Vehicle Fuel Tank System

Liquid Natural Gas — The Clean Fuel for Today and Tomorrow



A Chart Industries Company

Hazards of LNG
LNG is predominately methane gas. It is cooled to very low temperatures (less than minus 200° F) and stored as a cryogenic liquid under pressure (up to 230 psig). Working with the equipment can expose you to the following hazards. Flammable Gas: Although the liquid is not flammable it rapidly evaporates in air into large volumes of gas. The gas expands to 600 times its original liquid volume. So even small liquid leaks can pose a large fire hazard near the leak. The gas is flammable in concentrations of between 5% and 15% in air. Cryogenic Temperatures: The liquid LNG is below minus 200° F. Since this liquid is stored under pressure you can be cryogenically burned very easily by coming in contact with a pressurized liquid stream. You can also be cryogenically burned by hard contact with a cryogenic temperature fuel line. Large Expansion Ratio: Since LNG will expand to 600 times its original volume when warmed from a cryogenic liquid to a room temperature gas it will build extremely high pressures (over 3000 psig) if trapped in lines. Pressures this high will cause lines and fittings to fail. Care must be taken in the design of piping systems and during maintenance operations to assure that liquid cannot become trapped between two valves. Inert Gas: Although natural gas is non-toxic it is an inert gas and can cause asphyxiation if present in very large concentrations. This is a minimal hazard with vehicle fuel systems as they simply don’t contain enough product to displace large quantities of oxygen around the vehicle.

A Chart Industries Company

Vehicle Tank Customer Service: Phone: 770-720-6770 Fax: 770-479-6539

Fuel Station Customer Service: Phone: 952-882-5204 Fax: 952-882-5080

Web site: www.nexgenfueling.com This manual deals with LNG vehicular fuel tanks, the hazards, and the safety precautions that are necessary when working with this type of equipment. The manual is designed to familiarize experienced mechanics and vehicle operators with the features, safety precautions, operating procedures and maintenance of the LNG Fuel System provided by NexGen Fueling. For more generalized information on LNG fuel systems refer to NFPA 57 and 59A available from the National Fire Protection Association, www.nfpa.org, 617770-3000. For information on handling cryogenic liquids Refer to CGA P-12 available from the Compressed Gas Association, www.cganet.com, 703-788-2700. No attempt should be made to fill or maintain this equipment until this manual and its supplements have been read and fully understood. Throughout this manual items appearing in Bold Text highlight conditions that can result in serious injury or death.

Table of Contents
Section Description
Safety I II III IV V VI VII VIII IX X Introduction Plumbing Components Accessories Installation Fueling Troubleshooting Component Replacement Parts List Appendix Warranty

Page No.
1 2 3-4 5-6 7-10 11-12 13-16 17-18 19-21 22-25 26 Keep equipment away from open flames, sparks, and temperatures over 1 Ò 200° F. Utilize leak detection equipment to locate small leaks. Cover eyes and exposed skin when working on LNG systems. Isolate the fuel tank and remove the pressure from the system prior to maintenance operations.

Safety Precautions
Keep the equipment area well ventilated. This will prevent the buildup of methane gas if leaks are present.


Super Insulation Inner Vessel Evacuation Port Relief Valves Vapor Shutoff Valve Outer Vacuum Jacket Pressure Control Regulator Excess Flow Valve Fill Check Valve Fuel Shutoff Valve 2 . The Heat Exchanger uses engine coolant to vaporize the liquid and turn it into a gas. there are no pumps in the system. Typically the fuel temperature is about –220° F. This means that it stores the natural gas fuel as a highly refrigerated liquid at low pressure. Despite its high tech appearance you will find it easy to use and maintain. Typically you can get three times as much gas in the same space at about half the weight if it is stored as a cryogenic liquid instead of as a compressed gas. The Storage Tank To contain this cryogenic fuel without the use of any outside source of refrigeration the tank has to be extremely well insulated. A vacuum is pulled between the LNG tank and the outer shell.INTRODUCTION Congratulations !! You have just purchased the worlds most advanced LNG vehicle fuel tank. has the highest thermal efficiency known with an R value exceeding 5000. I Cryogenics The LNG fuel tank is a cryogenic container. This type of insulation allows for standby times of over a week with no loss of product. Tank pressure is maintained by a tank mounted Pressure Control Regulator that vents excess pressure into the fuel line during periods of engine operation. Stainless has both the low temperature strength necessary to contain the cryogenic fuel and the high temperature toughness to allow the vacuum casing to armor the inner pressure vessel. and the fuel pressure is about 70 psig. the LNG fuel tank can withstand years of vehicular service with no loss of performance. Both the inner pressure vessel and the outer vacuum vessel are constructed of stainless steel. The cold pressurized fuel then passes through a Heat Exchanger. Once out of the Heat Exchanger the fuel is a warm gas. When the engine demands fuel the pressurized liquid natural gas flows out of the tank toward the engine. The reason for cryogenic storage is that natural gas is much more dense as a low temperature liquid than it is as a compressed gas. at tank pressure. To achieve the high level of insulation efficiency needed the LNG pressure vessel is covered with insulation and enclosed by an outer vacuum vessel. Fuel Delivery System The driving force for delivery of the fuel to the engine is provided by the fuel pressure itself. It will give years of trouble free service and is designed to outlive the vehicles on which it is installed. called super-insulation. With an all stainless vessel support structure as well. This combination of insulation and vacuum. ready to be burned by the engine.

Its function is to prevent backflow through the fill line in the event of a fuel coupler failure or vehicle accident. Its function is to provide a positive shutoff of the fuel line for service and maintenance operations.II PLUMBING COMPONENTS 1 Fill Check Valve 3 Excess Flow Valve The fill line check valve is a bronze swing check with a soft seat. It relies on tank pressure to seal and despite the soft seat should not be regarded as a positive shutoff valve. The fuel shutoff valve connects to the liquid withdrawal line at the bottom of the tank and to the vapor withdrawal line at the top of the tank through the Pressure Control Regulator. The Fill Check Valve connects to a top fill line inside of the tank. It is not designed to protect piping downstream of the Heat Exchanger. Its function is to provide a positive shutoff of the vapor withdrawal line for service and maintenance operations. The Excess Flow Valve is not a positive shutoff valve. Its hard seat allows a small flow to pass by to allow the valve to automatically reset when the Fuel Shutoff Valve is closed. Headring Tank (Bus Style) 8 Shrouded Tank (Truck Style) 8 12 6 7 2 10 3 6 7 2 3 4 5 1 4 5 1 3 . The fuel shutoff valve is open for normal vehicle operation. Its function is to protect the fuel line between the tank and Heat Exchanger against uncontrolled fuel release in the event of a vehicle accident. 4 Vapor Shutoff Valve The Vapor Shutoff Valve (Vent Valve) is a bronze globe valve with a soft seat. The Vapor Shutoff Valve is closed for normal vehicle operation. The Excess Flow Valve is a specialized check valve with a hard metal seat designed to cut off fuel flow if it exceeds a certain limit. The valve connects to the vapor withdrawal line at the top of the tank. this is the function of the Automatic Fuel Shutoff Valve. 2 Fuel Shutoff Valve The Fuel Shutoff Valve (Liquid Valve) is a bronze globe valve with a soft seat.

