LPG Co-Injection into Diesel Generators and Heavy Vehicles ...€¦ · genset and delivery trucks...

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LPG Co-Injection into

Diesel Generators and Heavy Vehicles

in Fiji

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Presentation Overview

The Project Outline

The Technology (Overview, Schematic and History)

Trial Methodology Overview

Test Engine Details

Trial Outcomes Summary

Independent Trial Outcomes Assessment

Relative Emissions Benefits

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The Project Outline

Bluegas identify gas substitution opportunity for large

genset and delivery trucks in Fiji

1 x FEA CAT3516 1.4MW genset and 2 x Bluegas

delivery trucks fitted with GasMastor system

Testing program developed with data captured using

PEMS and independent trial audit team from USP

Trial work completed and outcomes documented

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The Technology

Australian designed, Internationally patented diesel engine

combustible gas injection system…

Suitable for the majority of Stationary and Mobile diesel engines.

Engine requires no modification as gas is injected into the air intake stream.

LPG or any combustible gas can be used.

Engine can continue to run exclusively on diesel only, if desired.

Gas and diesel mixture is combusted achieving a cleaner, more complete burn.

Reduced CO2, NOx and Particulate emissions.

Longer engine life and maintenance cycles reflected in cleaner lube oil results.

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System Schematic and

Installation Images

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Product Timeline and Milestones

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Trial Methodology Overview

GasMastor systems fitted and tuned in early 2015

Trials conducted on 1 x genset and 2 x trucks

Genset run for minimum period prior to testing to ensure at

normal operating temperature

Trucks run over standard driving route

Test runs completed at different gas substitution rates

and system tune settings and also engine loads

Full data sets recorded using GasMastor PEMS tool

Independent trial outcomes assessment completed by

USP

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Genset Details

1.4MW Genset

Model: CAT3516

Engine: Caterpillar 30L Capacity

Truck Details – “Small”

4500kg gvm

Model: Hino 4cycl (2009 Model)

Engine: 4L Capacity

25000kg gvm

Model: Sinotruk 6cyl (Euro 3)

Engine: 10L Common rail (380hp)

Truck Details – “Large”

Test Engines

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Genset Trial Summary Data – Run 1

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350

- 2.00 4.00 6.00 8.00 10.00 12.00 14.00 16.00

Gas

Su

pp

ly (L

/hr)

Die

sel C

on

sum

pti

on

(L/h

r)

Test Duration (mins)

Diesel Consumption & Gas Supply

Base Diesel Consumption (L/hr) Comparison Gas Supply (L/hr)

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Gas

Su

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/hr)

Die

sel C

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sum

pti

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(L/h

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Base Diesel Consumption (L/hr) Comparison Diesel Consumption (L/hr) Comparison Gas Supply (L/hr)

[Higher Gas Substitution Target ; Load: ~1.0MW]

Full Trial Fuel Flows Select Comparison Period Fuel Flows

Fuel Metrics Base Comparison Unit % Variance

Diesel Usage 269.20 208.45 L/hr 22.57

Gas Usage 0.00 60.55 L/hr

Total Fuel Consumption 269.20 269.00 L/hr 0.08

Calculated Gas Substitution 0.00 22.49 %

Fuel Energy Density 9675.22 9121.67 MJ/hr 5.72

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- 0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00

MA

P (k

Pa)


Selected Comparison Period Manifold Pressure

Base Manifold Pressure (kPa) Comparison Manifold Pressure (kPa)

Engine Metrics Base Comparison Unit % Variance

RPM 4585.36 4591.98 Hz -0.14

Exhaust Temperature 463.77 465.52 °C -0.38

Manifold Pressure 116.74 106.96 kPa 8.38

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Emissions Metrics Base Comparison Unit % Variance

CO2 71,460.89 70,932.22 ppm 0.74

NOx 1315.57 1522.77 ppm -15.75

Particulates 14.05 6.76 mg/m3 51.88

Calculated CO2 Equivalent 460,869.56 521,671.16 ppm -13.19

Calculated CO2 Production 718,868.56 660,787.83 g CO2/hr 8.08

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- 0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00

Par

ticu

late

s (m

g/m

3)


Selected Comparison Period Particulates Concentration

Base Particulates (mg/m3) Comparison Particulates (mg/m3)

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pp

m


Selected Comparison Period NOx

Base Nox (ppm) Comparison Nox (ppm)

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Assumed Cost Benefit VariablesOperating Hours 4000 hrs/yr

