Gaseous Fuel Systems

APPLICATION AND INSTALLATION GUIDE
GASEOUS FUEL SYSTEMS
G3600
G3500
G3400
G3300
Contents
Gaseous Fuel Systems............................................................ 1

Gas Engine Fuel System Components................................... 2
Supply Piping................................................................. 2
Flexible Connection .................................................... 3
Shut-Off Valve............................................................... 3
Filter/Coalescer .............................................................. 4
Pressure Regulators ........................................................ 7
Fuel-Air Mixer ................................................................ 8
Throttle......................................................................... 8
Fuel Systems Equipment for Special Conditions................... 10
Fuel Heater.................................................................. 10
Ferrous Fuel System ..................................................... 10
Corrosive Fuel System .................................................. 10
Fuel Accumulator ......................................................... 11
Carbureted Fuel Systems .................................................. 12
Gas Differential Pressure Regulator ................................ 13
Load Adjustment Valve ................................................. 14
Carburetor-Mixer .......................................................... 14
Deltec Carburetor ..................................................... 14
Impco Carburetor ..................................................... 16
High- and Low-Pressure Carbureted Fuel Systems ........... 17
Dual Gas Fuel Systems ................................................. 19
Air/Fuel Ratio Control Systems (AFRC) ............................... 22
General Description ...................................................... 22
Simple Feedback AFRC (High- and Low-Pressure
Carbureted Systems with Exhaust Oxygen Sensor) ......... 22
Combustion Sensing Feedback AFRC (G3600
Prechamber/Gas Admission Valve Fuel System)............... 24
Gas Admission Valve (GAV) Fuel System.................... 24
Enriched Prechamber Combustion System .................. 24
G3600 Fuel System and AFRC .................................. 24
Reference Materials .......................................................... 26
Media List ................................................................... 26
Foreword
This section of the Application and Installation Guide generally describes
Gaseous Fuel Systems for Cat® engines listed on the cover of this section.
Additional engine systems, components and dynamics are addressed in other
sections of this Application and Installation Guide.
Engine-specific information and data are available from a variety of
sources. Refer to the Introduction section of this guide for additional
references.
Systems and components described in this guide may not be available or
applicable for every engine.
Information contained in this publication may be considered confidential.

Discretion is recommended when distributing. Materials and specifications
are subject to change without notice.
CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow” the “Power

Edge” trade dress as well as corporate and product identity used herein, are
trademarks of Caterpillar and may not be used without permission.
Gaseous Fuel Systems Application and Installation Guide
Gaseous Fuel Systems

The fuel system on a gas engine is a highly specialized set of components
that must deliver the correct amount of fuel to the cylinder at the precise
moment it is needed. A well-designed fuel system enables the engine to
produce maximum power at peak efficiency with a minimum amount of
exhaust emissions.
This section discusses the components that make up a typical gas engine
fuel system and how they work together to accomplish the mission stated
above. It further discusses variations on these basic fuel systems that allow
gas engines to deliver optimized performance while operating under
challenging conditions, outlining the advantages, disadvantages and special
considerations that accompany each system.
SECTION CONTENTS
Gas Engine Fuel System • Carburetor-Mixer

Components ....................... 2 • High- & Low-Pressure
• Supply Piping Carbureted Fuel Systems
• Shut-Off Valve • Dual Gas Fuel Systems
• Filter Coalescer Air/Fuel Ratio Controlled Fuel
• Pressure Regulator Systems ........................... 21
• Fuel-Air Mixer • General Description
• Throttle • Simple Feedback AFRC
(High- & Low-Pressure
Fuel Systems Equipment for
Carbureted Fuel Systems
Special Equipment ..............10
with Exhaust Oxygen
• Fuel Heater
Sensor)
• Ferrous Fuel System • Combustion Sensing
• Corrosive Fuel System Feedback AFRC (G3600
• Fuel Accumulator Prechamber/Gas Admission
Valve Fuel System)
Carbureted Fuel Systems .....12
• Gas Differential Pressure Reference Materials............ 25
Regulator
• Load Adjustment Valve
©2010 Caterpillar
All rights reserved. Page 1
Application and Installation Guide Gaseous Fuel Systems
Gas Engine Fuel System Components

