Port Fuel Injectors-Causes/Consequences/Cures

Tupa, R. C.

doi:10.4271/872113

Cited by 14 publications

(2 citation statements)

References 6 publications

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“…There is a report claiming that conventional deposit control detergents designed for controlling CCD and intake valve deposit were also effective in keeping clean and cleaning up GDI injector deposits [86]. Many studies have been carried out on PFI injector deposit control detergents [87][88][89][90][91], however investigations of detergents for GDI injector deposits were only started in recent years [18,25,36,37,47]. A study of two types of detergents (Manniches and polyether amines (PEAs)) were conducted in a GDI research engine [25].…”

Section: Detergentsmentioning

confidence: 99%

Fuel injector deposits in direct-injection spark-ignition engines

Wang

et al. 2015

Progress in Energy and Combustion Science

157

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Controlling fuel injector deposits is recognised as a challenge for advanced direct-injection sparkignition (DISI) engines. This paper gives a comprehensive overview of the research on formation, measurement, effect, and mitigation of injector deposits in DISI engines. Methodologies for the injector deposit studies include visual and compositional analysis. It is shown that injector deposits will reduce injector fuel flow rates, and lead to changes in spray characteristics. Consequently, spray angle and envelope are likely to be affected, and spray penetration distance as well as droplet diameter can be increased. Injector deposits are revealed to be primarily fuel-derived and created by two distinct free radical pathways, i.e., low temperature auto-oxidation and high temperature pyrolysis. Fuel compositions (olefins, aromatics, and sulphur), as well as T90 parameter, are significant factors in injector deposit formation. The worst consequences of injector fouling are pre-ignition, and engine misfiring and malfunction. Emissions, especially particulates, dramatically increase as the fuel injector becomes fouled. It appears that fuel detergent is the most effective method in controlling injector deposit formation if its chemistry and dosage rate are optimized. Outward opening piezo-driven injector configuration with a good surface finish, a sharp nozzle inlet, and a counter bore design, is useful in preventing injector deposit formation. Reducing injector nozzle temperature by methods such as designing special injector cooling passages, and improving engine design are also proven to be 2 helpful in reducing injector fouling. Anti-deposit coatings only delay the onset of injector deposit formation.

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Section: Detergentsmentioning

confidence: 99%

Fuel injector deposits in direct-injection spark-ignition engines

Wang

et al. 2015

Progress in Energy and Combustion Science

157

View full text Add to dashboard Cite

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“…The resulting gums and resins trap other particles present in the crankcase blowby and in the EGR. Olefins and diolefins are known to be significant contributors, whereas the role of sulfur is still unresolved (43)(44)(45). Polar compounds have been shown to contribute to injector deposits.…”

Section: Cleanliness Good Gasoline Must Be Both Chemically and Physically Cleanmentioning

confidence: 99%

Gasoline and Other Motor Fuels

Hochhauser

2004

Kirk-Othmer Encyclopedia of Chemical Technology

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All motor fuel in the United States is manufactured by private companies. Many of these are vertically integrated. That is, the same company finds the crude oil or buys it from a producing government, refines it into finished products, and then sells these products to independent retailers who specialize in that company's blended products or sells them at company operated service stations. There are also a significant number of companies that participate in only some aspects of the business cycle such as refining or marketing.Four groups are involved in the production or use of motor fuels in the United States: (1) manufacturers of the vehicles; (2) manufacturers and/or marketers of the fuels; (3) purchasers and users of fuels and vehicles; and (4) federal, state, and local regulatory agencies (qv). Each has a different role.Vehicle manufacturers must build cars and trucks that operate well on available fuels. They also specify the fuel requirements of their vehicles. Fuel marketers must produce fuels that operate in both new and old vehicles. The consumer, the purchaser of the fuel and the vehicle, wants the fuel to be affordable, readily available, and able to provide a high level of performance. Regulators check that fuels are labeled properly and meaningfully and that no unwarranted claims are made. They also regulate emissions from vehicles and set fuel specifications based on environmental considerations.Appropriate specifications are set when the vehicle and the fuel are viewed as a system, and when all four groups, or stakeholders, work together to define cost effective and efficient solutions that satisfy the needs of all stakeholders. The American Society of Testing and Materials (ASTM), now known as ASTM International was founded in 1902 to promote just such a process. ASTM Committee D-2 provides a forum for regulators, vehicle manufacturers, fuel producers, and consumers to develop and recommend nonbinding standards for petroleum products. Among the types of ASTM standards are Specifications and Test methods. Specifications define a precise set of requirements to be satisfied by a material. Test methods define procedures for measuring qualities and characteristics of a material. Specifications for gasoline are contained in ASTM D 4814 (4) and for automotive diesel fuel in ASTM D 975 (5). These standards are updated periodically.ASTM committees must be balanced in that the number of voting producers must not be greater than the number of voting nonproducers. For petroleum products, nonproducers are regulators, consumers, and equipment manufacturers. Committee chairs must be nonproducers. Although standards must be approved by a majority, all negative votes must be carefully considered and a response made. In practice, because all issues are fully discussed and the discussions are based on hard data, very few negative votes are cast when standards are submitted for final approval. Although ASTM specifications do not have the force of law, many states have adopted them as state regulation, thus forcing a...

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Indian Gasoline Quality and Requirement of Deposit Control Additives for Engine Intake System Cleanliness

Jain

Pundir

1996

Fuel Science and Technology International

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To meet the growing demand of gasoline, heavier ends of crude are being converted into distillate products through secondary refining processes such as fluid catalytic cracking (FCC), thermal cracking, etc. Present day gasoline in India consists of a mixture of unstable streams such as coker, FCC and visbreaker naphtha besides straight run (SR) naphtha and reformate, affecting the overall quality and stability of the fuel. Out of thirteen refineries in India, nine are equipped with FCC units. In these refineries, gasoline is composed of 50 to 90% of FCC stock. This paper presents data on Indian gasoline quality. Effectiveness of a number of commercially available multifunctional additives on carburettor and intake valve cleanliness was studied on gasolines from different refineries. In addition, the effect of these additives on engine performance and emissions is reported.

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Port Fuel Injectors-Causes/Consequences/Cures

Cited by 14 publications

References 6 publications

Fuel injector deposits in direct-injection spark-ignition engines

Fuel injector deposits in direct-injection spark-ignition engines

Gasoline and Other Motor Fuels

Indian Gasoline Quality and Requirement of Deposit Control Additives for Engine Intake System Cleanliness

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