GuidetoCNG

BrcGasEquipment
gas systems for motor vehicles
UNI EN ISO
9001:2000
Certified
Company
M.T.M. s.r.l.
Via La Morra, 1
12062 - Cherasco (Cn) - Italy
Tel. +39 0172 48681
Fax +39 0172 593113
http://www.brc.it/
90AV99001011 - N. 01 of 02.27.2004
2
GUIDE TO CNG
1. GASEOUS FUELS
Among the fuel classes, gathe-
red according to their aggregation
state in solid, liquid and gaseous
fuels, these latter are the freest
from impurities, the most suitable to
supply burners, combustion cham-
bers and furnaces, and they can
easily mix with air in stoichiometric
or other required proportions.
Being in phase with air, they can
easily create a complete combu-
stion with a little air excess. But this
is the reason why they allow high
combusti on effi ci ency and hi gh
flame temperatures. They are suita-
ble for long-distance transportation
by means of pi pes, for a wi de-
spread distribution, and for the easy
measure by single users.
Of course, they cant be stocked
neither in the open air, nor in con-
tainer with environmental tempera-
ture or pressure.
To increase its energy, with a
same volume stocked, its neces-
sary to compress or liquefy it, and
then stock it in thermo-insulating
containers at a very low temperatu-
re (for CNG - 180 C).
1.1. COMBUSTIBLES NATU-
RAL GAS
These words indicate all natural
combustibles gases such as the
fossil, the marsh, the volcanic and
the mine ones.
Al though l argely di ffused on
Earth, natural gas has been disco-
vered and used just in recent times.
Natural gas became a largely
used energetic source just after the
30s, thats to say when develop-
ment of pipes building and placing
technologies made possible use it
as an alternative to the city gas
coming from coal distillation. Since
that , nat ural gas di ffusi on has
grown even more, thanks to i ts
intrinsic qualities, to the technologi-
cal progress, to the geographical
growing of the markets and to the
discover of big deposits in West
Europe, Russia, North Africa and
Middle East. Today, its the third
world energetic source after oil and
coal: every year, we consume more
than 2.400 billions cubic meters of
it, namely the 23% of the world
energetic request.
In Italy, some big deposits have
been found under the Padana Plain
all uvi al layer, near Ravenna, in
some areas of South Italy and in
Sicily.
Pict. 1
Reserves and
consumption
of natural gas
(Source SNAM)
Africa
Asia and
Oceania
Eastern
Europe
Western
Europe
Middle
East
Central and
South America
North America
55
11.500
8.000
6.500
710
130
180
640
415
6.500
Reserves and
consumptions
of natural gas
Billion cubic meters
World consumptions 1999
2.400
World reserves at 1.1.2000
155.000
3
GUIDE TO CNG
2. CNG:
GENERAL
CHARACTERISTICS
CNG means COMPRESSED
NATURAL GAS.
We can consider natural gas as
only made up of methane (CH
4
),
because the other hydrocarbons
such as ethane, propane, butanes,
pentanes, carbon dioxide, a part of
nitrogen and helium, are normally
present in very low percentages.
In Italy, methane quantity pre-
sent in CNG changes in accordan-
ce with its origin (pict. 2): the gas
coming from Algeria has a low con-
tent (j ust 83,66%), whi l e i n the
national or Russian ones, we can
find higher percentages (more than
98%). This is the reason why we
usually identify Natural Gas with its
main component, calling it metha-
ne; but in this guide, we are going
to call it CNG.
CNG MAIN CHARACTERISTICS
Symbol: CH
4
Volume mass: 0,7172 kg/m
3
Density related to air: 0,5546
Higher calorific power: 39,82 MJ/m
3
Lower calorific power: 35,89 MJ/m
3
Self-ignition temperature: 595 C
Limits of flammability with percentage
volume in the air:
Lower 5%
Higher 15%
Thermic use of natural gas gives
many advantages in comparison
with the solid and liquid fuels: better
flame adjustment, big combustion
flexibility, absence of residuals and
corrosive components in the exhau-
st gases.
Its mainly used in the domestic
field, for producing electric energy
and for chemical transformations.
Unlike petrol and diesel oil, it
doesnt need complicated refining
processes to be extracted. Since its
origin, its ready to be used as eco-
logic fuel.
CNG has the highest flash point,
compared to any other fuel. Its self-
ignition temperature, in fact, is dou-
ble (595 C) than the liquid fuels
one, and its combustion concentra-
tion (5%) is higher than the petrol
(1%) and the diesel oil (0,5%) one;
this helps avoiding possible fires
after an accident.
Density and specific weight of
gaseous CNG are lower than the
air ones (air = 1,29 kg/m3; CNG =
0,7172 kg/m3), so, in case of leaka-
ges, it tends to volatilize, rise and
disperse in the atmosphere, without
stagnate in dangerous concentra-
tions at the ground level.
CNG i s fl ammabl e l i ke ALL
fuels. So, its important to avoid
their handling near naked flames or
objects with a high temperature.
GAS National Russian Dutch Algerian
Approximate composition %mol. %mol. %mol. %mol.
Methane 99,62 98,25 92,66 83,66
Ethane 0,06 0,54 2,95 7,71
Propane 0,03 0,16 0,81 1,95
Iso-Butane 0,01 0,03 0,11 0,28
N-Butane - 0,03 0,16 0,41
Iso-Pentane - 0,01 0,03 0,08
N-Pentane - 0,01 0,03 0,08
Hexanes + 0,01 0,01 0,05 0,07
Carbon dioxide 0,03 0,08 0,89 0,20
Nitrogen 0,24 0,87 2,28 5,40
Helium - 0,01 0,03 0,16
Characteristics
Pcs (1) kcal/Sm
3
9.011 9.014 9.131 9.498
Pcs (1) MJ/Sm
3
37,73 37,74 38,30 39,76
Pcs (2) kcal/Sm
3
8.113 8.118 8.234 8.583
Pcs (2) MJ/Sm
3
33,97 33,99 34,47 35,94
Average molecular weight 16,11 16,33 17,38 18,78
Volumetric mass kg/Sm
3
0,6826 0,6921 0,7369 0,7964
Pict. 2
Composition and
characteristics of
CNG distributed in
Italy.
(abstract from
source SNAM).
(1) Higher calorific
power.
(2) Lower calorific
power.
4
GUIDE TO CNG
CNG doesnt need anti-detona-
ting additives because it has an
octane number hi gher than the
petrol one and equal to 120-125
(octane measures the anti-detona-
ting power of a fuel, thats to say its
ability to avoid that mix ignition pro-
vokes a detonation instead of a little
combustion inside the cylinder).
This ability makes possible to have
higher performances than the petrol
ones in dedicated engines (espe-
cially planned for using CNG, so
with a higher compression ratio).
Combustion completeness insi-
de the explosion chamber and per-
fect thermic efficiency avoid incru-
stations, particulate dust, residual
deposits in the oil, and make possi-
ble longer maintenance gaps and
engine life.
CNG vehi cl es excel al so for
easy maintenance; in fact, they
dont need special and expensive
interventions. Thank to its proper-
ties, natural gas has a very clean
and compl ete combusti on that
impedes formation of residuals and
incrustations, which could lead to
the engine bad working and to the
consumption increase in the midd-
le- and long-term. In fact, is a mat-
ter of fact that propellers of natural
gas vehicles have a longer life and
a more homogeneous efficiency
compared to the petrol and diesel
oil vehicle ones. Additional devices
of the CNG equipment dont need
special maintenance, if vehicle is
submitted to each normal car servi-
ce suggested. Following the sugge-
sted maintenance, the check of
CNG supply can be made at a kilo-
metrical gap bigger than the petrol
one. Therefore, we suggest you
carefully realize the engine ordinary
maintenance. In this way, you will
obtain all benefits of the CNG sup-
ply with the lowest costs.
3. CNG
IN AUTOTRACTION
(Technical aspects)
5
GUIDE TO CNG
Fuel
Unleaded petrol (3-way catalyst)
Actual Diesel
Diesel (with catalyst for NOx)
Petrol (with lean burn supply)
Petrol (2-stroke engine catalyzed for NOx)
Ethanol
Methanol
L.P.G. (with 3-way catalyst)
C.N.G. (with 3-way catalyst)
Electric
Hydrogen
The traffic increase influences
more and more environment and
energetic consumptions negatively.
Especially the transport sector is
responsible for emissions of carbon
oxi de, ni trogen oxi de, unbur nt
hydrocarbons, lead, benzene, car-
bon bi-oxide, sulphurous anhydride
and particulate dust (diesel) in the
environment.