The typical gas engine fuel diameter and/or too many bends in
system is comprised of several the piping can pose a restriction to
main components that serve a role flow that will come into play at
in providing reliable fuel-air mixing higher load operating conditions,
in response to the engine’s when the fuel demand is greatest.
performance needs. If a fuel system is restrictive under
The recommended fuel train steady-state conditions, the engine
consists of three primary will be unable to achieve its full
components (fuel filter, pressure power potential because the fuel
regulator(s), and shut-off valve) in system cannot deliver the necessary
addition to the supply piping that is amount of fuel to the cylinders. Even
used to transport gas from the fuel piping that is capable of adequate
source to the engine inlet. The fuel flow at full rated power may
recommended configuration to be experience restrictions under
used for Cat gas engines can be transient conditions. When an engine
seen in figure 1. experiences a sharp increase in load,
The customer is responsible for the change requires a corresponding
providing a fuel train that delivers increase in fuel flow. A poorly
fuel to the engine that meets the designed fuel supply system can
guidelines for the specific engine and resist this demand for increased fuel
application. Proper configuration of flow, causing the engine to struggle
the fuel train including the selection to take on the increased load.
of all components prior to the engine The gas supply system can
including but not limited to the facilitate engine servicing by
supply piping, pressure regulators, including strategically placed
fuel filter and gas shutoff valve will blocking valves. Blocking valves
provide the required fuel pressure are used to manually shut off gas
to the engine inlet while keeping flow to parts of the system while
pressure fluctuations within the components are being serviced or
limits for the engine (see price list). replaced. In some situations,
blocking valves may be required
Supply Piping by industry convention or code.
Although the supply piping is not
The following are important rules
part of the engine’s fuel handling
of thumb for the design of a proper
system, it is a primary component
gas supply system, however you
of the overall system; it supplies the
should consult applicable industry
gaseous fuel to the engine gas inlet
guidelines and standards for any
connection. This supply piping must
limitations that apply for each
be designed to deliver the fuel flow
specific project:
rate required by the engine with a
minimum of restriction. A fuel supply • Pressure relief valves should
system with inadequate pipe be placed along the piping
©2010 Caterpillar
Page 2 All rights reserved.
downstream of the regulator • Make certain gas supply

when allowed. Proper venting/ piping is clean and free from
ducting for gases passing debris and liquids.
through the relief valve will
Flexible Connection
need to be installed.
The connection between the
• Careful attention should be installation gas supply piping and
paid to connection types for the engine gas inlet is an important
components. Use adapters junction. Because the engine is
where necessary. subject to vibration during operation,
• Always design with supply the gas inlet connection can move
piping at least as large in relative to the fixed piping of the
diameter as the engine gas installation. Using a rigid joint at this
inlet connection. Using a connection forces the vibration to be
larger pipe diameter allows taken up in the supply piping itself,
a greater margin of safety leaving open the possibility of metal
against the supply system fatigue and failure resulting in a
being restrictive. dangerous leak of flammable gas.
• Minimize bends and diameter This is easily addressed by using a
changes in the fuel flow path flexible connection between the
near the engine, especially engine and supply piping.
downstream of the engine's Flexible connections for gaseous
gas pressure regulator. All fuels must be suited to this service.
changes in direction (bend, They should be compatible with
elbows, etc.) and changes in hydrocarbon gases and any other
diameter (expansions and/or constituents found in the local fuel
reductions) represent a supply, including corrosive gases
restriction to gas flow that such as hydrogen sulfide, if present.
must be taken in to account. They should also be suited to high
• Account for pipe diameter, temperatures that are possible to a
valves, elbows, and other limited degree during normal operation
irregularities in the supply of the engine, but also in the event of
piping by computing an a fire. Most flexible connections used
estimate of the system for gas service use a stainless steel,
restriction in advance of single braided, annular corrugated
engine installation. You flexible metal hose.
should be able to verify
Shut-Off Valve
through such calculations
The gas shut-off valve (GSOV) is
that the supply pressure
one of the most important safety
and flow requirements of
device in the fuel system. Its role is
the engine will be available
to allow gas to the engine only when
at the engine’s gas supply
the engine is ready to use the gas. If
inlet or you should redesign
the engine is not operating, or if the
the supply system.
©2010 Caterpillar
engine control has indicated it This is done to stop rotation of the

