Bi fuel present

APPLYING BI FUEL SYSTEM TO FARAS POWER STATION DIESL GENERATOR

AGIBA PETROLEUM CO.By : Mohamed Gomaa, Mohamed Fathy, Yaser Ibrahim

Contents

Introduction

Technical overview

Bi-Fuel System Description

Active Knock Prevention

Conclusion and advantages of Bi-fuel system

Applying BI-FUEL SystemTo Faras Power Station Diesel Generators

QATTARA DEP.

CAIRO

MELEIHA

AGHAR

EL HAMRA

W E S T E R

N D

E S E R T

ALEX.

MATRUH

BED-3

FARAS FIELD LOCATION

0 50 km.

122.5 Km.

55 Km

.

LEGEND

BED-2

RAML & RAML SW

30

31

27 28 29 30

ZARIF

OIL

KHALDA

M E D I T E R R A N E A N S E A

82.5 Km

.

105 Km

.

100 Km

.FARAS

FARAS

Faras field is located in Ras Qattara depression W. Desert, Egypt.

Faras field current daily oil production is about 8300 BOPD (as

March., 2008).

The electrical power station feeding field process facilities, shipping

pumping station and accommodation camp consists of two diesel

generators (type cat 3512), each is 1MVA output rating power.

One generator is running and the other is stand by.

Faras is an area difficult to be reached due to the nature of this area.

transportation to/from site is difficult due to roads bad situation.

FARAS FIELD

Applying BI-FUEL System To Faras Power Station Diesel Generators

HOW TO SAVE DIESEL FUEL CONSUMPTION COST ?

HOW TO OVERCOME THE DIFFIECULTIES OF DIESEL FUEL

ARRIVAL TO THIS HARD AREA “FARAS” ?

REDUCE THE EXHAUST EMMISION AS PER AGIBA HSE POLICY.

OUR TARGET


The running diesel generator (of power station) is consuming about 1350 Lit/day of diesel fuel.

The first suggestion was to convert the engine of diesel generator from Diesel fuel to GAS FUEL ENGINE using the GAS produced from Faras process as a fuel for power station especially that Faras field is providing 0.3 MMSCF of gas production.

A study was done to fulfill said target by studying firstly the requirements to convert diesel ENGINE to GAS engine.

First Suggestion :

(GAS FUEL SYSTEM CONVERSION)


1- GAS fuel contents Gas fuel conversion required rich gas contents (high percent of C1 )

2- Generator Engine ability for conversion Generator have a conversion ability but it needs engine modification

and valuable cost

3- Keeping output power with the same rating after conversion. Output power may be affected by engine overheating

Gas Fuel Conversion Requirements


A Gas analysis had been done to determine the GAS CONTENTS to be used as a fuel for Gas engines.

ComponentsN2CO2C1C2C3I-C4n-C4I-C5n-C5C6+

Volume % 3.000.5252.8017.7014.702.984.861.641.400.40

This Gas Analysis leads that the produced gas is not sufficient to be

used as a fuel for GAS ENGINES due to low contents of C1 and C2

which make engine not able to produce the required power.

The analysis concluded that :

Gas Analysis


The efforts continued to get alternative solution to use our produced

gas as a fuel to save diesel consumption cost.

After search for alternatives and new technologies, the solution was

the new technology of

Search For Other Alternatives !!

“ BI FUEL SYSTEM “


Introduction

- The bi-fuel system is defined a simultaneous combustion of two fuels in an engine.

- Diesel fuel and natural gas (Methane based) fuel mixture in a compression ignition (diesel) engine


Bi Fuel System :

The concept of using bi-fuel on diesel engines is not new. RudolfDiesel,

who invented the engine bearing his name in the early1900's.

Natural gas became popular as an enriching fuel for this reasons:

- Its combustion characteristics .

- Extensive distribution infrastructure has been developed .

History of Bi-Fuel:


The Bi-Fuel Conversion System (BFCS) has been designed to:-

Operates diesel engines utilizing a mixture of natural gas and diesel

fuel.

The gas percentages typically ranging from 30% to 70% of total fuel

consumed.

Allow users to adjust gas-diesel fuel mixtures according to the

specific requirements of the converted engine.

