By S.K.Ansari (Speaker & Author) Seema Ansari (Co-author) Adeel Ansari (Co-author) Abstract on CNG
CNG is a safe fuel. Being lighter than air, it disperses easily into the atmosphere and does not form
a sufficiently rich mixture for combustion to take place. CNG is 130 octane, which is considerably higher than 93 octane for petrol; consequently, CNG vehicle is more energy efficient. Higher octane rating allows higher compression ratios and improved thermal efficiency4, reducing carbon dioxide emissions. CNG allows the use of catalytic converter more efficiently than diesel. Compared to petrol or diesel, CNG vehicles emit 40% less of nitrous oxide (a toxic gas that creates smog), 90% less of hydrocarbons (which carry carcinogens), 80% less of carbon monoxide (a poisonous pollutant), and 25% less of carbon dioxide (a major greenhouse gas). Further, noise level of CNG engine is much lower than that of diesel. It was estimate a conventional diesel bus is roughly 100 times more harmful than a CNG bus, while diesel engines with particulate filters (Euro IV) still being more harmful than CNG engine by a factor of four. Gasoline and diesel were to be substituted with NG for motor vehicles, which is now a mature technology. Most of the vehicles in Japan run on LPG, but are now opting for CNG. Bangladesh too plans to convert its fleet to CNG mode. Italy has about 300,000 vehicles running on CNG, with a network of 280 filling stations. Pakistan has declared CNG as the fuel of the future. The conversion process has been going on for the past fivesix years and Pakistan is now successfully running about 1,60,000 vehicles on CNG. By converting 100,000 cars to CNG, Pakistan plans to save about US $ 30 million per year. In UK, the market for CNG vehicles has expanded rapidly over the past five years. Korea too proposes 20,000 diesel-powered buses to be replaced by those running on CNG.
Heavy-duty vehicles using natural gas, especially CNG, have made significant progress toward meeting stringent emission requirements mandated by governments around the worldrequirements that conventional gasoline and diesel vehicles cannot meet. Unlike so many other fuels that are reliant on the development of new technology, natural gas is readilyand abundantlyavailable now from stable sources that offer security of supply.
Current Position
As on 30th. June 2005, natural gas is being supplied to various categories of consumers that are either connected to the pipeline system or independent pipeline network directly from Exploration and Production (E&P) Companies as per details given below: On the SNGPL/SSGPL System Domestic Sector Commercial Sector Fertilizer Plants Industrial Units WAPDA & KESC Power Plant Cement Plants Captive Power Plants CNG Sub-Total (A) On Independent network Fertilizer Plants WAPDA & KESC Power Plants Independent Power Plants Sub-Total (B) Grand Total (A + B) Percentage load 15.6 2.4 5.2 19.4 32.5 1.2 4.2 0.5 81 Percentage load 8.5 7.2 3.3 19 100
6.3 Bcfd
Demand
1.2 Bcfd
Supply
3.1 Bcfd
2,000 0
Shortfall
Ye ar 20 07 20 08 20 10 20 11 20 12 20 13 20 14 20 15 20 20
Demand
Supply
Short fall
above mentioned policy as of late they have been pressurizing the Govt. once again to implement the 1992 policy keeping in view the current shortages of petrol and diesel. It will also reduce the consumption of precious fuels (petrol and diesel) for automotive purposes that further aggravate the economic and environmental situation. Many countries round the world are drafting laws to ensure plethora of car owners to consume CNG. The Indian Govt. has also passed an order resulting in complete shift of public transport to CNG in New Delhi. Also, in USA, through incentives of $ 250 to each CNG vehicles manufactures , utilization of natural gas is urged.
Over 2 million vehicles were converted to CNG as of march 2009, showing an increase of 35 percent yearly. On average 29,167 vehicles are being converted to CNG every month. All Pakistan CNG Association (APA) Sana-ur-Rehman confirms that CNG stakeholders have invested Rs.90 billion in this sector and another Rs 20 billion investment is in pipeline. The CNG consumers had invested around Rs 60 billion in converting their vehicles to CNG. The CNG was replacing at least 6.12 billion liters of petrol every year and saving foreign exchange to the tune of billions of dollars. The CNG sector pays 24 percent sales tax and 4 percent withholding tax to the government. Moreover, the CNG is contributing tremendously towards maintaining the air pollution level lower since it emits almost 85 percent less harmful gasses, zero lead and zero particulate matter.