Combustion is inevitably pollu-
ting. Emissions coming from it are
connected to the fuel chemical and
physical properties and to the fuel-
comburent mixture composition, but
also to the combustion working and
to the environment characteristics.
Every product of combustion
negatively influences air quality, but
its more important to know toxic
degree of every single element,
than its quantity in absolute values,
in order to establish its real noxiou-
sness (see table in picture 3).
In the USA, vehicles CNG sup-
ply i s the l ess pol l uti ng at al l ,
thanks to their very severe legisla-
tion about environment protection.
Table in picture 4 (source Bosch)
shows data detected by the
California Air Resources Board
centre, which compares emissions
of engines supplied with unleaded
petrol and with other alternative and
todays fuels, for what concerns CO
(Carbon Oxi de), HC (Unbur nt
Hydrocarbons) and NOx (Nitrogen
Oxides).
So CNG, together with LPG,
results the less polluting fuel, and
only two future fuels as hydrogen
and electricity win it (but for these
fuels, big problems about environ-
mental impact have still to be sol-
ved, such as production stations
and battery disposal).
Its important to remember that
CNG doesnt contain lead unlike
premium petrol, doesnt contain
sulphur unlike diesel oil and conse-
quently emissions of Sulphur Oxide
of diesel engines; it doesnt contain
PAHs (Polycycl i c Aromati c
Hydrocarbons), very dangerous
because the worst carcinogenic
agents, presents in the unleaded
petrol.
Graph i n pi cture 5 (source
Bosch) shows pollution reduction
we can obtain with alternative fuels.
Pollution is calculated using the
Californian system that gives a
bonus to each fuel in accordance
with its danger for the ozone.
At the end, we want to remem-
4. CNG
IN AUTOTRACTION
AND THE
ENVIRONMENT
CO
100
20,48
20,48
15,87
14,59
15,43
14,51
13,62
13,66
0
0
HC
100
80,93
80,93
9,51
10,09
9,47
10,92
9,56
10,02
0
0
NOx
100
152,27
143,16
145,44
51,87
53,18
51,92
49,08
50,89
0
9,12
Pict. 4
CNG, together
with LPG, results
the less polluting
fuel, and only two
future fuels as
hydrogen and
electricity win it.
(Source Bosch -
Consorzio EcoGas)
Actual
fuels
Alternative
fuels
LPG and
CNG
Pict. 3
Toxicity
parameters
1
60
100
Compounds
CO Carbon Oxide
HC Unburnt Hydrocarbons
NOX Nitrogen Oxides
6
GUIDE TO CNG
ber that CNG pollutes little becau-
se:
- combustion happens during
the gaseous state, so being CNG a
gas in its natural state, it suits better
to this process assuring a more
homogeneous mi xt ure wi t h no
heavy particulate dust,
- its higher thermodynamic cha-
racteristics make a better combu-
stion easier,
- there are no additives such as
lead, sulphur and aromatics.
Moreover, BRC Gas Equipment
proved that its possible to optimize
LPG combustion obtaining at the
same time better performances and
less pollution.
In order to respect the more and
more sever laws about environ-
ment, some carburation control
devices have been realized, such
as the pioneering "BLITZ", JUST,
and SEQUENT, which, submitted
to various and hard anti-polluting
tests, have always given excellent
results about emissions and perfor-
mances (pict. 6).
P
e
t
r
o
l

w
i
t
h
c
a
t
a
l
y
s
t
JUST device
with BRC ME reducer
Opel Agila 1.2i 16V - 55kW
Directive 98/69/CE(B) - Euro IV
CNG G
25
Emission values not multiplied by the wear factor
1,0 1,0 1,0
CO HC NOx CO HC NOx CO HC NOx
0,10 0,10 0,10
0,393
0,052
0,012
0,071
0,659
0,042
0,071
0,22
0,029
0,08 0,08 0,08
JUST HEAVY device
Skoda Octavia 2.0i - 85kW
Directive 98/69/CE(B) - Euro IV
CNG G
25
SEQUENT device
Ford Focus 1.8i 16V - 85kW
Directive 98/69/CE(B) - Euro IV
CNG G
25
D
i
e
s
e
l

L
e
a
n

B
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r
n

p
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t
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o
l
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2

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H
y
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e
n
0
20
40
60
80
100
120
140
160
Pict. 5 - Polluting emissions of the engines are obtained considering as 100 the emissions
values of unleaded petrol engine with catalyst.
(Source Bosch - Consorzio EcoGas)
Pict. 6
Resume diagram of some
anti-polluting tests carried out
by BRC Gas Equipment
CO - Carbon
oxide
HC - Unburnt
hydrocarbons
Range value
Test Result
NOx - Nitrogen
oxides
7
GUIDE TO CNG
5.1. CNG IN THE WORLD
CNG for autotraction has quickly
increased its development all over
the world thanks to its big availabi-
lity, to industrial and technologic
progresses and to economic and
ecol ogi c good reasons. Many
governments have already actuated
a precise energetic policy introdu-
cing this kind of fuel and supporting
it with economic and fiscal incenti-
ves.
On April 25th 2002, American
Senate approved for the first time,
wi t h a 88 votes agai nst 11, an
energy law. This law includes incen-
tives about taxes on vehicles sup-
plied with alternative fuels.
Iran started an ambitious 10-
years program for natural gas deve-
lopment, and addressed its interest
to the international industry of assi-
stance and programmi ng. The
nati onal oi l company (NIOC -
Nati onal Irani an Oi l Company)
wishes to use natural gas in all its
territory in order to keep a high oil
exportation ability. Moreover, Iran
considers natural gas as a solution
to partially solve the pollution pro-
blem in Teheran and other cities
CNG has also a very important
role in domestic, industrial and agri-
5. CNG SPREAD
IN AUTOTRACTION
Country Vehicles Filling Filling stations Filling Last
convertied stations under plants update
to CNG construction
Argentina 951.842 1.068 98 - May 2003
Brazil 550.010 570 150 - June 2003
Italy 434.000 405 40 - May 2003
Pakistan 360.000 360 200 - June 2003
India 156.659 161 - - June 2003
USA 130.000 1.300 - 3.271 May 2003
China 69.300 270 - - April 20003
Egypt 44.810 75 25 - May 2003
Venezuela 44.146 147 - - January 2003
Ukraine 41.000 130 - - June 2003
Russia 32.000 216 - 2 March 2003
Taiwan 24.000 12 - - February 2003
Canada 20.505 222 - 3.208 August 2001
Japan 16.561 224 - 606 May 2002
Bolivia 15.000 30 6 46 April 2003
Germany 15.000 330 500 450 April 2003
Bangladesh 14.015 15 25 - June 2003
New Zealand 12.000 109 - - March 2000
Colombia 9.126 32 12 - April 2003
Belarus 5.500 24 - - December 2001
France 4.550 105 - 100 October 2000
Trinidad & Tobago 4.000 12 4 - March 2003
Malesia 3.700 18 - - October 2000
Sweden 3.300 32 3 - January 2003
Chile 3.000 12 5 - April 2003
Indonesia 3.000 12 - - September 1996
Korea 2.612 33 7 - January 2003
Australia 2.104 127 - 55 July 2001
Mexico 2.000 4 2 - April 2003
Thailand 1.182 5 - - January 2003
Iran 1.000 3 500 - April 2003
Moldavia 800 87 - - December 2001
Spain 403 21 - 12 February 2003
Great Britain 400 40 20 40 April 2003
Turkey 400 2 - - April 2003
Belgium 300 5 - 60 February 2000
Czech Republic 300 16 - - June 2003
Holland 300 11 4 40 March 2003
Switzerland 279 27 10 50 February 2003
Austria 250 44 - 25 February 2003
Portugal 243 5 2 - May 2002
Poland 98 21 - 17 April 2003
Norway 88 4 - - April 2003
EIRE 81 2 - 6 September 2000
Finland 75 3 - 2 June 2003
Cuba 45 1 - - February 2001
Iceland 42 1 - - June 2003
Nigeria 28 2 - - May 1998
Luxemburg 25 5 - - June 1999
South Africa 22 1 - 4 January 2000
Uruguay 20 - - - December 2001
Denmark 5 1 - 3 February 2000
Singapore 4 1 - - February 2003
Total 2.931.680 6.388 1.613 7.997
Pict. 7
Vehicles
converted to CNG
and filling stations
in the world
(Source: The GVR -
Luglio 2003)
8
GUIDE TO CNG
cultural field.
5.2. CNG IN EUROPE
European Commission propo-
sed a directive for promoting use of
alternative fuels (bio-fuels, CNG,
hydrogen) for transpor tation, to
comply with the energetic security
schedul e pl anned i n November
2000 with perspectives up to 2020.