Diesel Price 1.00 $/L

Gas Price 0.80 $/L

Effective Comparison Price 0.95 $/L

Cost Benefit Metrics Base Comparison Unit % Variance

Total Fuel Cost 269.20 256.89 $/hr 4.57

Fuel Cost Saving PA $/PA49,261.02$

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[Lower Gas Substitution Target ; Load: ~0.7MW]

Full Trial Fuel Flows Select Comparison Period Fuel Flows

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- 2.00 4.00 6.00 8.00 10.00 12.00 14.00 16.00

Gas

Su

pp

ly (L

/hr)

Die

sel C

on

sum

pti

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(L/h

r)



Base Diesel Consumption (L/hr) Comparison Gas Supply (L/hr)

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Gas

Su

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/hr)

Die

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Base Diesel Consumption (L/hr) Comparison Diesel Consumption (L/hr) Comparison Gas Supply (L/hr)

Fuel Metrics Base Comparison Unit % Variance

Diesel Usage 196.32 159.31 L/hr 18.85

Gas Usage 0.00 34.82 L/hr

Total Fuel Consumption 196.32 194.14 L/hr 1.11

Calculated Gas Substitution 0.00 17.74 %

Fuel Energy Density 7055.79 6663.14 MJ/hr 5.56

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90

- 0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00

MA

P (k

Pa)


Selected Comparison Period Manifold Pressure

Base Manifold Pressure (kPa) Comparison Manifold Pressure (kPa)


Engine Metrics Base Comparison Unit % Variance

RPM 4590.91 4588.12 Hz 0.06

Exhaust Temperature 431.32 430.40 °C 0.21

Manifold Pressure 71.79 67.32 kPa 6.23

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Par

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g/m

3)




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m





CO2 64,225.56 63,601.60 ppm 0.97

NOx 1191.14 1201.75 ppm -0.89


Calculated CO2 Equivalent 416,802.67 419,319.60 ppm -0.60


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Assumed Cost Benefit VariablesOperating Hours 4000 hrs/yr

Diesel Price 1.00 $/L

Gas Price 0.80 $/L

Effective Comparison Price 0.96 $/L

Cost Benefit Metrics Base Comparison Unit % Variance

Total Fuel Cost 196.32 187.17 $/hr 4.66

Fuel Cost Saving PA $/PA36,600.10$

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Small Truck Trial Summary

8.5km Comparison Drive Test Route

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Par

ticu

late

s (m

g/m

3)

Distance Travelled (km)



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pp

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CO2 51,882.12 44,058.86 ppm 15.08

NOx 322.47 244.87 ppm 24.06


Calculated CO2 Equivalent 147,331.86 116,540.90 ppm 20.90


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Large Truck Trial Summary

5.0km Comparison Drive Test Route


CO2 56,233.01 47,813.36 ppm 14.97

NOx 696.72 684.99 ppm 1.68


Calculated CO2 Equivalent 262,463.10 250,570.82 ppm 4.53


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USP Trial Outcomes Assessment

The raw emissions data collected by GasMastor’s PEMS compared well to the

Horiba Gas Analyser provided by USP.

Claims by GasMastor that their diesel substitution system reduces fuel

consumption and increases engine efficiency in diesel engines are valid, and

can be accepted with confidence.

Claims that their system reduces particulates in the emissions are also true.

The truck trial report shows that fumigation of the two mobile truck engines

produced reduction in both diesel fuel consumption, as well as particulate and

NOx emissions.

There was also qualitative evidence, as recorded by the truck drivers (reported

to me verbally) of a better engine performance and reduction in visible

emissions.

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Relative Emissions Benefit

Comparable Fiji trial outcomes to Global testing database

Large fuel cost savings and environmental benefits upside

ITEM UNITS

Avg % Reduction /

Installed Unit (1)

(%)

CO2 ppm 6.3

NOx ppm 21.6

Particulates mg/m3 56.4

Calculated CO2 Equivalent ppm 16.4

Calculated CO2 Equivalent (2)t/yr 11.8

Assumptions: (1) Based on Australian Emission reduction trials

(2) Assumes average of 4000 op hrs per engine per year

RELATIVE

EMISSIONS

REDUCTION

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Thanks to Bluegas Fiji for providing the funds

to undertake these trials…

Questions…

LPG Co-Injection into Diesel Generators and Heavy Vehicles ...€¦ · genset and delivery trucks...

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Transcript of LPG Co-Injection into Diesel Generators and Heavy Vehicles ...€¦ · genset and delivery trucks...