BI - FUEL  (DUAL FUEL)

                                    CONVERSION OF DIESEL 
                                    & HFO GENERATING SETS

WHAT IS & WHY CHOOSE BI-FUEL CONVERSION?

ECONOMISE ON THE COST of your power generation by converting your diesel generating systems to BI-FUEL OPERATION

ComAp's simple bi-fuel conversion modifies your original diesel engine so that it uses natural gas as the main fuel - substancially reducing operating costs. 
It works by introducing gas to the engine via various technologies and then electronically controlling flow dependent on engine speed and output.

Bi-fuel conversion requires virtually no engine modification and bring double benefits in every application:

**  Affordable diesel engines combines with inexpensive natural gas
**  Economic solution for slow-speed, middle-speed and high-speed engines
**  Flexible use of fuel
**  Guaranteed power output
**  Efficient and safe operation with lower emissions
**  Longer engine life and reduced maintenance costs makes it the  
     perfect investment

        

                  Conversion of Diesel Engines to Bi-fuel
        (two fuels at the same time Diesel/ HFO and GAS)

SOLUTIONS AVAILABLE FOR:

**  HIGH SPEED ENGINE
     central gas/air mixer (fumigation)
**  SLOW & MIDDLE SPEED ENGINES
     individual gas-valve technology

                            BI-FUEL ?
         MAKE BIG
SAVINGS ON YOU FUEL COSTS !

COMMON FEATURES

**  Substancial savings on operation costs
**  Practically no engine modification required
**  Non-derated output power
**  Possibility of original diesel operation at any time
**  Safe and secure operation
**  Lower emissions
**  Longer engine life span
**  Prolonged service and maintenance intervals

   

FREQUENTLY ASKED QUESTIONS?

WHAT DOES BI-FUEL (DUAL FUEL) OPERATION ACTUALLY MEAN?

Bi-fuel (dual fuel) operation means the engine uses two fuels (gas and diesel oil) at the same time.  Natural gas is intended as the main fuel and diesel oil is used for the ignition of the gas/ air mixture inside the cylinder (a portion of diesel oil is injected at the end of the compression stroke, thereby maintaining the original diesel operation principle).

WHAT METHODS/ TECHNOLOGIES ARE EMPLOYED IN THE BI-FUEL CONVERSION PROVIDED BY COMAP?

ComAp provides two conversion technolgies - one for slow/ middle-speed engines (up to 1000 rpm) and the second for high-speed engines (1200 to 1800 rpm).  Therefore the choice of the appropriate ComAp solution is determined by the engine speed and consequent suction/ exhaust valve overlap (i.e. opening of suction and exhaust valves at the same time).

Slow/ middle-speed engines normally feature a large valve overlap when the pure air is flushing (cleaning) and cooling the cylinder.  After bi-fuel conversion, it is necessary to continue cylinder flushing/ cooling by pure air, i.e. gas flow into the cylinder during the valve overlap must be interrupted to avoid the presence of gas in the hot exhaust manifold (this would cause a potentially dangerous situation and result in substantial fuel losses).  Therefore, typically for slow and middle-speed engines, each cylinder is equipped with the patented electromagnetic gas valve with variable gas injection timing controlled by a ComAp electronic control system INCON.

In contrast, high-speed engines have only a small valve overlap, so it is possible to install just a centre mixer(s) before the turbocharger(s) for the continuous flow of the gas/ air mixture.  Gas injection is controlled by a throttle operated by the ComAp electronic control system InteliDrive BF according to the required engine output and speed.

IS IT NECESSARY TO OPERATE A CONVERTED GEN-SET ON DIESEL OIL ONLY?

No, transitions between the two modes (from bi-fuel to diesel and vice versa) can be achieved while the engine is running (i.e. without interruption of the load supply) and is a very smooth process.  Note the engine will always start on diesel and the operation mode is switched to bi-fuel upon a predefined output level.  In case of gas shortage, the transition is immediate and seamless at the actual engine load, gas valves are shut off automatically and the engine continues on pure diesel operation.  Once the gas supply has returned the engine is switched back to bi-fuel operation.

IS IT POSSIBLE TO OPERATE A CONVERTED GEN-SET ON DIESEL OIL ONLY?