Table in picture 8 shows hypothesis
about possible use of the alternati-
ve fuels mentioned above in place
of oil products (petrol and diesel
oil). CNG has a big impor tance
from this point of view.
Some of the most i mpor tant
European cities (Helsinki, Athens,
Porto, etc.) adopted fleet of buses
supplied with CNG to reduce costs
and urban pollution.
All European Governments are
studying, or have already passed,
laws and development plans for
CNG in autotraction.
5.3. CNG IN ITALY
Italy, after Argentina and Brazil,
is the third country in the world for
number of CNG vehicles and the
first in Europe for number of service
stati ons, but thei r i ncrease i n
Germany and USA undermines this
record (see table in pict. 7).
CNG Italian sales network has
more than 400 fi l l i ng stat i ons
already operating, and many others
under construction, where refuelling
can be realized in less than 3 minu-
tes.
By now, there are sti l l a few
CNG fi l l i ng stati ons al ong t he
motorways, but soon theyll increa-
se, thanks to the further opening of
15 stati ons. In Italy, more than
400.000 vehicles are supplied with
natural gas, and this number inclu-
des urban buses, public or private
company fleet, taxi cabs and light
and heavy means for goods tran-
sportation.
Following new trends, many car
builders introduced in their offer
vehi cl es wi th current CNG and
petrol supply (bi-fuel) or CNG sup-
ply.
Pict. 8
Prospect of the
European
Commission
(Source: Metano &
Motori - October
2002)
Year Bio-fuels Methane Hydrogen
% % %
2005 2 - -
2010 6 2 -
2015 7 5 2
2020 8 10 5
9
GUIDE TO CNG
Pict. 9
IMA5 refuelling
coupling:
installation on
VMA3E WP
solenoid valve
6.1 LAWS IN FORCE
CNG equipment installation is
widely diffused all over the world.
There are many laws regulating this
activity, some with national influence,
other with a bigger one. Among the
most i mpor tant l aws, we fi nd the
regulation ECE ONU R110 part I,
establishing rules for CNG compo-
nents homologation, and part II esta-
blishing rules about their installation.
Norms ISO 15500 establish characte-
ristics for components test; these
norms are applied where R110 is not
accepted. Norms ISO 15501 and ISO
15502 i nstead, concer n CNG
systems installation on vehicles, and
tests to be carried out on them.
Today in Italy the R110 regulation
is in force for OEM installations (first
assembly), and Protocol n 4043-
MOT2/C of 11.21.2002 is in force for
after market installations.
Italy adopted amendments of
European Regulation N. 110, where
indications about approval of supply
devices for vehicles conver ted to
CNG are defined. Previous national
laws, therefore, became obsolete, as
articles 341 - 351 of Regulation for
accomplishment of Highway Code,
and various circulars previously emit-
ted by the Ministry of Transport.
After introducing the regulation
R110, with prot. n. 4043-MOT2/C of
11.21.2002, norms for installing these
components on vehicles have been
defined. Provincial Offices of Land
Transport Department verify the com-
pliance of components installation
with laws and every system tightness
by submitting them to a hydraulic
pressure of 300 bar. Test can be car-
ried out by installers workshop, if
required. CNG system doesnt pro-
voke vehicle substantial changes, but
it just needs some components to be
added: well describe them in the fol-
lowing chapters.
6.2. COMPONENTS
COMMON TO ALL
EQUIPMENT
Most of components you need
to convert a petrol vehicle to CNG,
normally the ones placed in the
rear side, are common to every kind
of vehicle, namely to the carburet-
tor, the injection and the injection
with catalyst ones.
Were going to describe now
functions and main features of the
following components:
- Refuelling coupling,
- Cylinders Valves,
- CNG Cylinders,
- High-pressure pipes and fit-
tings,
- CNG Valve,
- CNG Manometer.
6.2.1. REFUELLING COUPLING
Ever y CNG system needs a
refuelling coupling to refuel the
CNG cylinders.
There are many kinds of refuel-
ling couplings, according to the dif-
ferent count ri es, but work and
safety characteristics are the same
for each BRC model. There are two
different versions of refuelling cou-
plings:
with female fitting for installa-
tions combined with VMA3 CNG
valve inside the engine compart-
ment (pict. 9);
with female fitting for wall leadth-
rough i nstal l ati ons on the car
bodywork (pict. 10).
For a wall leadthrough installa-
tion, realize a hole where you wish
to i nstal l the coupl i ng on the
CNG EQUIPMENT
Pict. 10
IMA5/P refuelling
coupling:
wall leadthrough
installation
IMA5 refuelling
coupling
VMA3E WP
solenoid valve
LEGEND
1 = IMA5/P coupling; 2 = washers; 3 = cap; 4 = vehicle;
5 = nut; 6 = locking ring; 7 = fitting; 8 = gas pipe.
1
2
2
3
4
5
7
6
8
10
GUIDE TO CNG
bodywork, and fix it with the suita-
ble nut. Then, screw steel pipe to
the coupling with fitting and locking
ring (pict. 11).
All couplings are made up of a
main body, where refuelling gun
has to be hooked. Inside the cou-
pling, theres a non-return valve
stopping the gas flow after refuel-
ling. During the refuelling, pressure
of the gas coming in pushes shutter
down; then, once gas flow stopped,
it comes back to its previous posi-
tion thanks to a spring. A plastic
closing cap, present or not in accor-
dance with the refuelling coupling
position, protects it from possible
foreign bodies.
Refuelling point assembly doe-
snt influence the working principle
of CNG system in which its instal-
led (it doesnt need adjustments);
however, it has to respect installa-
tion norms in force in the country
where its installed.
6.2.2. VB A1 CYLINDER VALVE
VB A1 cylinder valve was plan-
ned and produced by BRC to com-
bined cylinder valve traditional func-
tions with safety functions interna-
tionally required for this kind of
device.
BRC, on the basis of its expe-
ri ence i n nati onal and forei gn
markets, realizes many versions of
VB A1 cylinder valve, according to
the laws in force in each country.
Especially, the following func-
tions stay the same in each model:
- Cylinder refuelling,
- Cylinder supply,
- Cylinder insulation by means
of a manual tap,
- Ventilation for gas-tight hou-
sing.
The following safety devices can
be added to the standard model:
- Excess flow valve,
- Safety device for overpressure
with bursting disk,
- Safet y devi ce wi th thermi c
Pict. 13
VB A1
cylinder valve:
exploded view
Pict. 11
IMA6/P refuelling
coupling:
example of
installation
into the
petrol filler
Pict. 12
VB A1
cylinder valve:
section view, instal-
led
on cylinder
1
2
1
3
2
3
LEGEND
1 = cylinder;
2 = valve body;
3 = clamp;
4 = gasket
sleeve;
5 = excess flow
device;
6 = vent hose
bursting disk and
thermic fuse;
7 = ventilation breather;
8 = closing pivot;
9 = handle.
LEGEND
1 = VB A1 valve;
2 = Gasket sleeve;
3 = Clamp
4 5
6
7
8
9
fuse.
VB A1 cylinder valve is made
up of a main body with a threaded
fitting for connecting it to the cylin-
der, and two threaded fittings for
connecting it to the high-pressure
pi pes. Normal ly, we use one of
these fittings for the connection to
the refuelling point and to the engi-
ne supply, and the other one for the
connection to other cylinders. Last
valve fitting is used for the connec-
tion to the steel pipe in case of wall
leadthrough couplings. With cou-
plings not needing a wall leadthrou-
gh installation (applied on the VM
A3 CNG valve), we apply a blank-
off plug on the last valve fitting not
used.
The CNG flow coming out from
the cylinder is intercepted by the
conical shutter realized by the pivot.
If shutter i s open, CNG fl ows
towards the engine through the hole
perpendicular to the section plane.
11
GUIDE TO CNG
Through the same passages, but in
the opposite way, CNG flows during
the refuelling.
By turning clockwise the handle,
shutter goes down and valve clo-
ses.
6.2.2.1. Excess flow valve
Excess flow valve reduces as
much as possible CNG leakages
from the cylinder in case of too high
flows due to anomalies, such as
disconnection or breaking of the
outlet pipe.
6.2.2.2. Bursting disk
Bursting disk is a security device
for overpressures.
It has the task to intervene if
pressure inside the cylinder over-
passes the setting value, and to
discharge all the cylinder contents.
6.2.2.3. Thermic fuse
Thermic fuse is a safety device
intervening in case of over-tempera-
tures (in case of fire, for instance); it
allows evacuating the cylinder con-
tents, avoiding so its explosion.
