|| Our Areas of Specialization include:
A. CONVERSION OF MOBILE DIESEL ENGINES.
A. CONVERSION OF MOBILE DIESEL ENGINES (Such as Luxurious Buses, Trailers, Trucks, Tractors, Diesel Engine Buses / Cars, refuse haulers, Constructions Equipment, Trains e.t.c.) to BI-FUEL SYSTEM that will use both Diesel and Compressed Natural Gas (CNG) at the same time.
CNG CONVERSION KIT DESCRIPTION AND THEORY OF OPERATION IN DIESEL ENGINE (BI-FUEL).
The Bi-fuel Conversion System is a retrofit technology that allows diesel engines to operate on a mixture of diesel fuel and natural gas. This is achieved through the use of proprietary and patented technology that is installed externally of the engine. Conversion to bi-fuel mode requires no major changes or modifications of the engine and allows the engine to operate on gas mixtures ranging from 50% to over 70% of total fuel consumed. After conversion to bi-fuel, the engine can still operate on 100% diesel without loss of power or efficiency. The system has been designed to allow for switching of fuel modes during full or part load conditions, without interruption in engine speed, power or stability. The system utilizes a fumigation gas delivery method during which gas is delivered to the cylinders via the standard engine air-intake system and is then ignited by a diesel “pilot” which acts as the ignition source for the air/gas mixture.
B. CONVERSION OF MOBILE PETROL ENGINES.
B. CONVERSION OF MOBILE PETROL ENGINES (cars, petrol engine buses/trucks etc) into 100% Natural Gas engines using CNG in cylinders without any alterations to the engine.
CNG CONVERSION KITS DESCRIPTION IN PETROL ENGINE (MONO FUEL).
The Mono-fuel Conversion System allows petrol engines to operate on either petrol or natural gas but not the two fuels at the same time as in the case of diesel engine conversion system. Conversion to mono-fuel mode requires no major changes or modifications of the engine and allows the engine to operate on either 100% petrol or 100% natural gas. After conversion, the engine can still operate on 100% petrol without loss of power or efficiency. The system has been designed with a manual switch on the dash board for user to select the fuel mode either natural gas or petrol. If on petrol the system uses the engine OEM timing and injector modules and when on natural gas due to differences in response and ignition point of the two fuels, natural gas requires Timing Advance Processor as well as Injector Emulator The injector emulator sends the required signal to the engine to enable it use 100% natural gas.
C. SALES INSTALLATIONS AND AFTER SERVICES MAINTENANCE OF DIESEL / NATURAL GAS BURNERS AND LPFO (LOW POUR FUEL OIL) / NATURAL GAS BURNER.
SALES INSTALLATIONS AND AFTER SERVICES MAINTENANCE OF DIESEL / NATURAL GAS BURNERS AND LPFO (LOW POUR FUEL OIL) / NATURAL GAS BURNER All regulations and setting devices are simple and practical for both fuels. For LPFO / natural gas burner, provision is made for a pre-heating tank equipped with low thermal load electrical resistance to keep the LPFO in fluid state.
D. CONVERSION OF DIESEL ENGINE GENERATORS TO BI-FUEL SYSTEM.
CONVERSION OF DIESEL ENGINE GENERATORS TO BI-FUEL SYSTEM that will allow engine to use both diesel and pipeline gas or CNG as may be requested by the client.
The Bi-Fuel System uses a proprietary air-gas mixing device that has been designed for optimum blending of natural gas and engine intake air. Mixing of air and gas is achieved using a sophisticated, fixed venturi design that avoids the use of an efficiency robbing throttle plate. The low restriction air-gas mixer ensures that adequate air-flow is maintained to the engine and that operating efficiencies are not compromised by installation of the device.
Gas Train.
Conditioning and regulating the natural gas prior to admission into the engine is a critical part of the Bi-Fuel System. The system “gas train” includes a 50-micron fuel filter, an electrically-operated solenoid valve, actuated in the event of an emergency or for system shutdown, and a zero pressure, demand-type gas pressure regulator. This latter component reduces the inlet gas pressure (3 ±1 psi) to roughly atmospheric pressure. With a negative outlet pressure, the design allows the system to use a “demand” control scheme whereby engine intake airflow determines the gas flow of the engine. As engine load changes, corresponding changes in intake air volume automatically draw additional fuel into the mixer.
Typically, gas is introduced downstream of the engine air cleaner and upstream of the turbocharger. The gas is supplied at approximately atmospheric pressure using a proprietary air-fuel mixer that allows for a high level of gas mixing with the least possible air restriction. The air-gas mixture is compressed in the turbocharger and distributed to each cylinder by the engine air intake manifold. The lean air-gas mixture is compressed during the compression stroke of the piston and ignited by the diesel injector. Since the air-gas mixture is maintained in a lean condition, pre-ignition does not occur.
Flow of gas to the engine is load dependent and varies with combustion airflow changes. The Bi-Fuel System varies gas flow according to changes in engine vacuum level. This allows it to respond to engine fuel requirements while maintaining the integrity of the OEM governing system. The standard Bi-Fuel System incorporates an integrated Mixer Throttle Body that varies the gas flow base on the power output from the generator. Diesel injection is controlled by the OEM governing system during both gas and diesel modes.
The Bi-Fuel Control panel with ECU monitors various engine and system parameters such as manifold air pressure and temperature, exhaust gas temperature, gas pressure and engine vibration. This information allows the controller to determine when to activate or deactivate bi-fuel operation depending on engine performance, load level, ambient temperature, knock limits or gas supply pressure levels.
E. PRODUCTION OF PRESSURE REDUCTION SYSTEMS (PRS).
Production of Pressure Reduction Systems (PRS) of different sizes ranging from 10 m3 to 3000 m3. This PRS can regulate the high pressure from Compressed Natural Gas (CNG) storage tank of 250 bar to 2 – 4 bar or as requested by the end user.The small PRS can be used to power smaller generators ranging from 10Kva to 200kva while the medium PRS can be used to power from 200kva to 1000kva and the Big PRMS can be used to power from 1000Kva and above.The size of the PRS is also depend on the inlet pressure to the systems, Outlet pressure to the equipment and the flow rate of the Gas. The flow Rate of gas to the equipment can also be determined by the equipment the PRS will be supplying gas to. Since the PRS is produce locally, we have our engineers that can respond to the clients need in house and the spares.