PLUMBING COMPONENTS II 5 Pressure Control Regulator 7 Secondary Relief Valve The Pressure Control Regulator (Economizer) is a bronze pressure reducing valve that is open at pressures above its setpoint and closed at pressures below its setpoint. not only will it cause the tank to lose vacuum. but it will void your warranty as well. Its function is to provide a re-sealable connection for evacuating the tank. Its function is to allow vapor to flow into the fuel line during vehicle operation to reduce the tank pressure to its setpoint. It is assisted in its operation by an Internal Check Valve in the fuel pickup line providing a 2 psi bias pressure to aide vapor flow. It is connected to the top fill line thereby providing additional safety against over pressurizing the tank during filling operations. Since this is the last line of defense for the tank if the red vinyl cap is ever missing the vehicle should be immediately removed from service and the primary relief system inspected. 6 The Secondary Relief Valve is a brass cryogenic relief valve set at 1. Primary Relief Valve Evacuation Port The Evacuation Port is located on the non-plumbing head of the tank. Its function is to vent product to atmosphere to prevent a catastrophic failure of the tank in the event of a malfunction of the Primary Relief Valve or line.5 times the maximum allowable working pressure of the tank. it will be an open valve whenever the fuel line pressure is above its setpoint. Its function is to vent product to atmosphere if the tank pressure exceeds the MAWP. The Primary Relief Valve is equipped with a pipeaway adapter to permit piping the vent gasses to a safe location on the vehicle. Its secondary function is to provide a pressure relief path in the event of a product leak in the vacuum space. The Primary Relief Valve is a brass cryogenic relief valve set at the maximum allowable working pressure (MAWP) of the tank. The setpoint of the regulator is nonadjustable being set at the time of manufacture. It is connected to the vapor withdrawal line providing a secondary relief path to the tank. Flow through the regulator is not directional. It is protected from debris by a red vinyl cap and should never be piped away. LNG Piping Schematic 9 11 Vapor Line Top Fill Line Gas To Engine 13 7 3 12 14 4 5 Fuel Pickup Line 6 10 1 8 To Vent Stack 2 4 . Do not remove the plug.

Each fuel connection needs to be mounted to the vehicle at a location capable of withstanding a 250 pound load. The function of the fill connection is to provide a connecting point to the re-fueling station that permits a cryogenic pressure transfer to occur. the sender and the cable connecting the sender to the fuel tank are calibrated as a system and must be replaced with identical parts to maintain gage accuracy. 5 . this configuration is not recommended as it requires the use of a relief valve in the fuel line. The Fill Fitting incorporates a positive shutoff device to prevent fuel leakage when disconnected. If a cryogenic valve is used it can be mounted directly to the liquid shutoff valve in place of the Excess Flow Valve. The fuel gage sender comes mounted to the fuel tank. It is a solid state. Every LNG fuel system must contain a Heat Exchanger. cornering and hills. braking. this enables a wide selection of valves to be used. pressure or temperature. although some variation will be seen on the gage under these transient conditions. sealed unit and no field adjustments are possible. The sender accurately reflects the actual mass of the product in the tank and is unaffected by product state. 11 Automatic Fuel Shutoff Valve 9 Heat Exchanger Every LNG fuel system must contain an Automatic Fuel Shutoff Valve. Note: The Heat Exchanger does not affect the fuel pressure it simply raises its temperature and turns the fuel from a liquid into a gas. It is designed to dampen the effects of acceleration. It gets its heat from the engine cooling system and connects to the engines water jacket through flexible coolant lines. The fuel gage is a standard automotive type gage calibrated to the sender. Each fuel fitting should be fitted with a dust cap to prevent the introduction of water or debris into the fuel tank. The Heat Exchanger is mounted in the fuel line near the LNG tank. This is necessary to assure that in the event of a driveaway the breakaway devices on the fuel station will fail first. Its function is to shut off the fuel flow to the engine when the ignition is switched off or when activated by an out of limits sensor. Every fuel system must contain a cryogenic fill connection. Its function is to convert the electronic signal from the internal fuel level probe to a signal compatible with the dash mount gage.III ACCESSORIES 8 Fuel Contents Gage 10 Fill Fitting Each LNG fuel tank comes equipped with an electronic Fuel Contents Gage. Note: The gage. It reads out empty to full and has an accuracy of ± 1/16th of a tank. Its recommended mounting location is at the warm gas outlet of the Heat Exchanger. The gage consists of two parts: the fuel gage sender and a dash mount fuel gage. The function of the Heat Exchanger is to vaporize the cryogenic liquid fuel and deliver it as a warm gas to the engine. similar to its gasoline or diesel counterpart.

The fuel systems on these engines needs to be equipped with an Overpressure Regulator to keep the operating pressure window within acceptable limits for the engine. 13 Overpressure Regulator Some natural gas engines are unable to accept pressures up to the MAWP of the fuel tank. Note: Depending on the design of the Vent Connector and vehicle piping a relief valve may be necessary in the vent line to prevent liquid from becoming trapped between the Vapor Shutoff Valve and the Vent Connector. an optional mechanical pressure gage can be mounted to any LNG fuel tank. 6 . The Vent Connector is piped to the Vapor Shutoff Valve on the LNG tank. It works in conjunction with the Pressure Control Regulator on the fuel tank to establish the fuel systems operating pressure window. Some refueling stations either require or have provision for venting the tank during re-fueling. Note: If an Overpressure Regulator is used it must be set at least 25 psig above the Pressure Control Regulator on the tank to avoid transient low pressure spikes on acceleration. A 1/4” pipe size pressure gage port is located on the Primary Relief Valve tee at the 12 o’clock position on the plumbing manifold to allow for direct or remote mounting of a Tank Pressure Gage.ACCESSORIES III 12 Tank Pressure Gage 14 Vent Connector Standard on shrouded tanks. The Pressure Control Regulator on the tank is set to the normal operating pressure of the engine. The Overpressure Regulator in the fuel line is set to the maximum operating pressure of the engine. The Overpressure Regulator is mounted in engine fuel line downstream of the Heat Exchanger and Automatic Shutoff Valve. By connecting the station to the Vent Connector and opening the Vapor Shutoff Valve the tank pressure can be vented to its desired location at the fuel station. The settings on these two regulators assure that the engine will always see pressures within its operating range. Vehicles operating at these stations should be equipped with Vent Connectors compatible with the fuel stations design.