We can find the described three
available versions individually or
together, according to the laws in
force in the destination country.
Main body can have the shape
you can see in picture 12, or the
one shown in picture 13.
This latter has a square ridge
allowing tight the cylinder valve on
the cylinder itself, without needing
any special wrenches.
6.2.3. VB S1 (E13 110R)
CYLINDER VALVE
VB S1 valve (pict. 14) is the
evolution of the VB A1 one. It has
all the characteristics of this latter,
but it adds a shut-off solenoid valve
directly inserted on its body.
BRC ECUs sui tably pi lot the
solenoid valve, stopping so the gas
flow towards the engine in case of
accident or accidental shutdown.
However, you can close the gas
outlet thanks to the manual tap
situated on the valve in case of
emergency or maintenance.
6.2.4. CNG CYLINDERS
CNG cylinders are the biggest
additional element of the equipment
and they are normally installed insi-
de the luggage compartment, and
sometimes under the bodywork,
under the flatcar, or on the sunroof.
Of course, cyl i nders have to
comply wi t h prescri pt i ons of
European Regulation n. 110, or with
any laws in force in the destination
country. According to needs and
spaces, one or more cylinders can
be installed on the vehicle.
We can easily say that cylinders
are one of the safest components
of the whole vehicle.
Real experience, in fact, shows
that, even in case of serious hard
crashes, CNG cylinders are one of
the few parts of the vehicle remai-
ni ng compl ete. Even i n case of
pi l eup col l i si on, cyl i nders dont
change its shape; so, its completely
untrue the diffused preconception
about cylinders danger.
6.2.4.1. Installation
Before going on with the cylin-
ders fixing, its necessary to install
on them respective cylinder valves
described in the previous para-
graph.
To descri be CNG cyl i nders
installation, well follow what provi-
ded for the European Regulation nr.
110 applied in Italy with Prot. 4043-
MOT2/C.
6.2.4.2. General instructions
Cylinders must be installed
inside the vehicle template, inclu-
ded the vehicle rear side, and so
that they result protected enough
from crashes. Near the cylinders,
shar p edges must be absent.
Cylinders position in the template
is not submitted to special orienta-
tion bonds. We can install on the
same vehicle one or more cylin-
ders equipped with one or more
refuelling lines. For fixing cylin-
ders to the vehicle, we have to
use measured anchors resisting
to stresses due to a vehicle acce-
lerations with full tank.
Please make reference to the
table in picture 15 to choose all
fixing clamps and nuts.
Cylinders position has to not
provoke friction while vehicle is
running; so, it can be useful to
insert some anti-sparkling and not
hygroscopic material among cylin-
ders, and between them and the
fixing system (pict. 16).
Cylinder valve/s must be pla-
ced in a position easy to reach.
Petrol tank and CNG cylinders
dont have to touch, but rather be
well separated.
6.2.4.3. Installations under
the bodywork or under
the flatcar
Cyl i nders must be sui tably
Pict. 14
VB S1
cylinder valve
12
GUIDE TO CNG
i nsul ated from si l encers and
exhaust gas ducts by means of a
metal sheet, or of material with
the same characteristics and at
least 1 mm thick.
Minimum distance bet ween
cylinders and ground cannot be
shor ter than the one bet ween
vehicle and ground (in the table,
you can fi nd mi ni mum val ues
fi xed by the Ital i an Prot. 4043
MOT2/C).
6.2.4.4. Installations on the
sunroof
Cylinders must be protected from
sunbeams by suitable containers
with pierced walls avoiding the gas
accumulation. This shield has to
cover 180 at least. Placing cylin-
ders to the bodywork or on the sun-
roof, its necessary to follow the
mass placing and subdivision crite-
ria indicated in the vehicle use and
maintenance booklet (table CUNA
NC001-51).
6.2.4.5. Installations inside the
rear luggage compartment with
ventilation system
If cylinders have been placed
inside the rear luggage compart-
ment, its necessary to realize a sui-
table ventilation assuring that, in
case of leakages or other anoma-
lies, CNG could flow towards the
vehi cl e outsi de, avoi di ng so i ts
accumulation in dangerous and not
suitable areas. This ventilation can
be realized as shown in picture 16
and 17, by making two holes con-
necting the luggage compartment
with the outside, and inserting here
breathers and vent hoses. The pas-
sing hole on the valves body assu-
res ventilation on each valve. Prot.
4043 MOT2/C establ i shes the
breather inside diameter minimum
measure at 30 mm. Breathers and
vent hoses are normally used for
steel high-pressure pipes passage
(pictures 16 and 17).
If, eventually, installation inside
the luggage compartment creates
closed spaces, Prot. 4043-MOT2/C
orders to create t wo fur ther ai r
intakes, with a inside diameter not
lower than 25 mm. They must be
done on one side of the compart-
ment , as hi gh as possi bl e. Its
necessary to protect the t wo air
intakes in order to avoid that lugga-
ge compar tment coul d obstruct
them, and being careful with always
keep a good air circulation.
6.2.4.6. Assembly general
warnings
Before realizing holes or breaks
in the bodywork, be careful with no
damage pipes, cables, tanks and
other elements. Before effecting the
tanks full refuelling, check the pre-
sence of leakages with soap water
with a pressure of roughly 20 bar
inside the cylinders.
6.2.5. HIGH-PRESSURE PIPES
AND FITTINGS
With the words high-pressure
pipes, we mean pipes connecting
valves with possible refuelling cou-
plings, cylinder valves among them-
selves, cylinder valve to the shut-off
valve of engine compartment, and
shut-off valve to the reducer.
Thi s pi pe, normal ly made of
unsoldered steel, is suitable for a
working pressure of 330 bar, and it
can be bended with suitable tools if
needed.
Unsoldered steel pipe used in
the high-pressure part is not sub-
mitted to approval but, however, it
has to comply with requirements of
European Regulation n. 110.
Pipe is connected to the different
devices (cylinder valves, refuelling
couplings, shut-off valve, reducer)
by means of suitable pipe-fittings
(pict. 19, detail of steel pipe fitting).
Cylinder/s Rings, plates or
nominal two three supports for Nuts
capacity clamps clamps fixing to the diameter
(C) car body
litres (mm) (mm) (mm)
C 100 30 x 2,5 30 x 1,5 30 x 6 M12
100 C 150 50 x 2,5 50 x 2 50 x 6 M14
Pict. 15 - Resume table of minimum dimensions and characteristics required for clamps, nuts
and supports for fixing cylinders, in accordance with the Prot. 4043-MOT2/C.
Pict. 16
Installation of
CNG cylinder
inside the luggage
compartment:
insulation and
ventilation
Steel pipe
VBS1 valve
Cylinder
Breather
Vent hoses
Vehicle Minimum
International distance
category from ground
(mm)
M
2
, M
3
, N
2
, N
3
200
M
1
, N
1
, L
4
, L
5
155
13
GUIDE TO CNG
For fi xi ng pi pe to the car
bodywork is better to respect pre-
scriptions in force in the different
Countries, considering that it must
be fixed at the bottom of the vehi-
cle, far away from the exhaust pipe
and from vehi cl e strengtheni ng
points, at a regular distance by
using suitable clamps with self-tap-
ping screws. Connections, where
subjected to vibrations, must be
made by coil or elastic spirals (pic.
20).
6.2.6. VM A3 CNG VALVE
VM A3 CNG valve is a device
planned and produced by BRC to
intercept CNG on the high-pressure
line, normally bet ween cylinders
and reducer. Generally, VM A3 is
installed in the engine compart-
ment, together with a quick cou-
pling for CNG refuelling.
BRC, on the basis of its expe-
ri ence i n nati onal and forei gn
markets, realizes two versions of
VM A3:
- VM A3/R CNG valve wi t h
manual tap.
- VM A3/E CNG electro-assi-
sted valve.
6.2.6.1. VM A3/R CNG valve with
tap
VM A3/R (pict. 21) is made up
of a brass pressed main body (1).
On the body itself, there are the two
opposite clutches for connection to
the high-pressure pipes, cylinders
side and reducer side, and the clut-
ches for manual tap on one side
and for refuelling coupling on the
other side.
As you can see in picture 21,
VM A3/R allows refuelling the
cyl i nders, i f combi ned wi th the
refuelling coupling, and insulating
the part of the system downstream
the cylinders (refuelling coupling
and pressure reducer) closing the
manual tap.
The handle allows moving the
shutter.