Work with all grades of diesel fuel and with all methane gas types

(including natural gas, bio-gas, well-head gas, etc.).

Technical Overview:


Technical Overview:


• BFCS allow the engine to be automatically returned to 100% diesel operation in the event of any of the following fault conditions:

-High Exhaust Gas Temperature -Low Natural Gas Pressure -High Natural Gas Pressure -Low Engine Oil Pressure -High Engine Manifold Pressure (MAP)

• The engine may also be returned to 100% diesel operation manually by

the operator. • Either automatic or manual switching from Bi-Fuel mode to 100% diesel

operation engine power output and stability is not interrupted.

Technical Overview:


Fuel Usage As A Percent Of Load:


Natural gas ignites at a much higher temperature (1150° - 1200° F)

compared to diesel fuel (500° - 750° F).

A diesel engines can not operate on 100% natural gas, because the

heat generated during compression is not sufficient to ignite this

fuel. To create ignition in bi-fuel engines, a small amount of diesel

fuel must be injected.


Technical Overview:

• Cylinder high temperatures causes the diesel fuel to ignite.

• Created Flame reaches a temperature to ignite the natural gas

• With most designs, the diesel fuel is delivered using the

injectors that already exist on the engine.

• Additional components are installed to deliver natural gas into

the combustion chamber.

There are three proven methods that have been employed to do this:

• Low Pressure Injected Natural Gas (LPING)• High Pressure Injected Natural Gas (HPING)• Combustion Air Gas Integration

Bi-fuel Methods And Operation:


Bi-Fuel System Description :


- Bi-Fuel Control Panel

- Diesel Fuel Control Valve

- Gas Control Valve

- Gas Power Valve

- Manual Gas Valve

- Gas Solenoid Valve

- Air-Gas Mixer

- Gas Regulator

- Natural Gas Pressure Transducer

- Air Manifold Pressure Transducer

- EGT Thermocouples

Bi-Fuel system components:


Gas Train


Air-Gas Mixer


Manifold air pressure (MPA)

Engine Exhaust Temp.


The BFCS consists of three major sub-systems:

1. Gas Control Sub-System

2. Diesel Control Sub-System

3. Electronic Monitoring and Control Sub-System

Bi-fuel Control Sub Systems:


Knock is defined as Pre-ignition occurs when a portion of the air/fuel mixture spontaneously prior to the desired moment of ignition.

This results in a "collision" of three pressure waves:

1) The flame front from the spontaneously ignited fuel 2) The flame front created by the normal ignition source 3) The piston compressing the air / fuel mixture

The best solution is to detect when engine approaching pre-ignition and take corrective action prior to its occurrence.

Active Knock Prevention


Bi-fuel engines are equipped with

piezoelectric accelerometers adjacent to

each cylinder. These sensors electrically send elect.

signals to the Anti knocking device

(knocking detector) Knocking detector send signal to BI-fuel

controller Knowing engine position and

speed. The bi-fuel controller immediately initiates

a reduction of natural gas supply to lean

out the air/fuel ratio. This is accomplished via a motorized gas

control valve located in the natural gas

supply line.

Anti-knocking device


By applying the BI Fuel System to Faras power station diesel

generator, the following are concluded :

1- Cost Saving :

Reduce the diesel fuel consumption by 30-70%

(about 1000 lit/day for our system)

- Fuel cost saving:

- Daily ≈ 3300 LE/day (Diesel price 3.3 ≈ LE/liter)

- Annually ≈ 1,204,500.00 LE/year ≈ 207,672.5

$/year

- Bi Fuel System Lump Sump Cost = $ 35,000

Conclusion And Advantages Of The System


2- Cleaner burning, natural gas reduces exhaust emissions.

3- No engines modifications required.

4- No power or efficiency losses.

5- Low cost and easy to install (2-3 Months investment payback

period)

6- Extended run time capabilities

7-Reduced diesel fuel storage requirements

8-Lower capital cost per kilowatt (kW) compared to spark-ignited

engines

9- Improved reliability with redundant fuel supply

10- Reduced maintenance costs


Conclusion And Advantages Of The System

Questions


Engineering

Bi fuel present