Existing and new diesel engines can be retrofitted to run on Bi-Fuel (often called DUAL FUEL) Natural Gas and Diesel with the ability to operate on 100% Diesel Fuel if Natural Gas is interrupted. The system is used to lower exhaust emissions, extend diesel fuel tank run-time, reduce fuel expenses and prolong engine life and maintenance.

Applications: Peak shaving, prime power, co-generation, distributed generation diesel powered electric generators. Sources of gas can be from standard pipelines, oil fields, offshore platforms, landfills, digester or other sources of methane gas.

Technology: GTI® bi-fuel (dual fuel) system is based on a fumigation principle first observed by Mr. Rudolph Diesel, the inventor of the Diesel engine. Natural gas enters the engine with normal combustion air through the air filter, before the turbo charger. A significantly reduced amount of diesel fuel continues into the engine, which serves as a pilot ignition source for the natural gas. Our control system maintains the proper balance of natural gas, diesel and air to meet the engine’s BTU power requirements. Applications using controls for dual-fuel fumigation technologies are subject to U.S. patent, with foreign patents pending.

Results: The GTI® fumigation system does not add spark plugs or change other specifications within the engine, so factory warranties remain in effect. Engines maintain full rated horsepower/kw at factory recommended operating temperatures. Emissions such as NOx can be lowered by as much as 60%. Oil changes can be extended approximately 3 times normal. Black exhaust smoke (particulates) can become clear.

THE SYSTEM

The GTI® Bi-Fuel System operates by blending diesel fuel and natural gas in the combustion chamber. This is achieved using a pilot-ignition, fumigated gas-charge design, whereby natural gas is pre-mixed with engine intake-air and delivered to the combustion chamber via the air-intake valve. The air-gas mixture is ignited when the diesel injector sprays a reduced quantity of diesel fuel into the chamber. This diesel “pilot” acts as the ignition source for the primary air-gas combustible. Because of the high auto-ignition temperature of natural gas, the air-gas mixture will not ignite during the compression stroke, as there is not enough heat present to facilitate combustion.

Because the OEM air-intake and diesel injection systems are utilized by the Bi-Fuel System, no engine modifications are required for installation.

The various components of the Bi-Fuel System are installed externally of the engine, and at no time is the engine disassembled during installation. All OEM engine specifications for injection timing, valve timing, compression ratio, etc., remain unchanged after installation of the Bi-Fuel System. The Bi-Fuel
System requires a low pressure natural gas supply (approximately 2 - 5 psi) with a flow rate of approximately 8 scfh/kW (i.e. 500 kW=5,000 scfh).

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