Pict. 17
Installation of
CNG cylinder
inside the luggage
compartment:
ventilation
breathers
assembly
Pict. 18
Example of
installation of
CNG cylinder
inside the luggage
compartment
(Citron Xsara
Picasso)
Pict. 19
High-pressure
pipe
Pict. 20
High-pressure
pipe:
elastic spiral
LEGEND
1 = VBS1 cylinder valve; 2 = gasket sleeve; 3 = clamp;
4 = gas pipe; 5 = fitting; 6 = locking ring.
1
2
4
4
5
6
3
Steel pipes
14
GUIDE TO CNG
6.2.6.2. VM A3/E CNG valve
with solenoid valve
As you can see in pictures 21
and 22, VM A3/E keeps the same
standard functions of the manual
tap version, being obtained from
the same brass pressed, the same
shape too. The only difference is the
presence of a solenoid valve in
place of the manual tap. This diffe-
rence allows insulating the part of
the system downstream the cylin-
ders (refuelling coupling and/or
pressure reducer according to the
version) during every vehicle shut-
down and ever y changeover to
petrol, if suitably piloted by the
ECUs.
Pict. 21
VM A3/R
CNG valve:
exploded view
Pict. 22
VM A3/E WP
CNG valve:
combined with
IMA6 coupling
LEGEND
1 = VM A3 valve body; 2 = OR 2062; 3 = nut for pivot; 4 = pivot slide bush;
5 = SR 007 anti-extrusion ring; 6 = OR 2015; 7 = tap group pivot; 8 = 7/32
ball; 9 = M16x0,75 fitting; 10 = valve handle; 11 = csk allen screw M4x10; 12
= cap; 20 = M12x1 fitting; 21 = locking ring; 22 = bracket; 23 1/2 gas nut; 24
= IMA5 refuelling coupling.
15
GUIDE TO CNG
6.2.7. CNG MANOMETER
Being CNG stocked in tanks at
its gaseous state, fuel level is calcu-
lated in accordance with pressure
coming out from the tank.
Thi s task i s carried out by a
needle manometer, placed on the
reducer inlet fitting (pictures 23 and
24).
It gives indication about tank
outlet pressure, and so about auto-
nomy remained.
Visual data given by the mano-
meter can be sent to the BRC
ECUs by joining the suitable con-
nector.
Fuel level, so, will be displayed
into the passenger compartment
too, on the ECU LED bar of the
system installed.
Pict. 23
CNG manometer:
exploded view of
assembly on
gas fitting at
Genius.M reducer
inlet
Pict. 24
CNG manometer:
example of
assembly on
Tecno.M reducer
16
GUIDE TO CNG
As we already said in 6.2,
mechanical and electric compo-
nents si tuated downstream the
manometer change according to
the vehicle original supply, which
can be a carburettor, an injection, a
catalyzed injection, or a superchar-
ged supply.
Moreover, each kind of supply
needs some special precautions to
give a good vehicle working.
6.3. THE CARBURETTOR
VEHICLE
CNG conversion and compo-
nents kind and position of a carbu-
rettor vehicle are substantially the
same of the ones indicated in pictu-
re 25. CNG, coming from the tank,
by means of a high-pressure pipe
and intercepted by VMA3, reaches
the pneumatic or electro-assisted
reducer-vaporizer. Here, thanks to
the water coming from the engine
coolant equipment, it gets warm.
On carburettor vehicles, a spe-
cial petrol solenoid valve has the
task to stop original fuel flow during
the gas mode.
6.3.1. PETROL SOLENOID VALVE
AND PETROL NON-RETURN VALVE
As already said in the previous
paragraph, petrol solenoid valve is
a device allowing the petrol flow
interruption when car works with
CNG supply.
Its made up of a shutter moved
by a magnetic coil and by two fit-
tings, an inlet and an outlet ones.
Sol enoi d valve has al so an
emergency devi ce al l owi ng the
manual reset of petrol passage in
case of problems with the wiring
system.
Petrol solenoid valve (pict. 26) is
closed at rest and it opens when
current passes through it. It must be
installed in the engine compartment
between petrol pump and carburet-
tor. It shows an arrow indicating the
right petrol runni ng di rection i n
order to simplify its assembly.
Petrol solenoid valve must be
fixed with the coil upright, far away
from dangerous parts of engine
compartment. Anyway, its position
might allow reaching the reset devi-
ce.
Moreover, its important to verify
if on carburettor theres a by-pass
pipe for petrol coming back to the
tank. In this case, insert on this pipe
a petrol non-return valve. For
obtaining a correct installation of
the two devices, we suggest to fol-
low instructions given by picture 27.
VMA3/E
CNG valve
Changeover
ECU
FUSE
Coil
Adjusting
screw
Engine
Reducer
Mixer
Petrol solenoid valve
Pict. 26 - Petrol solenoid valve
Pict. 25
Components
layout of
CNG equipment
on carburettor
vehicles
CNG cylinder
VB A1
valve
17
GUIDE TO CNG
6.3.2. TRADITIONAL REDUCER
Gaseous CNG, after overcoming
the VMA3 CNG valve arrives to
the reducer that can be considered
the real equipment lung, not only
from a techni cal poi nt of vi ew,
carrying out a primary role.
It adjusts pressure to a value
near the atmospheric one, making
fuel available for the engine intake.
Reducer l ets pressure down
through three reduction stages:
- first stage lets the pressure
coming from the tank down from
220-250 bar to 5-6 bar.
- second stage brings pressure
coming from the first one to 1,5 - 2
bar.
- third stage reduces pressure to
a value near the atmospheric one.
In order to avoid its freezing for
the abrupt gas expansion, reducer
is warmed using the engine coolant
water, suitably derived.
Reducer must be installed verti-
cally, with diaphragms parallel to
the vehicle running direction. It
must be installed in a place easy to
reach in order to carrying out adju-
stment and maintenance. The hole
on the cap of reducer second stage
must stay free, so that diaphragm
not touching the gas is always at
the environmental pressure.
Special attention must be paid to
the reducer heating system. -Cut
the water pipes going to the heating
system of passenger compartment
and connect them with some T fit-
tings to the reducer pipe-holders.
Connect water delivery to the redu-
cer IN inlet fitting, and water back-
flow to the reducer OUT outlet
(picture 29).
This is a very important connec-
tion because engine coolant liquid
bri ngs i nsi de the reducer heat
necessary to warm CNG after the
abrupt pressure reduction.
In the Pneumatic reducer, LPG
necessary to start the vehicle is
supplied by an electro-pneumatic
device, while in case of engine
accidental or voluntary shutdown,
vacuum lack impedes LPG rea-
ching the engine. In order to correc-
tly adjust the reducer, however, its
necessary to follow instruction you
can find in every pack.
Moreover, for the vehicle correct
PICT. 27 - Installation of Petrol Solenoid valve and Petrol non-return valve on carburettor
vehicles.
Tank
Pump Original
By-pass
Petrol SV
Carburettor
Tank
Pump
Petrol SV
Carburettor
Tank
Pump
Petrol non-return valve
Petrol SV
Carburettor
A) DONT INSERT THE PETROL NON-RETURN VALVE
B) DONT INSERT THE PETROL NON-RETURN VALVE
C) INSERT THE PETROL NON-RETURN VALVE
Pict. 28
BRC MP
pneumatic
reducer
Pict. 31
Dual purpose
mixer
(with clutch)
18
GUIDE TO CNG
working, we want to remember that
its necessary to block thermostat
bl ade, i n order to cl ose hot ai r
intake, orienting the frontal intake
towards lower or rear side of the
vehicle.
6.3.3. MIXER
Thi s devi ce, si tuated down-
stream the reducer, realizes the
right air-fuel mixture.
Mixer for carburettor vehicles
can be realized by using the carbu-
rettor Venturi or by creating on it an
independent Venturi.
To the first family belong:
- dual-purpose system (nozzle
or cl utch), consi sti ng i n a pi pe
inserted by drilling carburettor,
- fork system, consisting in one
or more pipes inserted into the car-
burettor without drill it,
- separate Venturi system.
To the second family belong:
- "cl assi c" mi xers, i nstal l ed
upstream the Venturi and whose
position changes in accordance
with vehicle,
- plate mixers, installed above
the throttle body, under the air filter
box.
6.3.3.1. Dual-purpose system
This solution (pict. 31), can give
the best results if well done, but it
cannot be realized on every kind of
carburettor and it can seriously
damage carburettor if not well done.
Moreover, it requires much time and
experience to be realized.
The choice of drilling position is
conditioned by the necessity to
place connection as in picture 32.
Gas inlet must be made so that the
clutch higher generatrix remains a
little under the narrow section of
Venturi pipe (2-3 mm); generally,
this position coincides with the car-
burettor separate Venturi extremity.