copper and brass. If maintenance is required it is difficult. Pipe Threads All pipe fittings should be installed using thread sealants. Remove the fitting clean both surfaces and start over. aluminum. The use of stainless to stainless pipe threads is not recommended as severe galling during installation makes achieving leak tight fittings nearly impossible. PVC. relief valves. tiny thread leaks to develop over time. polypropylene. If multiple pipe fittings are stacked up be sure to use two wrenches to keep the back fitting from breaking loose. 400 series stainless steel. Tubing wall thicknesses used should be per fitting manufacturers specification for gas service. or equivalent) or 3 piece 37° flare type (Parker Triple Lock or equivalent). Nexgen recommends the use of NPTF fittings for leak resistance.IV INSTALLATION – Materials Many materials are unaffected by cryogenic temperatures. and brake or air lines that can embrittle and fail. This is typically accomplished by incorporating S bends or expansion loops into rigid lines. Pipe Sealants For small threads (less than 1/2” pipe size) anaerobic sealants like Loctite 569 are recommended. and engine components. For fittings 1/2” pipe size and over use an anaerobic sealant with a teflon lubricant such as Loctite PST 567. and rubber become brittle at low temperatures and will fail if flexed while cold. tend to de-bond and flake off at cryogenic temperatures. teflon and epoxies can be safely used. Fill and fill crossover lines may be rigid or flexible metallic or non-metallic tubing rated for cryogenic service. If the tube is rigid it must be redesigned since it will move when it gets cold easily pulling itself from supports and fittings. Piping All piping material must be able to withstand the effects of low temperatures without failure. the primers shorten these times. polyethylene. electrical wiring. Carbon steel. Some paints. fiberglass. In general 300 series stainless steel. The use of thread tapes is not recommended as tape filaments from maintenance operations can interfere with regulators. Since liquid and vent lines repeatedly go from ambient to cryogenic temperature allowances for thermal expansion must be designed into the piping system. There are many types of commercial pipe fittings available. A general guideline is one support per two feet of tubing. and polyethylene or polypropylene tube clamps are commonly used on cold lines. When using anaerobic sealants on stainless steel the fitting must first be primed with an activator for the sealant to cure. In general if one end of the tube can be moved 1/2" by hand while the other end is fixed it is flexible enough for low temperature service. Pipe Support Piping and tubing should be supported along its length to guard against vibration. A practical test is to “strum” the installed tube by hand. Stainless P clamps. All anaerobic sealants have a cure time before pressure can be applied. Care must be taken in support placement to allow for thermal expansion and contraction of the lines. When stainless fittings are used we recommend the use of stainless to brass fittings to prevent galling during installation. When running low temperature piping care should be taken in its mounting to stand it off of the vehicle frame. Tube Fittings Rigid tube fittings should be either a double ferrule type (Parker A-lok. If it vibrates it is not supported well enough. notably enamels. Turning a pipe thread counterclockwise will cause 7 . On fuel lines that carry LNG liquid we recommend the use of rigid 300 series stainless steel tubing. When applying anaerobic sealants apply a small amount to the male thread 2 threads up from the end. to get the fittings apart without destroying the threads. PST on brass requires 3 days to cure (4 hours primered). 567 requires 1 day (30 minutes primered). zinc. Swagelok. If the fitting is tightened past its desired position do not turn it counterclockwise to reposition. A typical activator is Loctite Kleen-N-Prime. When maintenance is performed replace the brass fittings with new. if not impossible. wood. After the sealant is applied to the fitting it should only be tightened in the clockwise direction to its final position. Do not allow the sealant to run into the piping system as it will seal up valves and regulators as well as fittings. Vent and relief pipeaway lines may be constructed out of flexible tubing or hose suitable for natural gas service. If stainless to stainless threads must be used be sure to use a pipe sealant with anti galling compounds incorporated into it.

Automatic Fuel Shutoff Valve 11 To minimize the flow restriction to the engine the Automatic Fuel Shutoff Valve should have a minimum Cv of 2. The valve should close when the vehicles ignition switch is placed in the off position. 8 .INSTALLATION – Components IV Vehicle Tank Since the fuel pickup is located near the plumbing head the vehicle tank should be installed with the plumbing head of the tank facing the rear of the vehicle. The Heat Exchanger should be piped so that the LNG inlet and the coolant inlet are on the same side. It should be mounted to the warm gas outlet of the Heat Exchanger. The straps should incorporate rubber pads to prevent rotation or slippage of the installed tank. Heat Exchanger 9 To assure proper Excess Flow Valve function the Heat Exchanger should be mounted within 8 feet of the tank. If greater than 3 feet 1/2” od x . If the Heat Exchanger is less than 3 feet from the tank 3/8” od x . To prevent air from becoming trapped in the coolant side of the Heat Exchanger the coolant ports must be pointed up in horizontal mounts.049 wall tubing is used.035 wall tubing can be used. It can be mounted either vertically or horizontally. the gas out and coolant out ports must be up on vertical mounts. The LNG inlet to the Heat Exchanger is piped to the tank using rigid 300 series stainless steel tubing. For runs longer than 10 feet use 3/4” heater hose. It also may be activated by out of limits sensors on the engine or fuel system. In accordance with NFPA 57 guidelines the mounting system should be sufficiently strong to hold 8 times the full weight of the tank. The tank should be secured to the chassis with two steel straps located just inboard of the head to shell welds. Nexgen recommends the inclusion of a low temperature limit switch on the warm gas line to protect the valve and downstream components in the event of a cooling system malfunction. The recommended coolant flow to the Heat Exchanger is 1 gallon per minute of 180 F° coolant per 50 horsepower engine output. Rear facing mounting assures that at low fuel levels that the fuel pickup will remain submerged during acceleration or when climbing hills.0. Even though the valve is screwed directly into the Heat Exchanger its weight should be supported by a mounting bracket. For coolant lines less than 10 feet in length this flowrate can be achieved using 5/8” heater hose. Note: The if the Heat Exchanger is installed in series with the cab heater the coolant piping must allow coolant to flow even when the cab heater is turned off.

The pins are power (red) A. The tubing connecting the Primary Relief Valve pipeaway to the vent stack can be either metallic or non-metallic tubing suitable for low temperature methane service. It is connected to the vehicle via a 3 pin female Weatherpak connector. The sender should be protected with a 1 amp fast blow automotive type fuse. Engine Fuel Line The fuel line from the Automatic Shutoff Valve to the engine can be either metallic or non-metallic tubing suitable for natural gas service. Since methane gas rises it is typically piped to a vent stack that exhausts at the top of the vehicle with flow directed upwards. The minimum tubing size is 1/2”. Since there is a possibility of relieving liquid through this line its discharge path should be away from persons. Since the fill line is handling high pressure. signal and ground wires should be common to the sender for proper gage function. The engine fuel line should be. signal (green) B. 1/8" larger in diameter than the LNG liquid line into the Heat Exchanger to prevent a flow restriction as the fuel expands when it is vaporized. To prevent the possibility of water accumulating and freezing in the relief valve line the vent stack should include provisions for excluding rain and wash water from the line and incorporate a low point water drain. The power. If rigid tubing is used it should incorporate at least one S bend between the fill connector and the fuel tank to allow for flexibility and collapsibility in the event of a vehicle accident. The gage is a standard automotive type fuel gage and should be mounted on the dashboard inside of the vehicle. The minimum recommended size for vent stack is 1/2” tubing. and ground (black) C. at a minimum. Gage Wiring Schematic + - Gage S 1A 12 V Pin A Red Sender Pin B Green Pin C Black 9 .IV INSTALLATION – Components Primary Relief Valve Vent Stack The Primary Relief Valve should be piped to a safe point on the vehicle. The sender is a sealed unit that comes mounted to the fuel tank. high flow cryogenic liquid NexGen recommends metallic tubing be used. Fuel Contents Gage 8 Fill Line Many vehicles have remote mounted fill connections and require a fill line to connect to the fuel tank. but it generally would be 1/2” tubing for tanks less than 50 gallons and 3/4” tubing for tanks larger than 50 gallons. The minimum fill line size depends on the tank size and fill connector. If non metallic tubing is used a low temperature shutoff switch must be incorporated into the fuel system. The Fuel Contents Gage consists of two parts: the sender and the gage. ignition sources or materials that could be damaged by exposure to cryogenic temperatures.