should shut down, the GSOV engine as quickly as possible, but it
positively blocks the gas supply line can leave unburned fuel in the engine
to stop gas flow. and exhaust system. This unburned
The GSOV can be as simple a gas poses a hazard at restart in that it
device as a manually operated ball can be ignited by hot exhaust gases
valve. However, most modern leaving the engine, resulting in an
engines include automated safety exhaust stack explosion.
systems that require direct control
of the GSOV, so electrically driven CAUTION: Always purge the
solenoid-actuated valves are used exhaust system after an emergency
for this purpose. Electrical power to shut down to avoid potential
operate these valves may come from exhaust system explosions due to
on-engine sources (“self-powered” unburned fuel in the exhaust stack.
valves) or from an external power Purging the fuel from the exhaust
supply such as a set of batteries. system can be accomplished by
Caterpillar requires that the GSOV cranking the engine while keeping
be defaulted to the shut down the gas shut off valve closed and
condition, requiring actuation to ignition system inactive.
allow gas flow (an “energize-to-run”,
or ETR system). Different safety
GSOV type and size can be found
system design requirements may
in the engine price list. Please refer
require that the GSOV be actuated to
to the Special Instructions
shut off flow (an “energize-to-stop”,
REHS4718 for proper installation of
or ETS system), however this method
the GSOV. The typical mounting
is not recommended or supported by
location of the GSOV is upstream of
Caterpillar. If external powered is not
the gas pressure regulator, close to
available at the site, the self-powered
the engine. If the GSOV supplied by
GSOV must be used.
Caterpillar is not used, the customer
During normal operation of the supplied GSOV must be able to
engine, using the start-stop switch, perform in a similar manner, acting
GSOVs open and close as signaled by to shut off the fuel immediately after
the engine control. Under these the signal is given.
(normal stop) conditions, the ignition
system is left active to fire the spark Filter/Coalescer
plugs while the engine runs down. Gas engines, like most engines,
This helps to burn fuel in the fuel lines require a fuel supply free from dirt
between the GSOV and combustion and other foreign matter (including
cylinder, preventing fuel from being water). Foreign materials are
pumped into the exhaust system. understandably common to gas
In an emergency shut down, the flows coming directly from the well,
GSOV is closed and the ignition but even pipeline gas can pick up
system is grounded immediately. dirt, metal shavings, or weld slag
©2010 Caterpillar
left behind from pipeline droplets of liquid to form larger