Yes, the standard operation mode of the converted engine is certainly bi-fuel.  However, operation on diesel fuel only (e.g. in case of gas emergency) remains possible at any time and the converted engine operates using diesel fuel with the same parameters as those before conversion was undertaken.

WHAT IS A DE-RATING FACTOR (OUTPUT REDUCTION) FOR A CONVERTED GEN-SET?

After the conversion, the engine nominal output is not de-rated and all engine parameters (e.g. exhaust temperature, engine temperature etc.) and behaviour (e.g. response to a load steps) remains within the limits stated by the engine manufacturer for the original diesel engine (provided these parameters were within limits before the conversion).  The de-rating factor according to the ambient conditions remains the same.

HOW DOES THE CONVERSION AFFECT MAINTENANCE COSTS?

Maintenance costs after conversion will not be increased at all.  Substantial parts of the engine remain unchanged, new mechanical parts are of heavy duty design (e.g. service interval for the electromagnetic gas valves is 6000 running hours), and the electronic control systems are fully automotic.  Moreover, the gas operation means less carbonisation of combustion chambers and turbochrger, so that the interval for de-carbonisation and overhauling of the engine is prolonged.

WHAT WARRANTY DOES COMAP PROVIDE FOR THE CONVERSION?

Standard warranty is 12 months from the date of start up, 4000 running hours, whichever expires earlier.  The warranty covers equipment related to the conversion.

WHAT TYPES OF GAS CAN BE USED FOR BI-FUEL ENGINE OPERATION?

Generally,  the most suitable are the Methane based gases with none or very low contains of Propane such as typically found in Natural Gas.  For consulting possible usage of other gas types, please contact us with respective gas specification.

CAN LPG BE USED FOR BI-FUEL ENGINE OPERATION?

In case of LPG, the bi-fuel conversion is also generally possible, but the situation is different.  The LPG has acceptable calorific values regularly, also composition is OK considering there are no aggresive elements (sulfur, hydrogen etc).  The LPG is more explosive than natural gas and therefore it has tendency for so called "knocking", i.e. the LPG starts to autofire when the gas volume, combustion temperature and combustion pressure are higher, i.e. at higher engine loads.  Thus, we expect substantial power output reduction after the engine conversion just to avoid knocking.  As an example: Propane and 50% Butane, at LPG/ diesel ratio 65/ 35% the engine power output has to be derated down to 60% of the nominal output.  Of course, exact calculation would have to be done for the specific engine type.

CAN CNG OR LNG BE USED FOR BI-FUEL ENGINE OPERATION?

Since CNG and LNG are just highly compressed or liquified versions of Natural Gas, after sufficient pressure reduction it can be used for bi-fuel engine operation.

CAN BIOGAS BE USED FOR BI-FUEL ENGINE OPERATION?

Concerning biogas, the bi-fuel conversion of the engine is generally possible.  We need to know biogas composition and calorific value to evaluate if the particular biogas type is really suitable.  Calorific value may be an issue as biogas is derived from different sources and there is low calorific value in many cases.  You can imagine we have to inject sufficient volume of gas into the cylinder to substitute diesel oil (or, better to say, substitute energy delivered by diesel oil).  If the calorific value (energy) of the biogas is very low, we would need to inject a larger volume of biogas into the cylinder, which could be technically impossible.


                HIGH SPEED ENGINE
              CONVERSION SYSTEM

  
                                       HIGH SPEED ENGINE LAYOUT

   
                                            HIGH SPEED EQUIPMENT


HOW IT WORKS

Gas is mixed with air by a common mixer installed before the turbocharger(s).  Gas flow is controlled by a throttle valve, which is electronically operated by the ComAp control system according to the required engine output and speed.

In order to avoid knocking of the engine, ComAp knocking detector. controller DENOX is installed, thus enable engine operation at the most efficient gas/ diesel ratio.

System for conversion of industrial diesel engines to bi-fuel operation by substitution of typically 50-80% natural gas for diesel.