While it is interesting to watch it has no effect on engine operation. On groups of tanks that are mounted side by side a fill manifold is generally the easiest solution to multiple tank fill lines. but act as a system. 1/2” (min) line size can be used on tanks whose aggregate capacity is less than 50 gallons. Therefore NexGen does not recommend multiple tank systems of more than three tanks per vehicle. but they must have Check Valves 15 placed in series with them only allowing flow out of the tanks. To achieve reasonable fill times use 3/4” (min) line size for tanks whose aggregate capacity exceeds 50 gallons.INSTALLATION – Multiple Tanks IV When available space on the vehicle won’t accommodate the vehicles fuel requirement in a single tank it is easy to manifold multiple tanks together. 1/2” minimum tubing should be used. liquid. Vapor Shutoff Valves The Vapor Shutoff Valves (Vent Valves) can be piped to a common connection. Alternatively each tank can have its own sender and display its contents on a separate gage. Note: Since the fuel lines are common to all of the tanks the fuel pressure will be the same in all tanks except immediately after filling. The connecting cable is part of the gage calibration and must be replaced with an identical part if damaged to assure proper gage operation. Line sizes are the same as in single tank installations to assure proper Excess Flow Valve function. range or system re-fueling. relief valve. Fuel Contents Gage 8 Fill Crossover Line The fill line size requirement is the same as a single tank systems. In this configuration a capacitance cable is run between the tanks and the sender simply sums the tanks contents and displays them on a single gage. appearing to the engine as a single large tank. This will prevent depressurizing the system if the vent valves are accidentally left open during vehicle operation. Fuel Line The fuel lines to the engine are simply teed together before they enter the Heat Exchanger. Note: During refueling it is common for the tanks to go full at different times. It is unusual. vent . This causes the flow and pressure to change several times during multiple tank fills. Relief Valve Lines The Primary Relief Valve discharge lines may be piped together into a single vent stack. The multiple pressure spikes can confuse the automatic shutoff system in some fuel stations into shutting down before all of the tanks are completely filled. The fill. Note: On multiple tank systems the tanks fill and drain independently from one another. and gage lines are simply connected in parallel in accordance with the following recommendations. The Fuel Contents Gage can be configured to have one gage read out the multiple tanks contents as if it were a single tank. for all of the tanks to have the same liquid level. 11 13 Dual Tank Schematic 9 Gas To Engine To Vent Stack Vapor Line 7 3 12 14 15 4 5 2 Top Fill Line Vapor Line 7 3 12 2 Top Fill Line 6 6 10 1 1 15 4 5 8 Fuel Pickup Line Fuel Pickup Line 10 . The tanks will fill and supply product independently of one another. except after a fill.

Since LNG. The flow and pressure then remain stable during the remainder of the fill. Initially at the start of the fill there is a brief pressure spike as the fill piping cools down. This procedure is usually used when pressure transferring fuel out of a temporary fueling facility or portable fuel tank. Connect the fill line from the station. If the product is vented to atmosphere it should be directed to a vent stack discharging to a safe location. 11 Vent Filling from a Station with a P/B When Vent Filling from fuel station with a pressure building system the LNG in the station should be saturated to within 10 psig of the vehicle tanks Pressure Control Regulator setting (vehicle operating pressure). like any liquid fuel. When the rapid pressure rise or flow drop is observed the tank is full and the station fill valve should be shut. Open the station’s fill valve and the vehicles Vapor Shutoff Valve. Since this normally is a manual procedure it requires more operator knowledge of the system. when the ullage tank is empty.V FUELING Fuel Station Requirements Your LNG fuel tank is designed to be filled from any LNG fuel source. The LNG fuel tank has a 230 psig Primary Relief Valve on its inlet line therefore the delivery pressure of the fuel station should be 225 psig or less. The vehicle tank must be vented slowly if it is above its normal operating pressure so that liquid isn’t drawn out of the Pressure Control Regulator into the vent gas stream. the tank will have about a week of standby time even if the vehicle isn’t driven. Open the stations fill valve and monitor the flow or line pressure as the fill progresses. The reason the flow doesn’t immediately go to zero is because of the ullage tank. The ullage tank has a small opening (relative to the main fill line). Even though it is still possible to put more liquid into the tank by continuing to fill the ullage tank. A typical fill sequence would involve connecting the fill hose to the tanks fill coupler. can pick up and transport debris that can cause fuel system problems a 100 micron or finer fuel filter is mandatory on all fuel station fill lines. The cold liquid condenses the vapor and creates space for itself inside of the tank eliminating the need to vent product. This is accomplished by spraying subcooled LNG into the vapor space of the tank. Since this will result in a 100% fill a small tank (ullage tank) inside of the main tank guards against overfilling. Most permanent fuel stations automatically monitor and perform these functions so the fueler’s only duty is to connect and disconnect the fuel hose and push the Start button. The fuel station should be pressurized to at least 50 psig above the vehicle operating pressure. If the fill is stopped at the onset of the rapid pressure rise/ flow decay. When the tank becomes full the pressure rapidly spikes up to the station’s delivery pressure and the flow rate falls off dramatically. the ullage tank is there to allow for fuel expansion and standby time. The only requirements on the station are filtration and delivery pressure. If the ullage tank is completely filled the hold time will be zero and the Primary Relief Valve will open almost immediately after the fill. The vehicle fuel tank’s pressure should be vented to 20 psig below the vehicle operating pressure. Once the main tank goes full there will still be a small flow (typically 1-2 gpm) into the ullage tank. Once liquid starts flow- . Normal Fueling The LNG fuel tank is designed to be top filled through a single fill hose with no vent return. Vent Filling Although the preferred method of fueling is via a single hose top fill it is possible to vent fill the tank. Care must also be taken to monitor vehicle tank pressure during a fill so that at the end of the fill it arrives at its normal operating pressure.