construction, or scale and rust that droplets, which then gather on
develop in the pipeline during use. the surface of a filter and run off as
Left in the gas stream, particles and collected liquid. Gas systems that
liquids can adversely affect engine include scrubbers and coalescers
performance or damage engine must have provisions for draining
internal components, leading to and disposing of the collected liquids.
reduced service life. Undesirable Gas filters restrict the flow of gas
solids and liquids are removed from in the supply line and must be
the gas stream using filters and included in supply restriction
coalescers. calculations. To ensure proper
Gas filters supplied by Caterpillar pressure at the gas pressure
are designed to remove 99% of all regulator, the fuel pressure supplied
the particles larger than 1 micron in to the fuel filter must be equal to the
diameter. Filters capable of removing requirement at the pressure regulator
even smaller particles may be plus the maximum restriction of the
required for sites with a high content fuel filter and pipe restriction
of sub-micron debris. For example, between the pressure regulator and
most low energy fuels require 0.3 fuel filter. Monitoring filter restriction
micron fuel filters. It is the during use is made possible by
customer’s responsibility to provide placing pressure taps or gauges both
clean, dry fuel to the engine. upstream and downstream of the
Expenses for damage caused by filter. The pressure drop measured
debris and abrasives in the fuel in this manner can serve as an
system are not warrantable. indication of the condition of the
filter and whether or not it is time
Gas filters are not designed to handle
to change the filter element.
liquids. Liquids in the fuel supply must
be removed using equipment designed Figure 1 shows a typical fuel filter
for that purpose. Bulk removal of installation schematic for a Cat gas
liquids, such as de-watering at the engine. Consult the price list for fuel
well, is done with a scrubber. A filters for specific engine models.
scrubber is a large tank that slows the When using fuel filters not provided
gas down, allowing miniscule droplets by Caterpillar, always size the filter
to fall out of the gas flow more easily. based on the minimum fuel line
Mesh screens in the gas flow give pressure and highest expected flow.
smaller droplets a surface on which to Fuel flow for each engine model can
collect, improving removal efficiency. be determined from the technical data
The bottom of the tank serves as a sheet for the specific engine and
collection basin for any liquids that fall rating and should be adjusted for fuel
out. Removal of very fine liquids from consumption tolerance and changes
the gas stream is accomplished using in the energy content of the fuel.
a coalescer. A coalescer accomplishes
this separation by causing smaller
©2010 Caterpillar
Fuel Train Configuration
Figure 1
Example: Determine Fuel Flow for Sizing Filter

with 5% Tolerance on Fuel Flow:
Determine the fuel flow of a G3516
LE 8:1 C/R engine rated at 943 BkW Fuel Flow for Filter Sizing =
(1265 bhp) at 1400 rpm, 54°C 310.4 Nm3/hr x 1.05 = 325.9 Nm3
(130°F) Separate Circuit Aftercooling (11,566 ft3/hr x 1.05 = 12,144 ft3/hr)
(SCAC) when operating on 33.4
MJ/Nm3 (850 btu/ft3) LHV fuel.
Gas filters should be installed
Fuel flow from TMI data: according to the manufacturer’s
291.5 Nm3/hr @ 35.57MJ/Nm3 LHV fuel recommendations and installation
(10,863 ft3/hr @ 905 Btu/ft3 LHV fuel) guidelines. Some rules of thumb for
a successful filter installation include:
Determine Energy Flow Rate: • Note the flow direction

indicated on the filter cap
Energy Flow Rate = when installing the filter.
291.5 Nm3/hr x 35.57MJ/Nm3 = 10,369 MJ/hr Incorrect installation will
(10,863 ft3/hr x 905 Btu/ft3 = 9,831,015 Btu/hr) cause a higher pressure drop
across the filter and result in
improper operation.
Determine Fuel Flow at 33.4
• Mount the filter vertically and
MJ/Nm3 (850 Btu/ft3):
as close to the engine as
Fuel Flow at 33.4 MJ/Nm3 = possible.
10,369 MJ/hr / 33.4 MJ/Nm3 = 310.4 Nm3/hr • Position the filter so there is
Fuel Flow at 850 Btu/ft3 = adequate room for servicing.
9,831,015 btu/hr / 850 btu/ft3 = 11,566ft3/hr • The upstream pressure tap
should be a minimum of 5 pipe
©2010 Caterpillar
diameters from the filter inlet least an engine pressure regulator,