Once the right position found,
pay the best attention with avoiding
interception of petrol while drilling.
Pict. 29
CNG reducer:
water circuit
Pict. 30
CNG reducer:
vacuum for
pneumatic
reducers
BRC
Engine
CNG
reducer
CNG
reducer
Engine
Intake
manifold
Exhaust
manifold
IN
OUT
Clutch, blunted at 45, will have
to be screwed into the carburettor
so that the clutch centre overpas-
ses carburettor axis for some milli-
metres. Then, clutch tight must be
assured by using chemical products
or a nut.
6.3.3.2. Fork system
For sure, this solution (pict. 33)
is easier than the previous one. The
only precaution to adopt is slightly
trim the starter throttle body to allow
its working.
In this case too, you have to pay
attention with leaving a fork extre-
mity long enough to reach 2-3 mm
under the narrow section of Venturi
pipe (if too long, you have to shor-
ten it). Gas flow pipes dont have to
pass through the air filtering ele-
ment, but only through the air filter
box (normally in plastic) (pict. 34).
Pict. 32
Dual purpose
mixer
(with clutch):
installation
Gas inlet
Vacuum
Pict. 33
Fork mixer
Pict. 34
Fork mixer:
installation
Gas inlet
Vacuum
Fork mixer
19
GUIDE TO CNG
20
GUIDE TO CNG
6.3.3.3. Separate Venturi system
Separate Venturi mixer (pict. 35) fol-
lows substantially the same princi-
ple of fork system. Generally its
less economic, as its realized to
satisfy special requirements of a
specific vehicle. This system allows
sometimes avoiding the starters
throttle bodies trimming.
6.3.3.4. Classic mixers
They represent another good solu-
tion, because they allow a very
quick assembly. Normally, theyre
installed on the air pipe coupling.
Classic mixers can be both of clut-
ch (pict. 36) and corollary (pict. 37)
type, in accordance with the vehicle
characteristics.
6.3.3.5. Plate mixers
Theyre installed on the throttle
body. In most of cases, its neces-
sary to lift up the air filter box and
fix mixer on the throttle body with
screws youll find in the pack.
These mixers, thanks to its little
overall dimension, allow a good
working and a very quick assembly
(pict. 38).
Pict. 37
Classic
corollary mixer
Pict. 36
Classic
clutch mixer
Pict. 38
Plate mixer
Pict. 35
Separate Venturi
mixer
21
GUIDE TO CNG
6.3.4. WIRING SYSTEM ON
CARBURETTOR VEHICLE
On this kind of vehicle, its possi-
ble to install both a changeover
swi tch wi th manual star ter
(pict.39) and an ECU with automa-
tic starter (pict. 40).
In the first case, during the star-
ting up, its necessary to manually
activate a changeover switch button
that, thanks to its connection to the
sol enoi d valve si tuated on the
pneumatic reducer, allows the pas-
sage of a defined gas quantity to
start up the vehicle. Safety func-
ti on i s obtai ned thanks to the
vacuum real i zed on the i ntake
manifold (pict. 30).
In the second case, instead, an
electronic circuit manages the pro-
cedure and an electronic stage of
rpm reading allows the Safety func-
tion.
Connections, anyway, are extre-
mely easy, and following instruc-
ti ons contai ned i n the packs i s
enough to correctly install and adju-
st the device.
Pict. 40
General connection diagram of Bristol ECU
with automatic starter, with electroassisted
reducer BRC ME
Fig. 39 - General connection diagram of T100 changeover switch with manual starter, with
BRC MP pneumatic reducer.
T100
GAS/PETROL
CHANGEOVER
SWITCH
Bristol
VMA3/E
CNG valve
VMA3/E
CNG valve
Possible cable for
connection to the
Hall level sensors
Possible
reserve
or resistive
sensor
BRC MP
CNG reducer
BRC ME
CNG reducer
Coil
-
+
Petrol solenoid
valve
Green
Grey
Grey
Black
White
White/Black
Green Brown
7,5A
White
Brown
+12V
under key
+12V
under key
Ground
Ground
Ground
Ground
Ground
Ground
Possible
reserve
sensor
Orange
Petrol solenoid
valve
22
GUIDE TO CNG
(Lambda).
Anti -pol l uti ng di recti ves have
been acknowledged in the gas vehi-
cles sector too. Also in this case,
builders have adapted by creating
carburation control systems that
dont change the original builders
strategies but satisfy the limits requi-
red.
Before analysing necessary pro-
ducts for gas conversion of an injec-
tion vehicle, its better to understand
which are the main electronic injec-
tion systems you can find on vehi-
cles, and how they intervene in gas
transformation.
6.4.1. K-JETRONIC INJECTION
In accordance with the intaked
air flow, washer moves to a defined
balance position which determines,
in its turn, the injected petrol flow
(pict. 41). During the gas mode, the
washer opening can be forced by
the suitable device while petrol flow
is inhibited, or it can be free of float
thanks to a by-pass decreasing the
pump pressure.
6.4.2. SINGLE POINT ELECTRONIC
INJECTION (SPI)
SPI systems generally inject fuel
once per drive shaft revolution, thats
to say twice per cycle. Fuel quantity
is dosed by the injection ECU in
accordance with information gathe-
red by the various sensors (pict. 42).
We can cut the single-injector
working (pict. 43) by intercepting the
connection with the ECU.
6.4.3. MULTIPOINT ELECTRONIC
INJECTION (MPI)
MPI systems have an injector
per cylinder, standing very close to
the intake valve/s.
In the Full-group systems (pict.
44) all injectors are piloted at the
same time and they supply one fuel
dose per drive shaft revolution.
Operating on the only wire that con-
6.4. THE INJECTION
VEHICLE
Big international organisms have
planned and applied more and more
severe nor ms and regul ati ons
because of the increasing of pro-
blems connected to the atmospheric
pollution, in order to reduce noxious
emi ssi ons due to i ndustri al and
urban sectors. In the automotive
field too, builders had to comply their
emission with more and more seve-
re limits. These needs, and the con-
stant progress in the electronic field,
brought to the adoption of supply
systems more and more sophistica-
ted that drastically reduced polluting
elements of exhaust gases, besides
to allow a better driveability of vehi-
cl es. So, bui l ders progressi vely
implemented on their vehicles elec-
troni c i nj ecti on supply systems
managed by sophisticated electronic
control units allowing a closed loop
control of carburation by means of
catalysts and oxygen sensors
2
1
3
4
6
5
8
2b
7
K-Jetronic injection
-1 Washer -2 Mixture governor
-2b Fuel distributor -3 Fuel tank
-4 Fuel Electro-pump -5 Fuel Accumulator
- 6 Fuel filter -7 Pressure governor
-8 Injectors
Pict. 41
Working diagram
of K-Jetronic
system
23
GUIDE TO CNG
nects them to the injection ECU, we
can easily stop their working.
In the sequenti al systems
(SEFI), every injector is piloted
separately and it supplies one fuel
dose every two drive shaft revolu-
tions, in correspondence with the
i ntake phase of i ts cyl i nder.
Intercepting the common supply
(pict. 45a) or the single negative
branches (pict. 45b) we can cut the
working of the different injectors.
16
10
9 8 7
6
5
3
2
1
15
13
Fig. 42
Working diagram
fo Single point
system
+

Pict. 43
+

Pict. 44
+

Pict. 45b
Single point injection
- 1 Actuator with electric engine for idle - 9 Ignition changeover switch
- 2 Fuel pressure governor - 10 Battery
- 3 Ignition coil - 11 Fuel electro-pump immersed in the tank
- 4 Electro-injector - 12 Fuel filter
- 5 Throttle potentiometer sensor - 13 Coolant liquid temperature sensor
- 6 Single point injection ECU - 14 Lambda oxygen sensor
- 7 Remote control switch for system supply - 15 High voltage distributor
- 8 Remote control switch for fuel electro-pump supply - 16 Tank
4
14
11
12
Changeover
ECU or
BRC emulator
Changeover
ECU or
BRC
emulator
Changeover
ECU or
BRC
emulator
+

Pict. 45a
Changeover
ECU or
BRC discon-
necting
switch
Petrol ECU
Petrol ECU
Petrol ECU
Petrol
injector
Petrol
injectors
Petrol
injectors
Petrol
injectors
Petrol ECU
24
GUIDE TO CNG
Pict. 47
Tecno.M
electro-assisted
reducer
6.5. THE INJECTION
VEHICLE WITHOUT
CATALYST
As previously described, compo-
nents situated upstream the CNG
manometer, necessary to convert
an injection vehicle, are the same
of the ones used to convert a car-
burettor vehicle.