Vent Filling from a High Saturation Source If the fuel station’s saturation pressure is above the vehicle operating pressure and the station has no pressure building system a vent fill should be performed as follows. When the tank reaches 3/4 full.FUELING V ing into the vehicle tank close the Vapor Shutoff Valve. Confirm the tank is full using the Fuel Contents Gage on the dash. close the Vapor Shutoff Valve and continue filling until the pressures equalize and flow stops. The recommended first fill procedure is to put 5-10 gallons of LNG into the tank. Fueling a Warm Tank An LNG fuel tank that has been idle for a long period of time. and is at its relief valve pressure is considered to be a warm tank. Hot tanks will build pressure rapidly during the fill as the pressure vessel cools down. Connect the fill line from the station. If the filling tank loses pressure before the vehicle tank is completely filled. First Fill or Hot Tank Fill An LNG tank when first installed is considered to be a hot tank. 12 . Open the station’s fill valve and the vehicles Vapor Shutoff Valve. allow the filling tank to re-pressurize and repeat the process. Throttle the vehicle tank’s Vapor Shutoff Valve (and station’s fill valve if necessary) during the fill to maintain the vehicle tank pressure between 10 and 20 psig below the vehicle operating pressure during the fill. This same procedure is recommended for tanks that have been empty and out of service for more than ten days. Vent the vehicle tank down to 30 psig below the vehicle tanks Pressure Control Regulator setting (vehicle operating pressure). Drive the vehicle for 10–15 minutes. this will pull the pressure down to normal and cool down the tank. Once the flow stops or the pressure on the vehicle tank rapidly rises shut off the station’s fill valve. Alternatively put 5-10 gallons of LNG into the tank and fuel like a warm tank. Recheck for leaks and fill normally. Filling should now proceed much like a single hose fill. on many stations this will prematurely stop the fill. vent the vehicle tank pressure down. Check the plumbing for leaks. still has fuel. This tank must be vented down below the fuel station delivery pressure prior to filling. this time only to the vehicle operating pressure.

fuel system leaks or malfunctions and loss of vacuum. After 15 minutes record the tank pressure. an open or shorted connector will cause the fault lights to flash. Park the vehicle. the debris becomes lodged in a tank component and interferes with its function. properly filled LNG fuel system should build less than 15 psig per day. if so this is the pressure rise for the fuel system. Simply connect the tester to the Weatherpak connector on the tank and push the test button on the top of the unit. This will show up over time as more and more rapid pressure rise times. If the vehicle has not been operated for a few hours (and the outside temperature is above freezing) all external plumbing lines should thaw out. Fault conditions on the fuel tank or with the vehicle wiring will be displayed on the tester. It gets it’s power from the vehicle itself. A properly functioning. It is recommended that at engine overhaul or replacement that the fuel tank be re-evacuated. It is carried into the tank during refueling. turn on the power to the gage circuit and read the lights on the front panel. Vacuum Loss Total loss of vacuum is an unusual event for an LNG tank (resulting in frosting of the entire outer shell). The most common cause of overfilling is not shutting off a single hose fill at the onset of the rapid pressure rise at the end of a fill. Once the vacuum has decayed to this point the tank will need to be re-evacuated by a competent maintenance facility. Either way the end result is the same. The fuel tank can be tested off of the vehicle. After a prescribed period of time 13 . The Fuel System Tester plugs into the Weatherpak connector between the fuel gage sender and vehicle wiring harness. Debris in Components Debris commonly enters the tank in two ways. Debris In Relief Valves Debris in the Primary Relief Valve will typically lodge underneath the valve seat and cause the Pressure Rise Test To establish the pressure rise of an LNG fuel system the following test should be performed. If the gage circuit is functioning properly all three green lights will be lit and the fuel gage will read 1/4 full. Overfilling If the fuel tank is overfilled there will be little or no space for the fuel to expand as it picks up heat through the insulation. Any system that builds more than 40 psig per day needs troubleshooting to discover the cause. or parts that aren’t properly cleaned prior to reassembly during maintenance operations. If a line remains frozen troubleshoot the piping to determine the cause. If an intermittent problem is present wiggle the wiring connectors with the tester connected. Check to see that the plumbing is thawed. Fill the tank to between 1/2 and 3/4 full. To use the tester simply connect the Weatherpak plugs.VI TROUBLESHOOTING – Components Rapid Pressure Rise There are three main causes of rapid pressure rise on LNG fuel systems. (at least 8 hours) record the pressure again. Fuel Contents Gaging System Problems with the fuel contents gauging system can be easily diagnosed by the use of the Fuel System Tester (P/N 11656419). The tester enables diagnosis of both tank side and vehicle side problems with the gage circuit. eventually exceeding 40 psi/day. Drive the vehicle for about 10 minutes. While the rate of decay varies with tank service conditions (higher pressure tanks vacuum decays faster) the vacuum life should exceed the engine life of the vehicle. however the vacuum will slowly decay with time as gasses diffuse out of the tank materials. They are overfilling. On multi tank systems both tanks need to be connected since the connecting cable is an active part of the circuit. (See Fueling Section) Fuel System Leaks Since LNG has such a large expansion ratio piping leaks can cause pressure rise if they draw liquid into the external lines. from either dirty fill connectors or unfiltered fuel.

The first course of action to fix the problem would be to take the vehicle out of service and allow the fuel to warm and its pressure to rise to at least 30 psig above the Pressure Control Regulator setting. If the tank pressure is more than 10 psig below the Pressure Control Regulator setpoint. the tank still has fuel. The point at which the flow stops rapidly falling with decreasing pressure is the Pressure Control Regulator setting. Also since the debris may be ice it will have time to melt and correct itself. Do not use air for this test. generally the sound will reveal which. If the valve does not reseat when thawed it will have to be replaced. opening the Pressure Control Regulator. If a relief valve is stuck open due to water contamination it can be quickly thawed by pouring water on the outside of the valve. This will fully open the valve and allow the debris to be carried out into the fuel stream with use. Slowly increase the pressure. If the flow pegs the meter either the Pressure Control Regulator is fully open or the internal check is open. Decrease the pressure observing the flowmeter as you do. Debris in Pressure Control Regulator Typically debris in the Pressure Control Regulator (Economizer) will lodge underneath the regulator seat holding the valve open below its setpoint. Note: It is recommended. Pressure Control Regulator Test Nitrogen 14 . This will result in a flammable (explosive) gas mixture inside the tank. If the Primary Relief Valve becomes plugged with debris the tanks pressure could rise above 230 psig up to the Secondary Relief Valve setting of 350 psig. In this case the tanks pressure will rise in service and the regulator will not be frosted over during use even though the tank pressure is above it’s setpoint. Vent the tank pressure to at least 25 psig below the Pressure Control Regulator regulator setting. If the problem does not correct itself with use the regulator will have to be replaced. until the flow rapidly increases to the 60-80 scfh range. If this happens the tank will gradually lose pressure during operation. It can be diagnosed by observing the regulator on the vehicle when it comes in from its route. The regulator will have to be replaced to correct this problem. and the regulator is frosted over it is stuck open due to debris. Pressure Control Regulator Test Procedure The Pressure Control Regulator and Internal Check Valve can be checked for proper function without removing them from the tank utilizing the following procedure. Open the Fuel Shutoff Valve on the tank. Never exceed 150 psig during this test or you could rupture the flowmeter. Close the Fuel Shutoff Valve before you remove the test equipment. If the valve reseats when thawed the pipeaway drains and shields should be inspected. The flow should be in the 10-20 scfh range. Minimum line sizes should be 1/4" to maintain adequate flow for the test. This in all cases should be less than 100 psig. Adjust the nitrogen gas pressure until it is slightly (~5 psig) above the tank pressure and nitrogen gas begins to flow into the tank. Connect a nitrogen gas cylinder with an adjustable non-relieving pressure regulator (0-150 psig) and a 0-100 scfh flowmeter rated for at least 150 psig (Dwyer VFB-53 or eq. but not imperative.TROUBLESHOOTING – Components VI relief valve to remain open well below its 230 psig setpoint. If tank pressures of over 250 psig are observed or if the red vinyl cap is gone from the Secondary Relief Valve the vehicle should be immediately removed from service and the Primary Relief Valve and pipeaway lines inspected to determine the cause of failure. More commonly the cause of a relief valve staying open is water filling the discharge piping due to inadequate shields and drains on the pipeaway line. On tanks that are heavily contaminated it is possible to completely plug the Pressure Control Regulator with debris. to empty the LNG from the tank for this test.) to the outlet of the Excess Flow Valve on the cylinder.