and the downstream tap should which is used to maintain the
be a minimum of 10 pipe appropriate pressure to the engine
diameters from the filter outlet. fuel inlet. In addition certain
• Pipe unions can be installed to applications will require a second
simplify removal of the filter pressure regulator also known as a
housing, but they should not knockdown regulator prior to the fuel
be located between the filter to decrease the pressure from
pressure measuring points. the fuel supply to a level that is less
than or equal to the maximum outlet
• Install a valve to vent the filter
pressure of the engine pressure
for maintenance. This valve
regulator. If the external supply
should be connected to a pipe
pressure is too high to accomplish the
to route the vented gas away
desired pressure reduction in a single
from the engine and any other
step (high pressure gas on a low
possible ignition sources. All
pressure package), or if the pressure
venting installation should
fluctuations in the external supply are
meet codes for disposal of
too large, a knockdown pressure
flammable gas.
regulator may be required prior to
Pressure Regulators the fuel filter to deliver the desired
The gas pressure regulators controls gas pressure to the engine pressure
the supply of fuel to the on-engine regulator. As was stated for gas
fuel system. This is a critical role in filters, gas pressure regulators
support of the fuel system because should be installed according to the
the fuel metering done by the fuel manufacturer’s recommendations and
system often depends directly on the installation guidelines. Some rules of
pressure of the fuel supply. To fulfill thumb for a successful gas pressure
its role in the system, the gas regulator installation include:
pressure regulators must: • To prevent pressure buildup
• Step gas pressure down to a (“dead head” condition) avoid
value appropriate for the fuel providing gas inlet pressures
mixing equipment, and above the maximum
downstream pressure rating
• Dampen out any fluctuations in
for a regulator.
the supply pressure to stabilize
the supply to the mixer. • Install the regulator in the
As with gas filters and other correct gas flow direction and
components in the gas stream, downstream of the fuel filter.
the proper regulator for a given • Piping to the gas regulator
application depends on the specific must be at least as large as
installation, including details such the regulator inlet/outlet ports.
as gas specific gravity, temperature, • The regulator should be
pressure, flow rate, and desired outlet positioned so there is a length
pressure. All applications require at equivalent to three pipe
©2010 Caterpillar
diameters of straight pipe temperature and pressure and

upstream and downstream gas quality.
from the regulator. Perhaps the most widely used
• The pressure regulator must device to accomplish this function is
be adjusted at the engine the carburetor, which uses the inlet
installation site. airflow to gauge the proper amount
As noted above, the gas pressure of fuel to admit for current operating
regulator works closely with the conditions. Systems that are more
fuel-air mixer to make the fuel complex actively monitor the
system function properly. The gas conditions of the incoming fuel and
pressure regulator set-up should be air streams to make possible other
matched to the needs of the fuel-air fuel-air mixing schemes; some of
mixer and engine requirements. The these schemes will be described
recommended configuration to be later in this section.
used for Cat gas engines can be
seen in figure 1. Additionally Throttle
Caterpillar recommends that each The throttle is not directly a part of
package has its own dedicated the fuel system, but it has a direct
engine pressure regulator. An engine influence on the fuel system so it is
pressure regulator should not be appropriate for this discussion.
used for multiple engines. The throttle is the device that
Gas pressure regulators are regulates engine performance by
configured to deliver various controlling the flow of air (or fuel-air
pressures for various engines. Table 1 mixture) to the cylinders. It typically
shows the various gas pressure takes the form of a butterfly valve in
requirements for the G3300, G3400, the inlet air system and is mounted as
G3500 and G3600 engines. close to the cylinders as the engine
design will allow. Because the throttle
Fuel-Air Mixer regulates airflow, it is directly
The fuel-air mixer is the heart of a responsible for one of the most
gas engine fuel system. The mixer important inputs to the fuel system.
meters the proper fuel flow rate to The airflow rate combined with the
match engine operating conditions to desired air/fuel ratio determines the
simultaneously meet the demands of fuel flow rate that the fuel system
engine power, load acceptance, and must provide to meet the current
exhaust emissions while accounting engine operating conditions.
for the impact of ambient air
©2010 Caterpillar
Gas Supply Pressure Requirements*