CNG Technology
CNG can easily be used in Otto-cycle (gasoline) and modified Diesel cycle engines. Lean-burn Ottocycle engines can achieve higher thermal efficiencies when compared with stoichiometric Ottocycle engines at the expense of higher NOx and hydrocarbon emissions. Electronically-controlled stoichio-metric engines offer the lowest emissions across the board and the highest possible power output, especially when combined with EGR, turbo charging and inter-cooling, and three way catalytic converters. The octane rating of CNG is far greater than Petrol and if handled correctly it can produce same or more power output from an engine provided the Compressed Natural Gas is compressed properly and accurate amounts of BTU Figures attained.CNG cylinders can be made of steel, aluminum, or plastic. Lightweight composite (fiber-wrapped plastic) cylinders are especially beneficial for vehicular use because they offer significant weight reductions when compared with earlier generation steel and aluminum cylinders, which leads to lower fuel consumption. CNG may be refueled from low-pressure or high-pressure systems. The difference lies in the cost of the station vs. the refueling time. There are also some implementations to refuel out of a residential gas line during the night, but this is forbidden in some countries.
Net Energy Content Btu/lb. Btu/gal. Autoignition Temperature (oF) Flashpoint (oF) Octane Range (R+M) 2 Number
19,800 82,000
21,300a 22,800a
450 - 900
400 - 500
920 1,020
1,350
-45 87 to 93
-300 120e
L = 1.4 H = 7.6
L = 5.3 H = 14 nontoxic
0.58 37.8
The gross heating value is the total heat obtained by complete combustion at constant pressure of a unit volume of gas in air, including the heat released by condensing the water vapour in the
combustion products (gas, air, and combustion products taken at standard temperature and pressure).
Sulphur:
In the Pakistan, the typical sulphur content is 5.5 mg/m3. This includes the 4.9 mg/m3 of sulphur in the odourant (mercaptan) added to gas for safety reasons.
Water:
The water vapour content of natural gas in the Union Gas system is less than 80 mg/m3, and is typically 16 to 32 mg/m3.
Natural Gas
Natural Gas is an organic compound that is found deep within the earth. It is a fossil fuel formed over millions of years of geological pressures and changes. Natural gas is primarily methane comprised of hydrogen and carbon. It is a safe fuel source that is commonly used in homes and businesses for heating, lighting and cooking.
5. The natural gas solenoid valve allows natural gas to pass from the regulator into the gas mixer or fuel injectors. 6. Natural gas mixed with air flows down through the carburetor or fuel injection system and enters the engine's combustion chambers.
The tank unit modules including frame and valve as well as high pressure accessories should be design to place in the vehicle as shown in the above figure. When weight is a significant factor, the weight optimized composite cylinders (Type II and Type IV) can be used to power cars. Steel composite cylinders (Type II) have a seamless liner of chrome molybdenum steel with carbon fibre wrap. Full composite cylinders (Type IV) consist of a plastic liner also with a carbon fiber wrap. A feature of these cylinders is their favorable weight: volume ratio.
pressure gas along with light crude oil or condensate. These separators use pressure differentials to cool the wet natural gas and separate the oil and condensate. Wet gas enters the separator, being cooled slightly by a heat exchanger. The gas then travels through a high pressure liquid 'knockout', which serves to remove any liquids into a low-temperature separator. The gas then flows into this low-temperature separator through a choke mechanism, which expands the gas as it enters the separator. This rapid expansion of the gas allows for the lowering of the temperature in the separator. After liquid removal, the dry gas then travels back through the heat exchanger and is warmed by the incoming wet gas. By varying the pressure of the gas in various sections of the separator, it is possible to vary the temperature, which causes the oil and some water to be condensed out of the wet gas stream. This basic pressure-temperature relationship can work in reverse as well, to extract gas from a liquid oil stream.
