental investigation on spray, ignition and combustion characteristics of biodiesel. Proceedings of the Combustion Institute 2011, Vol. 33, s. 2071-2077. [15] Żak G., Ziemiański L., Stȩpień Z., Wojtasik M.: Engine testing of novel diesel fuel detergent-dispersant additives. Fuel 2014, Vol. 122, s. 12-20. Mr Marcin K. Wojs, M. Sc. Research assistant in the Faculty of Automotive and Construction Machinery Engineering, Warsaw University of Technology. Mgr inż. Marcin K. Wojs asystent na Wydziale Samochodów i Maszyn Roboczych Politechniki Warszawskiej. Mr Paweł Kruczyński, MEng. Technical Support Engineer, BU Power Systems Polska / Perkins Polska. Mgr inż. Paweł Kruczyński Inżynier Wsparcia Technicznego, BU Power Systems Polska / Perkins Polska. 607