Minimum Maximum
Pressure
kPa (psig) kPa (psig)
G3300
Low Pressure Gas 10 (1.5) 69 (10)
High Pressure Gas 83 (12) 172 (25)
G3400
Low Pressure Gas 10 (1.5) 35 (5)
High Pressure Gas 138 (20) 172 (25)
G3500
Low Pressure Gas, Impco 10 (1.5) 35 (5)
Low Pressure Gas, Deltec 41 (6) 83 (12)
High Pressure Gas
Low Emission 11:1 C/R 207 (30) 276 (40)
Low Emission 8:1 C/R 241 (35) 276 (40)
Standard TA 172 (25) 207 (30)
Naturally Aspirated 14 (2) 69 (10)
G3600 380 (55) 1034 (150)
* Supply pressure to the fuel regulator.
Table 1
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Fuel Systems Equipment for Special Conditions

Gas engines are frequently placed heater. Similarly, the fuel lines
in service where prevailing conditions between the fuel heater and the
place special demands on fuel system engine should be insulated to
performance. For many of these minimize heat loss. The heater
situations, special equipment can should be located upstream of the
be incorporated into the fuel system gas pressure regulator to avoid any
to adjust for special conditions. impact on gas supply pressure.
Fuel Heater Ferrous Fuel System

Many fuel metering-mixing There are many applications for
schemes rely on a volume-to-volume gas engines where the installation
basis for properly matching fuel flow environment is considered hazardous
to airflow. Unfortunately, air and gas due to the possible presence of an
volumes are directly dependent upon explosive gas-air mixture. Because fire
temperature, making the is a threat, special rules are applied
temperature of the inlet gas an that tailor the devices and materials
important parameter for proper fuel used in that area to minimize their
system operation. Also, hydrocarbon contribution to the fire hazard. The
fuel gas streams are typically made fuel system is one of the areas on the
up of a mixture of many different engine that can get special attention
hydrocarbon gas fractions, each under these conditions.
with their own qualities. Many of For hazardous environments, some
the heavier fractions tend to exist engine models have an available
as liquids at lower temperatures, option for a “ferrous” fuel system,
making control of fuel stream in which certain components of the
temperature an important tool in standard fuel system are replaced
preventing the unwanted dropout with similar parts made from ferrous
of hydrocarbon liquids in the fuel materials (iron or steel). The ferrous
delivery system. materials can withstand higher
To resolve these issues, it is temperatures than other common
possible to install a heat exchanger materials such as aluminum.
in the fuel delivery system to serve
as a fuel heater. The most Corrosive Fuel System
convenient source for heat for such Materials hazardous to fuel system
a device is the jacket water system components are not all from external
on the engine. Because fuel heaters sources. Certain gas streams can
are required only under extreme carry a significant amount of
circumstances, they should be corrosive compounds that can
mounted as close to the engine as damage the fuel system. For these
possible to minimize any change in situations, certain gas engine models
temperature after the gas leaves the offer a corrosive fuel system option
©2010 Caterpillar
as part of an overall engine the gas after combustion must also

operation strategy to accommodate be addressed. Elevated jacket water
the potentially damaging effects of temperatures may be used to help
corrosive compounds in the fuel gas. keep the corrosive compounds from
A corrosive fuel system is modified condensing out of the blowby gases
in a manner that replaces any in the crankcase. The allowable
components susceptible to corrosive limits for corrosive compounds in
attack with similar parts made of the fuel are described in the Gaseous
less vulnerable materials. Materials Fuels section of the Application &
to be removed include the so-called Installation Guide.
“bright” metals, like aluminum and
Fuel Accumulator
copper. Of course, given that the
Some situations such as landfill or
fuel and air are mixed prior to
biogas applications may provide
entering the cylinders on many
additional challenges with varying gas
engine configurations, any other
pressures and/or energy content being
components on the engine that are
supplied to the fuel train. In these
exposed to the gas must also be
instances and accumulator tank may
modified or replaced with more
need to be installed to help provide
robust substitutes. Components
a buffer to minimize these variations
such as the aftercooler (on engines
that the fuel train and engine may
with pre-turbocharger fuel-air
see and to keep the fluctuations
mixing) must be tailored to the
within the limits of the engine.
corrosive presence in the fuel gas.
Corrosive components remaining in
©2010 Caterpillar
Carbureted Fuel Systems