**  Suitable for all High Speed Engines, 1200 - 1800 RPM
**  No reduction of engine power or efficiency
**  Smooth transition between diesel and bi-fuel operations at any time
**  Gas and air are blended behind air filter before turbocharger by central mixer
**  State of the art electronics maximises the amount of injected gas while
    keeping all engine parameters within limits specified by the engine
    manufacturer
**  No modifications of internal engine components are required

     
                                 HIGH SPEED ENGINE CONVERSION

MAIN FEATURES

**  Completely automatic system
**  Cheaper electricity production
**  Non-derated output power
**  The same response to load steps
**  The smount of gas is maximised as much as possible under varying
    conditions at any time
**  High stability and increased protection of the engine
**  Lower emissions
**  Possibility of pure diesel operation maintained
**  Prolonged service intervals
**  Turn-key solution
**  Easy operation

   
                                 HIGH SPEED ENGINE CONVERSION

TYPICAL CONVERTIBLE ENGINES

**  High - Speed (1200 - 1800 rpm)

 
                              HIGH SPEED ENGINE CONVERSION

ELEMENTS OF THE SYSTEM

**  Air/ gas mixer (s)
**  Gas thottle valve with actuator
**  ComAp bi-fuel controller/ governor - InteliDrive BF
**  ComAp knocking detector/ controller - DENOX
** Sensors (acoustic, pressure, temperature, etc)
**  Gas train (gas manifold, gas governor, double closing valve, filter, ball valve)

  
                               HIGH SPEED ENGINE CONVERSION


         SLOW & MIDDLE SPEED ENGINE
                CONVERSIONS SYSTEMS

 

 
                                 SLOW/ MIDDLE SPEED ENGINE LAYOUT

HOW IT WORKS

Gas is injected into the cylinder inlet manifold by individual gas electromagnetic valves installed as close to the suction valves as possible.  The electromagnetic valves are seperately timed and controlled by the ComAp injection control unit INCON.

This system interrupts the gas supply to the cylinder during the long overlap of the suction and exhaust valves (typical for slow-speed and medium-speed engines - while the valve overlap cylinder scavenging is performed).  This avoids substantial gas losses and prevents dangerous gas flow to the exhaust manifold.

System for conversion of industrial diesel engines to bi-fuel operation by substitution of typically 60 - 90% natural gas for diesel or HFO.

**  Suitable for engines with speed below 1000 RPM and output above 500 kW
**  No reduction of engine power or efficiency
**  Smooth transition between diesel and bi-fuel modes at any time
**  Gas is injected directly before intake valve by high speed electromagnetic
    valves, one valve per cylinder
**  No modification of internal engine components is required
**  Automatic equalisation of exhaust gas temperatures from individual cylinders

  
                              SLOW SPEED ENGINE CONVERSION

MAIN FEATURES

**  Completely automatic system
**  Extremely efficient operation - only very small percentage of diesel is
    necessary
**  Cheaper electricity production
**  Non-derated output power
**  The same response to load steps
**  High stability and increased protection of the engine
**  Lower emissions
**  Possibility of pure diesel operation maintained
**  Prolonged service intervals
**  Individual approach
**  Turn-key solution
**  Easy operation

  
                              SLOW SPEED ENGINE CONVERSION

TYPICAL CONVERTIBLE ENGINES

**  Slow-speed (up to 750 rpm) turbocharged
**  Middle-speed (around 1000 rpm) turbocharged

   
                          SLOW/ MIDDLE SPEED ENGINE EXAMPLE

ELEMENTS OF THE SYSTEM

**  Gas admission Valves
**  ComAp electromagnetic valves control unit INCON
**  ComAp Bi-Fuel automotic control unit InteliSys BF
**  ComAp bi-fuel governor ECON
**  Safety valve(s) for air filling manifold
**  Gas train (gas manifold, gas governor, double closing valve, filter, ball valve)
**  ComAp knocking detector/ governor DENOX

  
                                  SLOW SPEED ENGINE CONVERSION
    



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CONTACT DETAILS

DIESEL / GAS AUSTRALIA

15 McInnes Street
Ridleyton    5008
South Australia

POSTAL ADDRESS:

PO Box 115
Hindmarsh 5007
South Australia

TOLL FREE: 1800 805 993
PHONE (08) 8340 2366
Fax         (08) 8340 3266

   
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