Water Removal
In addition to separating oil and some condensate from the wet gas stream, it is necessary to remove most of the associated water. Most of the liquid is removed by simple separation methods at or near the wellhead. However, the removal of the water vapor that exists in solution in natural gas requires a more complex treatment. This treatment consists of 'dehydrating' the natural gas, which usually involves one of two processes: either absorption, or adsorption. Absorption occurs when the water vapor is taken out by a dehydrating agent. Adsorption occurs when the water vapor is condensed and collected on the surface
Vapor
Removal
Process
Wet gas from the well enters the centrally located inlet in the lower portion of the vessel where the velocity is reduced and flow direction is changed. In this area, heavier drops of entrained water are separated and fall into the large-capacity claim area. As the gas moves upward through the bed of drying tablets, moisture vapor is absorbed on the surface of the tablets. The water and drying material combine into a solution which falls into the claim area. (Note: Solution will not freeze above -20F.) At the dehydrator outlet, the gas is free of liquid waste and moisture vapor is substantially removed.
Water Vapor Charts for Saturated Natural Gas, type SP and type 10BF Desiccant
This chart shows the water vapor content of 100% saturated Natural Gas at the given temperatures and pressures, measured in pounds of water per million cubic feet.
10 PSIG 80F 75F 70F 65F 60F 58F 56F 54F 52F 50F 45F 40F 35F 985 834 703 593 499 462 430 401 373 347 287 237 195 25 PSIG 626 531 448 378 318 295 274 256 238221 183 151 124 50 PSIG 382 324 273 231 194 180 167 156 145 135 112 93 76 75 PSIG 279 237 200 169 142 132 123 115 107 99 82 68 56 100 PSIG 220 186 157 133 112 104 97 90 84 78 65 54 44 125 PSIG 182 155 131 111 93 86 80 75 70 65 54 45 37 150 PSIG 156 132 112 95 80 74 69 64 60 56 46 38 32 175 PSIG 137 116 98 83 70 65 61 57 53 49 41 34 28 200 PSIG 122 103 88 74 63 58 54 51 47 44 36 30 25 225 PSIG 110 95 80 67 57 53 49 46 43 40 33 27.4 22.7 250 PSIG 101 86 72 61 52 48 45 42 39 36 30 25 20.8 275 PSIG 93 79 67 57 48 45 41 39 36 34 28 23.3 19.3 300 PSIG 86 73 62 53 45 41 39 36 34 31 26 21.7 17.9 350 PSIG 76 64 55 46 39 36 34 32 30 28 23 19.1 15.9 400 PSIG 68 58 49 42 35 33 31 29 27 24.8 20.7 17.2 14.3 500 PSIG 56 48 41 35 29 27 26 23.9 22.3 20.8 17.4 14.5 12.1 750 PSIG 41 35 30 26 21.7 20.2 18.9 17.7 16.5 15.4 13 10.8 9.1 1000 PSIG 33 29 24.4 20.8 17.7 16.6 15.5 14.5 13.6 12.7 10.7 9 7.5
Glycol
Dehydration
The dehydration process as shown in the above figure and as described by Natco, is relatively straight forward. Wet gas contacts dry glycol and the glycol absorbs water from the gas. Wet gas enters the tower at the bottom. Dry glycol flows down the tower from the top, from tray to tray, or through packing material. The dehydrated gas leaves the tower at the top and returns to the pipeline or goes to other processing units. The water rich glycol leaves the tower at the bottom, and goes to the reconcentration system. In the reconcentration system, the wet glycol is filtered of
impurities and heated to 400F. Water escapes as steam, and the purified glycol returns to the tower where it contacts wet gas again.
Solid-Desiccant Dehydration
Solid-desiccant dehydration is the primary form of "drying" natural gas using adsorption, and usually consists of two (or more) adsorption towers, which are filled with a solid desiccant such as silica gel. Wet natural gas is passed through these towers where the water is adsorbed and retained and the gas exits (The reason for using two or more towers is so that as the desiccant in one tower becomes saturated with water, it can be shut down and the desiccant regenerated while another tower is on-line). The natural gas is then sent through a regeneration cycle. In this cycle, dry gas exits the bed, is cooled, and wet gas is diverted back to the wet inlet gas stream.