One caution on the use of bubble test solutions. it is also true that they will cause leaks by breaking down sealants and corroding fittings. While it is true that soap solutions will find the leaks. The difficulty in dealing with small gaseous leaks is that they are invisible. at a flowrate of about 1 liter per minute (1000 cc/min). They should be repaired when discovered. An ultrasonic leak detector will rapidly find and pinpoint leaks down to about 100 cc/min. Audible Leaks Gaseous leaks become audible. but it will also classify them by size.are most easily pinpointed via commercially available bubble test solutions. Audible leaks are large leaks and always flammable. They are caused. like their liquid counterparts. but rather are the result of improper assembly techniques or small defects in parts. or seep past a particle trapped in a compression fitting are typical examples. Liquid Leaks Liquid leaks are by definition hazardous. Other than the economic impact of losing fuel. be used to locate leaks smaller than 1 liter per minute. follow porosity through a casting. Ultrasonic Leaks Even though we can’t hear leaks much smaller that 1 liter / minute they are still making sound. In order to reach this concentration the natural gas must leak out faster than it can diffuse into the surrounding air. Even small ones release hundreds of times more gas than do gaseous leaks through the same size opening. Because they are inaudible and invisible leak detection equipment must 15 . in a quiet environment. Bubble testing will not only pinpoint the source of small leaks. The principal cause of liquid leaks are parts failures or poor installation techniques. It should be noted that this is not soap. If the local gas concentration reaches 5% in air the gas mixture will be flammable. Inaudible Leaks Although all audible leaks are flammable it is not true that all inaudible leaks are not. Gaseous Leaks Gaseous leaks are by nature less hazardous than liquid leaks since they release less natural gas than liquid leaks. like bubble test solutions. It is recommended that general leak surveys be done with an ultrasonic leak detector or flammable gas detector then pinpoint small leaks with bubble test solutions. Ultrasonic size leaks. These leaks should be immediately repaired.VII TROUBLESHOOTING – Leaks While none of us want leaks in our equipment any pressurized system with removable parts is subject to their development. the primary hazard of leaking natural gas is a flammability hazard. while flammable. by loose or cracked fittings. Most inaudible leaks are not the result of parts failures. leaks larger than 100 cc/min blow out the bubbles so fast and dry themselves out so quickly that they might be missed in a piping check relying only on bubble testing. They are always flammable. Most soaps contain high levels of chlorine and surfactants. and require special techniques and equipment to locate. Preventative maintenance activities on LNG fuel systems should include a program to detect and repair leaks. The sound is in the ultrasonic frequency range and can be “heard” by the use of an ultrasonic leak detector. The main threat would be accumulation of gas in a poorly ventilated compartment while the vehicle is parked. All liquid leaks should be immediately repaired. worn valve packings and failed seals. Small Leaks (Bubble Testing) Leaks smaller than 100 cc/min. Loose or cracked fittings and worn valve packings would be typical examples. Leaks that spiral through a pipe thread. These leaks typically don’t grow larger with age and will generally show up in the first few hours of vehicle operation. This means that large leaks are more hazardous than are small leaks and that the hazards and maintenance program can be classified by leak size. pose little threat to moving vehicles or to maintenance facilities. They are the easiest type of leak to detect since they are both visible and audible requiring no specialized equipment to find.

This might show up immediately as a chain of tiny bubbles on leaks near the 1/2 cc/min size or appear as foam around the fitting up to 5 minutes after the fitting is sprayed with bubble test solution for the smallest ones.. Typically the bubbles range in size from 1/8” to 3/8” in diameter. sustainable only in dead calm conditions to a flame the size of a normal cigarette lighter flame. In a ventilated environment. will cost about $5. 16 . poorly ventilated enclosed spaces.00 per year in lost product. They are characterized by a series of uniform size tiny (smaller than a pinhead) bubbles that emerge from the leak. The bubbles don’t burst at the site of the leak. In either case the leaks are not flammable and will not accumulate inside of vehicle compartments. rather they flow away from the leak and burst downstream as they dry out. The largest leak in this group. but could accumulate inside of small. These leaks pose no hazard in moving air. They are useful for surveying for leaks. but are difficult to use to pinpoint the source. are so small and diffuse so rapidly that they can be ignored. They are characterized by a stream of bubbles that grow in size and foam off of the leak. 25 cc/min. If ignited the flame ranges in size from less than 1/16th of an inch tall. are not flammable in air. but not good at identifying the sources. Flammable Gas Detectors Handheld flammable gas detectors are available in a wide variety of configurations and sensitivities. The sensitive ones are good at detecting the presence of minute quantities of flammable substances. but have to be held quite close and are difficult to use around most vehicle plumbing. The less sensitive ones can more easily pinpoint leaks.TROUBLESHOOTING – Leaks VII Small Flammable Leaks Leaks between 25 cc/min and 100 cc/min are flammable in still air. Non Flammable Leaks Leaks smaller than 25 cc/min. Insignificant Leaks (Diffusion) Leaks smaller than 1/2 cc/min. or in well ventilated compartments. These leaks are typically caused by poor piping design or support that puts cyclic strain on the joints. This size of leak is characterized by bubbles that grow and burst at the site of the leak before they can flow away from it. even in still air they pose no flammability hazard and are mainly an economic nuisance.

