Diesel injector test

Montagne, X., D. Merrier and J.-C. Guibet (1987), "Fouling of automotive diesel injectors. Test procedure, influence of composition of diesel oil and additives". SAE paper No. 87-2118, International fuels and lubricants meeting, Toronto, Ontario. 

Thermal/oxidative effects contribute to viscosity change in the FZG test [77]. Diesel injector and FZG shear data were shown to correlate reasonably well in spite of evidence, based on GPC data, that the former appeared to be a purely mechanical process while the latter had a significant thermal and/or oxidation component. This may well relate back to the observation that a diesel injector shear process can best be simulated by assuming two steps [58], whilst others found that the FZG shear data appeared to involve three steps [59]. There is also a clear chemical bias indicating that the PMA thermal/oxidative component is less than that of other VI improvers in the study [77]. 

Case study 2 - Assembly and test of diesel injector units Product and customer requirements... 

Detergent Additives. Diesel engine deposits ate most troublesome in the fuel dehvery system, ie, the fuel pump and both fuel side and combustion side of the injectors. Small clearances and high pressures mean that even small amounts of deposits have the potential to cause maldistribution and poor atomization in the combustion chamber. The same types of additives used in gasoline ate used in diesel fuel. Low molecular weight amines can also provide some corrosion inhibition as well as some color stabilization. Whereas detergents have been shown to be effective in certain tests, the benefit in widespread use is not fully agreed upon (77). 

CEB will be used for coal and waste combustion, and not primarily for heavy fuel oil. However, the projected large-scale test 7 MW, facility can only use heavy fuel oil. Therefore, this oil was used to test it on a small scale. A small flame tunnel with separate air and liquid fuel injectors was constructed to demonstrate the potential of CEB to recover SO2. Figure 10 shows a photograph of the set-up, with the control panel at the right hand, and the flame tunnel in the middle. The three injection ports for CEB material are visible at the front side. Through the opening in the middle (the nozzle has been removed), the flame from diesel combustion is clearly visible. In all experiments, CEB is sprayed perpendicular to the fuel stream. A portable Mass Spectrometer has been purchased to analyse the exit gases from the flame tunnel experiments on SO2. 

Engine test runs were carried out on diesel engine with various diesel/jatropha diesel blends and the following results were obtained. The extent to which carbon had been deposited on the injector jets, piston and valves was noted after the engine had been run for 100 hours. The results are shown in Figures 4, 5 and 6, below. It was concluded that there was no significant carbon deposits on the injectors, pistons and valves, which shows that there was complete combustion of the fuel. 

The effect of biodiesel fuel from Jatropha curcas oil in DI diesel engines on the components of the engine influenced by fuel before (injection pump, injector) and after the combustion process (piston crown, cylinder head) were studied (Reksowardojo et al., 2005a,c). The test bed procedure used was that commonly used for injection cleanliness evaluation adopted by World-Wide Fuel Charter (December 2002) (ACEA, 2002). Exhaust gas emissions such as nitrogen oxides (NO c), carbon monoxide (CO), brake-specific fuel consumption (BSFC), and engine lubricant before and after the test were also measured. 

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