Tube Trailer
Tube trailers are available from 2000m3 up to 6000m3 of stored gas at 200bar. With an outstanding Quality the trailers are equipped with burst disk and if required safety valves. Each tube can be separately closed during transport. All tubes come with DOT approval
Storages
Below shows the different models of storage at one, two, or three sectors with horizontal and vertical disposition with condensate liquids drains with variable volumes from 400 to 5000 liters water capacity with control and priority panels
STORAGE MICROSTORAGE The equipment denominated MICROSTORAGE produced by the company SAFE S.r.l. in version 1200, 2400, 3600, is finalized to the storage of the natural gas for automotive and is conceived for public and private refuelling stations microstorage is an equipment mainly constituted by: A structure containing metallic al panels Storage cylinders plus fittings and hoses. Panel with control and protection system.
Gas Filter
This is located between the regulator and the injector rail and it is used to filter the gaseous-state LPG. The filter contains a cartridge that guarantees 80-m. filtering capacity. Maximum operating pressure is 250 kPa.
Regulator
NG2-2 - This is a compensated, two-stage diaphragm type regulator, with water-gas heat exchanger, filter, gas solenoid valve and safety valve. It is calibrated for a supply pressure that is 2 bar (200 kPa) above the pressure of the intake manifold. The nominal flow rate is 30 Kg. / h. NG1 - This is a compensated, one-stage diaphragm type regulator, with water-gas heat exchanger, filter, gas solenoid valve and safety valve. It is calibrated for a supply pressure that is 2 bar (200 kPa) above the pressure of the intake manifold. The maximum flow rate is 22 Kg. / h.
Injector Rail
The CNG fuel stored in the rail is injected by CNG injectors into the intake manifold. The injectors are driven by the CNG ECU. The rail allows to install 2, 3 or 4 injectors in order to cover the entire range of possible applications. CNG pressure and CNG temperature are measured into the injector rail. The injectors are driven with a peak and hold actuation. Maximum operating pressure is 250 kPa.
(or the injectors exclusion wiring) cuts off the flow of petrol to the engine, whereas during petrol operation the flow of natural gas to the engine is cut off by the high-pressure solenoid valve.
REGULATOR TN 1
Electronic control device to reduce the natural gas pressure allowing a regular flow of gas every time the engine requires it. It is equipped with three natural gas reduction stages that allow stability at both high and low pressures and a high-pressure solenoid valve upstream from the first stage. The absorption of heat, taken from parts of the regulator, heated with the liquid of the engine cooling circuit, prevents the natural gas freezing during the fall in pressure phase. The flow of gas necessary for engine idling is obtained throught the main gas pipe thanks to the vacuum generated by the engine. It includes an electronic starting device with a built-in safety system that trips and shuts off the gas solenoid valves if the engine is switched off or stalls. Regulator type: 3 stages with electronic starting device and vacuum controlled idling at negative pressure Use: automotive (suitable for vehicles with catalytic converter, injection, carburettor and turbocharger) Type of fuel: CNG (compressed natural gas) Heating: engine cooling circuit liquid Test pressure: 300 bar Inlet pressure: 220 bar First stage adjustment pressure: 4 bar Second stage adjustment pressure: 1.5 bar Power supply: 12 V DC
High-pressure solenoid valve coil power capacity: 20W Idling solenoid valve coil power capacity: 14W Versions: TN 1/B (standard): up to 100 kW TN 1 (oversize): from 100 kW to 146 kW TN 2 C (super oversize): from 146 kW to 169 kW TN 2 C/S: from 169 kW to 193 kW TN 3 : over 193 kW TN 1/B Turbo: for turbo-charger engines up to 154 kW
INJECTORS EMULATORS
During gas operation, these electronic devices cut off the flow of petrol on cars equipped with electronic injection and emulate the signal of the injectors or other sensors. The emulator model for each car varies depending on the type of injection system involved in the conversion.