Downstream the CNG manome-
ter, instead, to convert an injection
vehicle you need to use an electro-
assisted reducer, a changeover
ECU connected to the vehicle origi-
nal injection system, a special mixer
and, eventually, other electronic
and mechanical devices.
Changeover ECU realizes the
Safety function and the cut-off
function of injection system too.
This is the reason why injection
systems conver ted to gas dont
need the petrol sol enoi d valve
described in 6.3.1.
6.5.1. ELECTRO-ASSISTED
REDUCER-VAPORIZER
On injection vehicles too, redu-
cer has a ver y i mpor tant rol e
because it allows the heat exchan-
ge necessary to avoid CNG cooling
for abrupt expansi on, reduci ng
pressure almost until atmospheric
values, so that fuel can be sucked
by the engine.
Also in this case you have to fol-
l ow the assembly prescri pti ons
described in 6.3.2, concerning
the vertical and parallel position in
comparison with the running direc-
tion, the easy access for adjust-
ment and maintenance, the making
of the heating circuit (pict. 29), and
the air circuit changes.
In the electro-assisted reducer,
an electro-assisted device supplies
the CNG additional quantity neces-
sary to start up the vehicle, and in
case of acci dental or vol untar y
engine stop, the lack of electric
signals of ignition circuit impedes
Pict. 46
BRC ME
electro-assisted
reducer
CNG reaching the engine. In order
to correctly adj ust the reducer,
however, please make reference to
specific instructions youll find insi-
de each pack.
25
GUIDE TO CNG
6.5.2. MIXER
Mixer is situated downstream
the reducer; it manages the right
air-gas mixture. On injection vehi-
cles, we can have different kinds of
mixers.
6.5.2.1. Classic mixers
Theyre installed upstream the throt-
tle body, or along the air intake duct
and they can be both of clutch (pict.
48) and corollary (pict. 49) type.
6.5.2.2. Plate mixers
General ly, theyre used on SPI
injection vehicles (pict. 50). In fact,
theyre installed between the single-
injector and the throttle body thanks
to its little height. Generally, they
are corollary mixers.
Pict. 50
Plate mixer
Pict. 49
Corollary mixer
Pict. 48
Clutch mixer
26
GUIDE TO CNG
6.5.3. WIRING SYSTEM ON INJEC-
TION VEHICLE
WITHOUT CATALYST
On this kind of vehicles, we sug-
gest installing ECUs that allow the
star ti ng up i n petrol mode wi th
automatic changeover to gas, in
order to keep the injectors good
worki ng and correctly reset the
working of original electronic cir-
cuits.
For connections, please make
reference to the specific instructions
you l l fi nd i nto every ECU pack
(pict. 51). BRC ECUs for injection
vehicles carry out the Safety func-
tion (interruption of gas supply in
case of engine accidental stop);
theyre also equipped with level
gauge and with many optional cha-
racteristics according to the model
you choose.
Elegant
VMA3/E
CNG valve
Possible cable for
connection to the
Hall level sensors
Possible
Reserve
or resistive
sensor
To the injectors
Coil
Injection
ECU
Brown
Green
Grey
+12V
under key
Black
Orange
Purple
i
n
j
.

c
o
m
m
.

c
a
b
l
e
White/Black
Ground
Ground
Ground
Pict. 51 - General connection diagram of Elegant ECU with BRC ME electro-assisted redu-
cer.
7,5A
BRC ME
CNG reducer
27
GUIDE TO CNG
they must be homologated in accor-
dance with the anti-polluting directi-
ves in force.
Well better describe BRC carbu-
retion control systems in the fol-
lowing chapters; for further and
more detailed information, please
consul t systems speci fi c hand-
books.
They can be grouped into:
parallel carburation control
systems,
series carburation control
systems.
In parallel control systems, gas
is independently managed by the
ori gi nal petrol engi ne control .
Information about engine condition
and lambda oxygen sensor, and
eventually about throttle position
and manifold absolute pressure
(MAP) comes from the ori gi nal
ECU.
In seri es cont rol systems,
instead, gas is managed on the
basis of injection times given by the
original petrol ECU, suitably conver-
ted for the gas system. Series
system acquires from petrol ECU
also signals about throttle position,
engine condition, manifold absolute
pressure, and eventually lambda
oxygen sensor.
For what concerns parallel
systems, BRC can propose two
fami l i es of product s: BLITZ
Systems and JUST Systems, with
different technical characteristics
and different uses.
6.6. INJECTION VEHICLE
WITH CATALYST
The conti nuous i ncrease of
atmospheric pollution led to new
and more severe environmental
laws. First of all, the compulsory
use of catalyst on first registration
vehicles (in Italy since 1/1/1992).
The three-way catalytic muffler
with Lambda oxygen sensor is the
most advanced solution technology
may offer us in order to reduce pol-
l uti ng emi ssi ons of engi nes. It
allows eliminating more than 90%
of HC, CO and NOx, but it can cor-
rectly work only with electronic sup-
ply systems.
This is the reason why BRC Gas
Equipment realized and patented
many devices allowing the conver-
sion to CNG of vehicles with cataly-
st. These devices perfectly integrate
themselves with vehicle electronic
and fluid-dynamic context, reducing
more and more the noxious emis-
si ons and al l owi ng enj oy CNG
advantages: Ecol ogy, Savi ng,
Performances, Security.
A catalyzed vehi cl e needs a
device able to acquire and elabora-
te the Lambda oxygen sensor
signal in order to be converted to
CNG. This device has also the task
to always give the perfect air/gas
mixture and to manage automatic
changeover from petrol to gas.
Except for systems of last gene-
ration (Just Heavy and Sequent),
mechanical components necessary
to convert a catalyzed vehicle to
CNG are the same used for injec-
tion vehicles not catalyzed (CNG
solenoid valve, electro-assisted
reducer, mixer).
The main differences concern
the el ectri c components of the
system. Instead of a simple chan-
geover ECU ( 6.5.3.), both from a
functional and from a legal point of
view, its necessary to use a carbu-
ration control system made up of an
ECU and a flow actuator. Before
installing these two components,
28
GUIDE TO CNG
Pict. 53
General diagram
of Blitz control
system
6.6.1. GENERAL
CHARACTERISTICS OF
BLITZ SYSTEM
Blitz system is made up of an
Electro-Assisted Reducer (BRC ME
or Tecno.M), an actuator for gas
flow control, an adjusting screw, a
mi xer and an anal ogi cal ECU.
System acts in closed loop, correc-
ting in real time the air/gas mixture
title according to the information
coming from the Lambda oxygen
sensor. As known, this sensor crea-
tes a tension signal depending on
the oxygen present in the exhaust
gases so that it supplies an indirect
measure of mix title (poor, stoichio-
metric and rich). This allows the
ECU acting on the actuator and
checking the gas flow through a sui-
table power stage.
Blitz was exclusively conceived
to only manage the actuator paten-
ted for this system so that it is not
compatible at all with any other
types of actuators.
Besides, Blitz system manages
different functions such as: chan-
geover, safety, level indication and
Lambda oxygen sensor signal emu-
lation.
The function of injectors cut-off
and emulation can be managed by
an external emulator.
Blitz ECU can be connected to
the Di agnosti c Box devi ce that
allows the system set-up and possi-
ble diagnosis through a suitable bar
led.
Blitz system is available in many
versions, different one from each
other by the presence or absence
of the functions described above.
CNG cylinder
Modular
HI MM
VM A3 refuelling
solenoid valve
Petrol injection ECU
VB A1
valve
Tecno.M
reducer
Mixer
Engine
Lambda
Oxygen
Sensor
Petrol
injector
Adjusting screw
CNG
manometer
BLITZ
Lambda Gas
actuator
Changeover
switch
Diagnostic Box
Pict. 52
Details of Blitz
system
29
GUIDE TO CNG
6.6.2. GENERAL CHARACTERI-
STICS OF JUST SYSTEM
Just system too is made up of an
electro-assisted reducer (BRC ME or
Tecno.M), and an actuator equipped
with step motor for gas flow control
that repl aces the BLITZ cl assi c
actuator and the adjusting screw.
Moreover, this system has a mixer
and a digital ECU.
We can apply JUST on every kind
of engine converted to gas, supplied
with electronic injection both intake
and supercharged, and it can auto-
mati cal ly recogni se and use the
signal of lambda oxygen sensor cur-
rent installed on each vehicle. It has
been developed to comply with most
of severe laws about vehicles pollu-
ting emissions and Electromagnetic
Compatibility.