Do not attempt to repair or reset a relief valve. If a valve packing does become damaged or wear out the valve stem assembly can be replaced as follows: Fully open the Shut-off valve Loosen and remove the Bonnet Assembly. Close the liquid and Vapor Shutoff Valves. is stamped on the data plate located on the plumbing end of each tank. (It may be necessary to screw in the Bonnet Assembly until it almost touches the Copper Gasket and then align the gasket with the groove before hand-tightening the Bonnet Assembly. Product Isolation Valves Bonnet Assembly Copper Gasket Piping Components For plumbing components that can be isolated from the tank by closing the Liquid Shutoff Valve or Vapor Shutoff Valve.) Remove the old Copper Gasket and discard. This automatically compensates for thermal shrinkage and wear. Note: Due to the horizontal alignment of the valve. (The whole assembly should unscrew out of the valve body. Do not use shop air to purge out LNG tanks this can result in a flammable (explosive) gas mixture inside of the tank. General When removing components use a backup wrench on pipe fittings so as not to disturb downstream plumbing. Clean all traces of pipe sealants from pipe threads. Tighten the Bonnet 1/8th turn from hand tight (~25 ft-lbf) If the valve leaks. Do not replace a relief valve with a higher pressure one. De-fuel the tank. this will require the use of a stainless steel wire brush. Pressure Relief Valves The inner pressure vessel used in an LNG fuel tank is designed and rated for a maximum operating pressure. Allow sufficient time for the thread sealants to cure before pressure testing the piping. Release all pressure from the plumbing line under maintenance. Release all pressure from the fuel tank. Replace brass pipe fittings with new.VII COMPONENT REPLACEMENT Tank Mounted Components Prior to starting any work on tank mounted plumbing components that cannot be isolated by closing the Liquid Shutoff Valve or Vapor Shutoff Valve. Thread in the new Bonnet Assembly and tighten it hand-tight. Do not leave the tank open to air any longer than it takes to replace the defective part. The gasket should protrude evenly from all sides of the bonnet’s wrench flats. Place the new Copper Gasket onto the replacement Bonnet Assembly. The maximum operating pressure for the vessel 17 . Air also introduces large quantities of water into the tank which can freeze and plug lines. this may require purging out the entire tank with nitrogen gas. Pressure test the plumbing after all new parts installations and re-check after a days service. care must be taken to properly align the Copper Gasket between the Bonnet and Body. The Liquid and Vapor Shutoff Valves have spring loaded valve packings. tighten the Bonnet another 1/16th turn until leak stops. don’t attempt to reuse the old fittings. Stainless steel pipe fittings must be primed with activator prior to the use of thread sealant. On female threads the sealant residue must be blown out of the fitting with nitrogen gas. Adjust the valve seat on the new Bonnet Assembly until no threads can be seen protruding from the bonnet.

Heat the heat shrink until it uniformly shrinks onto the fitting and the encapsulating liner melts. Inspect the BNC connector on the tank for corrosion and for the presence of the garter band around the female contacts. Install a new check valve using the check valve wrench. Screw the BNC connector into the elbow. Follow instructions for BNC Connector Replacement to disconnect the BNC cable. Remove the mounting clips and pry off the old sender. Unscrew the BNC connector from the elbow. To remove the connector put a longitudinal cut in the encapsulating BNC heat shrink tubing encasing it. Make sure the garter band is installed around the female contact inside of the BNC connector. however before using a heat gun around the plumbing shut off the product isolation valves and check for leaks. Clean the pipe coupling on the manifold with a 5/8" diameter stainless steel wire brush. Insert the check valve wrench into the valve and unscrew. Reconnect the Weatherpak connector. Apply thread sealant 18 . Pull the wire out of the fitting. The tank must be empty and purged with nitrogen gas prior to starting this procedure. Apply a drop of thread sealant onto the joint and continue tightening normally. Put a 4" piece of encapsulating heat shrink over the sender wire and connect the BNC halves together. Push the wire into the connector making sure it engages the internal pin by about 3/8" after making contact with it.COMPONENT REPLACEMENT VII Pressure Control Regulator Replacement Since the Pressure Control Regulator regulator is mounted in the inverted position care must be taken during its installation to prevent thread sealant from flowing into and plugging the valve seat. The tank must be empty and depressurized prior to starting this procedure. taking care to stop at the proper orientation to mate with the economizer U-tube. BNC Connector Replacement This is the most difficult part on the tank to replace since it has both pressure and electrical components in it. To remove the check valve remove the economizer U-tube and the elbow in the manifold. Peel off the backing from the VHB adhesive on the new sender and place it on its mounting plate. Install the mounting clips with the hooks onto the plastic box and the smooth side on the stainless plate. to the BNC connector. or lumps are present. Re-install the U tube. Primer both the internal thread and the 1/4" pipe coupling on the manifold with activator for the thread sealant using a fine brush applicator. Scrape off remnants of the VHB tape adhesive. Grab one end of Garter Band P/N 11657737 the still hot tube with a pliers and peel it from the connector. Fuel Gage Sender Replacement This is a non-pressure component and can be replaced without de-pressurizing the tank. Internal Check Valve Replacement The internal check valve is located inside of the plumbing manifold on the tank. Primer the replacement BNC connector with activator for the thread sealant. Once engaged it should easily rotate on the pin. Connector Heat the heat shrink with a heat gun to cause it to split away from the fitting. Heat Disconnect and inspect the male Shrink connector and sender wire for Tube P/N 11502575 damage or corrosion. Connect the BNC cable per the instructions for BNC Connector Replacement. Flow nitrogen gas at ~20 scfm through the tank and clean out the internal 1/8" pipe thread with a 7/16" diameter stainless steel wire brush. behind the elbow connecting the manifold to the economizer U tube. To install the regulator first thread it two threads onto the stainless pipe nipple on the tank. Install a new elbow. Unlatch and pull apart the Weatherpak connector. Extra care must be taken to assure that the back side of the heat shrink gets heated and no voids. Clean the thread sealant out of the mating elbow with a wire brush.

9 Part No. 11556768 11556733 11673278 11556741 10614840 Description Fill Check Valve 1/2" (Tanks > 50 gallons) Fill Check Valve 3/8" (Tanks < 50 gallons) Fuel Shutoff Valve Rebuild Kit (Red Handle) Excess Flow Valve 3/8" Bronze (Headring Tank) Excess Flow Valve 3/8" Stainless (Shrouded Tank) Vapor Shutoff Valve Rebuild Kit (Silver Handle) Rego Valve Rebuild Kit (Obsolete) Pressure Control Regulator (Economizer) Internal Check Valve 2 psi Primary Relief Valve (230 psi) Secondary Relief Valve (350 psi) Red Vinyl Cap Fuel Gage Sender 12 Volt Single Tank 30" Lead Fuel Gage Sender 12 Volt Dual Tank 30" Lead Fuel Contents Gage 12 Volt (Dash Mount 2-1/16") BNC Connector Kit (Obsolete) New BNC Connector Kit Sender Mounting Clip Stainless Male Weatherpak Kit Fuel Gage Sender 12 Volts 15" Lead (Obsolete) Item No.VIII PARTS LIST 3 8 Headring Tank (Bus Style) 6 7 16 17 18 19 2 20 17 4 8 5 1 21 22 Item No. 10682851 9722999 10668725 11488232 10492678 10797447 11019170 10557574 10798239 10624239 10924101 10644942 10586834 11674262 11548178 11666414 11359158 1211102 11708178 1210402 11646202 11502559 1111632 Description Heat Exchanger 150 Horsepower Heat Exchanger 300 Horsepower Heat Exchanger 450 Horsepower Fill Fitting (Parker) Dustcap (Parker) Fill Fitting (JC Carter) Dustcap (JC Carter) Fill Fitting & Dustcap Tanks < 50 Gallons (NexGen) Automatic Fuel Shutoff Valve 12 Volt 3/8" Tank Pressure Gage 300 psi 1/8" Bushing 1/4" Male X 1/8" Female Overpressure Regulator 30-100 psi (Red) Overpressure Regulator 100-200 psi (Brown) Vent Connector and Dustcap (45 Flare Elbow 3/8") Vent Check Valve 3/8" Tee 1/4" Brass Street Elbow 1/4" Brass Plug 1/4" Brass Hex Nipple 3/8" Stainless Elbow 1/4" Brass U Tube Assembly 37° Flare Copper U Tube Assembly Stainless (Obsolete) 37° Flare Elbow 1/4" Brass 10 4 11673251 9715759 11055541 10524262 11208974 11209011 10645662 11718341 11718309 10923888 10484900 11718552 10692071 10692101 11055867 5 6 7 11 12 13 14 15 16 17 18 19 20 21 22 8 19 . 1 2 3 Part No.

