Engine Technology

MTU-integrated bi-fuel engine technology to reduce fuel costs

Authors: Fuel expense for diesel-powered fracking engines represents a significant portion of total
operating costs within a typical onshore well stimulation spread. Accordingly, with the
Dr. Frederik Hahn increased availability of lower priced and environmentally friendly natural gas, aftermarket-
Technical Project Lead Bi-Fuel installed bi-fuel systems have rapidly intensified the interest of well service operators seeking
reduced operating expense through utilization of well-site field gas. Through use of integrated
Dipl. Ing. Peter Friedl bi-fuel engine technology, MTU is able to meet the specific demands of well servicing in a field
Senior Expert Product Management installable kit, which retains all internal diesel engine components and ensures safe and
Mobile Gas Engines reliable operation at original engine performance and emissions specifications.

Dipl. Ing. (FH) Manolo Odermatt Bi-fuel versus Dual Fuel: Terminology Two primary advantages of bi-fuel technology
Application Engineer Oil and Gas MTU defines bi-fuel as the partial substitution of systems are the ability to retrofit an existing die-
diesel fuel with natural gas fuel on an original sel engine for fuel cost reduction while also re-
compression-ignition engine; therefore bi-fuel taining the high torque characteristics of 100%
engines utilize a gas/diesel fuel mixture, with diesel mode. Due to the different combustion
the goal of minimizing the amount of injected characteristics of natural gas compared to diesel
diesel required across operating conditions. fuel, a bi-fuel engine cannot safely achieve com-
plete diesel fuel replacement rates at low or high
While the terms bi-fuel and dual fuel are often rated loads and still achieve satisfactory perfor-
used interchangeably, MTU defines them differ- mance at the same time. Therefore, by optimizing
ently: dual fuel diesel engines are — unlike bi- the timing of the diesel injection, these extremes
fuel engines — specifically optimized for the can be fine-tuned to achieve both safety and
combustion of natural gas using diesel as expected performance.
ignition source only. Dual fuel does not per-
tain to gas-diesel mixing and thus does not Economic and environmental benefits of
offer the fully similar advantages of bi-fuel bi-fuel solutions
capable engines. There is significant opportunity for operating

www.mtu-online.com
 Engine Safety Features
Fuel flow in bi-fuel en- A thorough risk assessment based on analyses
gine after conversion and test was carried out by MTU during the de-
In a bi-fuel system, natu-
ral gas is pre-mixed with sign process. Based on these results, MTU chose
engine intake air. The to upgrade the cast-iron air-intake manifold to a
blend is delivered to the more ductile material. This includes flame arres-
combustion chamber tors in front of every cylinder head for added
where it is ignited when
the diesel injector sprays safety in the unlikely event of a valve failure — a
a small quantity of diesel design already in use on stationary gas engines
fuel into the chamber. which prevents the potential risk of backfire and
has been type-approved. In addition, an integrat-
ed knock control is used to detect knocking com-
Intake air
bustion based on the individual cylinder condition.
The exhaust gas temperature of these individual
Gas
cylinders is continually monitored, thus complet-
Gas-air-mixture ing the diagnosis of safe and controlled engine
operations. All these measures ensure maximum
replacement rates at all times with changing gas
cost reduction through use of bi-fuel technology, mal control with engine mounted sensors, and a
qualities and prevents uncontrolled combustion
especially when retrofitting an existing field en- fuel gas metering valve controlled by the ECU 9,
on a high compression base diesel engine.
gine with a retrofit bi-fuel kit. Many of the sites an electronic engine platform developed and
where well service and pressure pumping (frac) produced by MTU. ECU 9 is the new basis for
Summary
units operate already contain natural gas depos- controlling MTU Tier 4 engines and is utilized
To date several examples of suitable aftermarket
its. The bi-fuel kit provides a practical solution on this Tier 2 type bi-fuel engines using state
bi-fuel systems are readily available for diesel
to lessen the environmental impact of waste gas of the art technology.
genset, diesel-electric and freight vehicle appli-
(from well heads) by productively utilizing the
cations. However, the highly dynamic torque
otherwise wasted gas. The ECU 9 / EMU 9 monitors and controls ex-
response demanded by fracking operations,
haust gas temperatures to ensure temperatures
coupled with the desire to utilize cheap yet vari-
Retrofitted engines comply with EPA Tier 2 remain within valve and valve seat limits. SAE
able quality field gas, has thus far challenged
through approval by the California Air Resources J1939 communication is supported including
third party bi-fuel suppliers to provide a satisfac-
Board (CARB). The bi-fuel operation will reduce diagnostic messages (DM1). The engine control-
tory and safe solution.
the emitted NOx emissions, because of the ler does not depend on an external hydraulic
cleaner combustion of gaseous fuels, and will horse-power signal to fully support shift energy
To meet the specific demands of well servicing,
reduce the CO values as well, because of the management used with transmissions.
MTU integrated bi-fuel engine technology in a
use of a mandatory CO catalyst. Emissions for
field-installable kit, which has been specially
non-methane hydrocarbon (NMHC) stay on the In addition to gas control valves and the variable
designed for MTU’s frac engines and retains all
same level as before while emissions of unburnt diesel fuel injection systems commonly seen in
internal diesel engine components while ensur-
methane (“methane slip”) are minimized. bi-fuel engines, MTU utilizes throttle flaps: they
ing safe and reliable operation at original engine
allow control of air-to-fuel ratio independent of
performance and emissions specifications. Af-
Engine monitoring and control engine load, thus resulting in increased substition
ter its conversion, a bi-fuel engine is able to
The shortfall of currently available systems is rates at part loads typical for frac operations.
operate completely on diesel fuel, or alternative-
primarily caused by the incomplete integration
ly, on a mixture of diesel fuel and natural gas or
between the aftermarket installed bi-fuel elec- Also, with automatic adaption to changing gas
other methane based fuels. No alterations to
tronic control unit and the pre-existing OEM qualities, there is no need for site specific set-
the engine itself are necessary to achieve the
engine control unit, which prevents implementa- ups for fuel qualities ranging between 905 and
highest possible diesel replacement rate. Should
tion of a bi-fuel specific control loop. In contrast, 1250 BTU/SCF. This range ensures the use of
a fault occur within the natural gas flow at any
MTU employs a completely integrated bi-fuel pipeline quality as well as field gas quality gases.
time, the engine management software will re-
control architecture designed specifically for the Some sour field gases need special treatment
duce the gas fuel flow rate while at the same
company’s frac engines. up front: because of the possible hydrogen sul-
time increasing diesel fuel flow. The switch
fide content, they may harm external and inter-
between fuel types is seamless with no inter-
A primary factor for efficient bi-fuel operation is nal engine components, such as bearings,
ruption in torque, allowing operators to focus
determining the exact air-fuel ratio for a given intercooler and exhaust gas catalysts.
on the real job at hand, well head servicing.
load, speed and gas quality. MTU achieves opti-

www.mtu-online.com April 2015

The MTU brand is part of Rolls-Royce Power Systems within the

3083031