ECU i s based on a di gi tal
hardware using a microcontroller
structure. Microcontroller allows a big
flexibility in the management of the
input coming from the different engi-
ne sensors and a successful mana-
gement of the gas system output.
JUST acts in closed loop, adju-
sting gas carburetion in feedback and
optimising in real time fuel quantity to
obtain a perfect carburation, for what
concerns pollution too, and this not
depending on the outside conditions
(as temperature) and on the fuel
composition.
Just system was exclusively con-
ceived to manage Step actuator. It
consists of a step-by-step starter that
with its movement put upright a pivot
that closes the gas passage towards
the mixer. The actuator movement is
controlled by the engine control stra-
tegy according to the different inlet
sensors. The digital system decides
very quickly, so that actuator move-
ment can guarantee a constant kee-
ping of the correct stoichiometric
ratio.
Moreover, Just manages different
funct i ons such as: changeover,
safety, level indication and Lambda
oxygen sensor signal emulation.
An eventual external emulator
can manage interruption and emula-
tion functions of the injectors.
The set-up of this device can be
made both by the changeover switch
and the BRC Diagnostic Box, and by
a PC equipped with a programming
and interface software.
Pict. 55
General diagram
of Just control
system
Pict. 54
Details of
Just system
VM A3 refuelling
solenoid valve
CNG cylinder
Modular
HI MM
Petrol injection ECU
VB A1
valve
Tecno.M
reducer
Mixer
Engine
Lambda
Oxygen
Sensor
Petrol
injector
CNG
manometer
STEP
actuator
Changeover
switch
Diagnostic Box
30
GUIDE TO CNG
6.6.3. GENERAL
CHARACTERISTICS OF
JUST HEAVY SYSTEM
Just Heavy system, addressed to
CNG supply of controlled ignition
engines, is the new interesting evo-
lution of Just system, born to extend
the application field and improve its
performances.
Just Heavy, in fact, keeps practi-
cally unchanged the main characte-
ri sti cs of the Just system (easy
installation, parallel configuration,
with possible cut-off and emulation
of lambda oxygen sensor, self-set-
ting, self-adaptativity, possible dedi-
cated and deep set up by means of
an interface software on PC), but
has also some important mechani-
cal and electronic features, that we
can resume in the following main
points:
mixer is absent (gas is injected
into the manifolds, not intaked by the
engine), so consequently : there are
no disadvantages for performances
in petrol mode, a possible power
loss in gas mode only depends on
characteristics of the gas itself, there
are no additional overall dimensions
on the intake ducts;
two-stages reducer, with small
overall dimensions and bigger instal-
lation flexibility;
new actuator-distributor still
based on a sole step-by-step engine
that allows dosing gas and directly
introducing it into every single intake
manifold duct (near original petrol
injectors), eliminating the backfire
risk;
P1 and MAP sensor, supplying
to ECUs information about vacuum
inside intake the manifold (MAP)
and about reducer outlet pressure
(P1).
ECU microcontroller with capa-
city and calculation ability bigger
than the Just system ones, able to
allow managing the new actuator
and developing sophisticated carbu-
ration control strategies, and with
innovative procedures for self-acqui-
sition, self-adaptativity and self-dia-
gnostic.
Main target of Just Heavy system
is to obtain a high level of perfor-
mances with an easy installation
and a quick set up.
Results of approval test for emis-
Pict. 57
General diagram
of Just Heavy
control system
Pict. 56
Details of Just
Heavy system
Changeover
switch
VM A3 refuelling
solenoid valve
CNG cylinder
Modular
HI MM
Petrol injection
ECU
VB A1
valve
Genius HSM
reducer
Engine
Lambda
Oxygen
Sensor
Petrol
injector
CNG
manometer
Step HS
actuator
P1-MAP
sensors
Just Heavy ECU
Computer
Gas nozzle
MAP vacuum
31
GUIDE TO CNG
sions proved the extraordinary qua-
l i t y of the carburat i on cont rol
system.
Approval tests for European
Regulations nr. 110, especially about
El ect romagneti c Compat i bi l i t y
(EMC), bri l l i antly passed by the
system, exalted its strength to elec-
tromagnetic troubles and confirmed
effectiveness of planning and pro-
duction strategies adopted.
32
GUIDE TO CNG
For what concerns seri es
systems, BRC can propose
SEQUENT, a supply system with
CNG injection in gaseous phase.
6.6.4. GENERAL
CHARACTERISTICS OF
INJECTION SYSTEM IN
GASEOUS PHASE SEQUENT
SEQUENT is the most advan-
ced product in the field of gas injec-
tion equipment, and it can be con-
sidered to all intents and purpo-
ses as a COMMON RAIL
system.
In fact, its the first in introducing
in the gas supply field the winning
evolution for modern Diesel engi-
nes: a "rail-line" in pressure (rail),
supplying fuel to all injectors (true
injectors) assigned to inject it in
each engine cylinder.
Moreover, SEQUENT introduces
the harness modularity concept.
This means the possibility to install
SEQUENT system on a vehicle by
only connecting three wiring cables,
and adding further wiring connec-
tions only in case of sophisticated
vehicles.
In the SEQUENT system, unlike
a continuous flow injection, ECU
calculates injectors opening times,
cylinder by cylinder, and it acts
them separately on each gas injec-
tor with the highest precision and
the best timing if compared to the
i ntake valve openi ng i nstant.
Sequential injection management
allows therefore obtaining the top
timeliness and precision of fuel
dosage.
As i n al l el ectroni c i nj ecti on
systems, a mixer doesnt aspirate
the gaseous fuel, but the correct
quantity is determined through the
calculations made by the ECU. It
allows obtaining the well-known
advantages of the i nj ect i on
systems, such as:
no disadvantages for perfor-
mances in petrol mode, because of
the absence of a mixer,
best perfor mances i n gas
mode, typical of injection systems,
no additional overall dimen-
sions on the intake ducts,
elimination of backfire risk, due
to the injection near the intake val-
ves and increased by the fact that
injection occurs in a timed way with
the intake valve opening.
The result is that the original
sequential working, for which engi-
ne had been planned, built and
opt i mi sed, stay absol utely t he
same, reaching the following practi-
cal results:
better driving fluidity,
consumption optimisation,
reduction of polluting emis-
sions.
Other advantages, t ypi cal of
series systems, are the followings:
normally, its not necessary to
delete error codes in the petrol
ECU, because they cannot appear
anymore,
i ts no more necessar y to
install Memory devices on vehi-
cles equipped with OBD diagnostic,
all petrol ECU functions stay
efficient even during gas mode,
assuring the respect of OBD regu-
Pict. 58
General diagram
of SEQUENT
control system
Changeover
switch
VM A3 refuelling
solenoid valve
CNG
cylinder
Petrol injection
ECU
VB S1
valve
Genius.M
reducer
Engine
Lambda
Oxygen
Sensor
Petrol
injector
Gas
nozzle
MAP vacuum
CNG
manometer
Rail with
BRC injectors
P1-MAP
sensor
FJ1 Filter
FLY SF ECU
Computer
33
GUIDE TO CNG
lations,
every gas injector is individual-
ly pi l oted, al l owi ng to mai ntai n
petrol i nj ecti on ECU strategi es
during the gas mode,
it doesnt need special adjust-
ments, if mapping is available.
Moreover, thanks to the ECU big
integration:
no external device is needed
for injectors cutting and emula-
tion,
we can read rpm from the
crankshaft wi t h no need of
external adapters,
ECU is equipped with an inter-
nal timing advance processor
suitable for most of cars,
we can connect two lambda
oxygen sensors in the one-
connector ECU versi on and
three sensors in the two-con-
nectors ECU version, without
need of adapters,
ECU contains the main adap-
ters for current and sup-
plied lambda oxygen sen-
sors,
we can manage vehicles up
to 8 cylinders in the two-con-
nectors ECU version.
34
GUIDE TO CNG
An engine conceived to work
with petrol has an optimal ignition
point for that kind of fuel. Alternative
fuels have, instead, different com-
bustion characteristics.
Using alternative fuels without
modifying the original ignition point
should mean dont exploit all engine
performances, having so bigger fuel
consumptions and lower available
power.
The only solution to this problem
is use a timing advance processor.
Timing advance processors are
electronic devices that analyse the
original ignition point and change it
in accordance with the fuel used..
BRC has a wide range of pro-
cessors, able to optimise every kind
of ignition, from the simplest one
with coil ignition, to the most difficult
managed by the petrol ECU.
7. TIMING
ADVANCE
PROCESSORS
Pict. 59
Aries timing
advance processor