25 Part No.Single Tank Cover Plate Stainless .PARTS LIST VIII 29 8 25 27 26 31 3 32 28 12 33 10 34 37 36 38 35 28 30 Shrouded Tank (Truck Style) Item No.Blank Grommet Bolt 1/4-20 X 1/2" Stainless Locknut 1/4-20 Stainless Item No. 11377751 11647846 11649227 11377823 11658596 11377778 11647871 10928902 10746359 11015144 Description 37° Flare Elbow 3/4" Brass Fill Tube Sub Assembly (Driver) Fill Tube Sub Assembly (Passenger) 37° Flare Elbow 1/2" Brass 37° Flare Elbow 1/2" Stainless .Dual Tank Cover Plate Stainless .Dual Tank 37° Flare Elbow 3/8" Brass Vent Tube Sub Assembly BNC Patch Cord 3' BNC Patch Cord 8' BNC Patch Cord 10' 26 27 28 29 30 31 32 33a 33b 33c 20 . 11658975 2913921 2914071 2811726 2710131 1013356 1111602 10888656 10502004 10790982 11647862 11672742 10923765 11384505 2913701 2914071 Description Sender Mounting Bracket Stainless Bolt 1/4-20 X 1-1/2" Stainless Lock Nut 1/4-20 Stainless Tube 1/2" OD Nylon Tube 3/8" OD Stainless Elbow 1/2" OD X 3/8" Male Nylon 37° Flare Connector 3/8" Brass Bulkhead Connector 3/8" Brass Compression Elbow 3/8" Stainless 45° Street Elbow 3/8" Brass Cover Plate Stainless . 34 35a 35b 36a 36b 37 38 39 Part No.

VIII PARTS LIST Shrouded Tank Configurations 25 33a 25 34 34 36a 36a 35a 35b Driver Single 25 33b Passenger Single 25 34 36a 35a 36b 35b 35a 35b 36b 34 Driver Dual 25 33b 33c Passenger Dual 33c 36a 36a 39 35b 36a 35a Driver Dual 21 Remote Fill/ No Sender Passenger Dual Remote Fill .

3/8" FPT (below 50 gallons) Fill Connection .3/8" FPT 4 1 Fill Connection .3/8" FPT Vent Valve .3/8" FPT 7 3 Liquid Connection .1/2" FPT (above 50 gallons) 8 3 Pin Female Connector Housing Weatherpak 12015793 30 Liquid Connection .APPENDIX – Connections IX Relief Valve Connection .3/8" FPT Fuel Filling Connector 10 22 .3/8" FPT 30 Relief Valve Connection .3/8" FPT 30 Vent Connection .

g.i. Max. Operating Pressure (LNG): 300 p.032 Spade Connector Light 2 Pin Female Connector Housing Weatherpak 12015792 Ground 3/8" FPT +12 VDC Overpressure Regulator 13 Vent Check Valve 15 3/8" MPT Gage Signal (Green) Ignition (+12 VDC) Ground 3/8" FPT 1/2" FPT 1/4" FPT 3 Pin Female Connector Housing Weather Pack 12010717 Vent Connectors 14 3/4-16 x 45° Flare 3/8" MPT 3 Pin Male Connector Housing Weather Pack 12015793 Vehicle Half Sender Half 23 .s.g.s.i.IX APPENDIX – Connections Heat Exchanger Part No. A Coolant Out (1/2'' FPT) Gas Out (3/8'' FPT) B Automatic Fuel Shut Off Valve 11 Contents Gage 8 1/4" x . Coolant Pressure: 50 p. 10682851 9722999 10668725 9 Horsepower Rating 150 300 450 A 11-1/4 19-1/4 27-1/4 B 4-1/2 4-1/2 5 C 5-1/2 14-3/4 21-1/2 D 7-1/2 15-3/4 22-1/2 E 4-5/8 4-5/8 5-1/2 Coolant In (1/2'' FPT) LNG In (3/8'' FPT) D C( Ma x) Specifications: Max.

DO NOT REMOVE THIS PRODUCT LABEL. give artificial respiration. Store and use with adequate ventilation. Call a physician. and emergency response organizations use this number to identify hazards and formulate suitable responses to accident situations. It identifies the vehicle as an alternative fueled vehicle. Do not get liquid in eyes. LNG (Diamond) – P/N 10586412: Place these labels on the right rear and left front of the vehicle. give oxygen. remove to fresh air. on skin or clothing. obtain immediate medical attention. IN CASE OF FROSTBITE. WARNING: SECURE ALL CYLINDERS WHILE IN STORAGE AND IN USE. Use in accordance with operation manual. MAY CAUSE FROSTBITE. MAY CAUSE RAPID SUFFOCATION. serial number. If not breathing. CAN FORM FLAMMABLE MIXTURES WITH AIR. METHANE UN 1972 – P/N 3835959: This label identifies the LNG by its HAZMAT identification number.APPENDIX – Labels IX LNG 230 PSI Max – P/N 10647617: This label must be mounted in plain sight near the fill connector. many safety. Close valves to isolate tank for maintenance operations. Although not required. It is the most important label from a safety standpoint since it notifies the fuel station operator of the pressure limit of the vehicle tank. volumetric capacity and working pressure information about the tank. THIS SIDE UP UN 1972 2 FIRST AID: IF INHALED. MAY CAUSE ANESTHETIC EFFECTS. METHANE REFRIGERATED LIQUID FLAMMABLE GAS ALWAYS KEEP CONTAINER IN UPRIGHT POSITION. that runs on LNG. Cylinder temperature should not exceed 250 F (121 C). REFRIGERATED LIQUID DANGER: CRYOGENIC LIQUID AND GAS UNDER PRESSURE. Data Plate: Permanently affixed to the tank this label gives the model number. date of manufacture. P/N3835959 P/N 3830599 P/N 3830619 P/N 3830709 24 . flame and sparks. Keep away from heat. It also identifies the manufacturer and plant where built. Avoid breathing gas. If breathing is difficult.

IX APPENDIX – Tank Specifications LNG Tank Length — Volume 160 Gross Volume (Gallons) 140 120 100 80 60 40 20 0 20 30 40 50 60 70 80 90 16" Dia 20" Dia 22" Dia 24" Dia 26" Dia Overall Length (Inches) LNG Tank Weights 140 120 100 Capacity (gallons) 80 60 40 20 0 0 100 200 300 400 700 500 600 Weight (pounds) 800 900 1000 1100 1200 Empty Weight Full Weight 25 .

1 7/02 .A Chart Industries Company P/N 3835849 Rev C.

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