The heart of the carbureted fuel accurately metering a gas flow to
system is the carburetor. The create a fuel-air mixture flow with
carburetor is designed to a desired air/fuel ratio. As noted
mechanically monitor airflow and earlier, the carburetor relies on the
mix in the proper proportion of fuel gas pressure regulator to deliver a
to achieve the air/fuel ratio desired stable, predictable gas flow to make
for a specific engine operating this process work. Also included in
condition. This is accomplished by the system is a load adjustment
the use of a venturi, a narrowing in valve that allows for fine-tuning the
the airflow path that creates a system’s mixing properties to match
pressure drop in the flow. Because the prevailing conditions at each
the properties of this pressure drop installation. A general schematic of
are predictable, it can be used to a carbureted fuel system is shown
create controlled conditions for in Figure 2.
Standard Natural Gas System

(Turbocharged-Aftercooled or Naturally Aspirated)
Figure 1
©2010 Caterpillar
maintained equal to air pressure plus

Gas Differential Pressure
the gas differential pressure. The gas
Regulator differential pressure is typically set
In a carbureted fuel system, the to 1.0 to 1.3 kPa (4 to 5 inches of
gas pressure regulator is set up to water) by adjustment of the spring
function as a differential pressure acting on the diaphragm inside the
regulator. A differential pressure regulator. This constant differential
regulator doesn’t necessarily pressure allows the carburetor to
maintain a constant gas pressure. adjust its air/fuel ratio mixing to
Its goal is to maintain a constant accommodate a wide range of
gas pressure differential relative engine operating points based on
to the static pressure of the airflow their air demand.
at the inlet to the carburetor-mixer.
A typical gas differential pressure
As air pressure to the carburetor
regulator is shown in Figure 3.
increases, fuel pressure is
Typical Gas Differential Pressure Regulator
Figure 2
©2010 Caterpillar
When the forces on both sides of air mixing characteristics. These

the diaphragm are the same, the larger changes in air/fuel ratio are
regulator sends gas to the carburetor accomplished by changing the gas
at a constant rate. The balance line valve-and-jet combination in the
between the regulator and carburetor Impco carburetor or the venturi in
must be in place to maintain the the Deltec carburetor. Such large-
proper force balance. A turbocharged scale changes in the carburetor are
engine will not develop full power typically tied to the lower heating
with the balance line disconnected. value of the fuel gas. The load
With proper adjustment of the spring, adjustment valve is typically used
gas pressure to the carburetor will to dial-in the selected fuel system
always be greater than carburetor for site conditions.
inlet air pressure, regardless of load
conditions or turbocharger boost Carburetor-Mixer
pressure. Gas differential pressure The carburetor-mixer’s main
regulators have flow capacities based function is metering and mixing
on supply pressure to the regulator, the fuel and air prior to entering the
body size and internal orifice size. Gas combustion chamber. Proper mixing
supply pressure requirements for each depends on the carburetor being
engine family are shown in Table 1 sized for the appropriate fuel and the
earlier in this section. fuel being supplied to the carburetor
at the proper pressure. Caterpillar
Load Adjustment Valve uses a Deltec or an Impco carburetor
The load adjustment valve is a to properly mix and meter gas fuels.
variable orifice in the fuel line
Deltec Carburetor
between the carburetor-mixer and Figure 4 shows the venturi-type
the differential pressure regulator (Deltec) carbureted fuel system used
as shown in Figure 4. Its purpose on Cat gas engines. The venturi
is to provide a means to fine-tune carburetors are manufactured by
the air/fuel ratio setting of the fuel Deltec and are used on some low-
system for site ambient conditions pressure gas engines. Venturi
and fuel quality. It does this by carburetors operate on the venturi
throttling the gas flow delivered effect which, simply stated, says
by the gas differential pressure that as air flows through a venturi
regulator; lowering the gas pressure its pressure is lower in the venturi
relative to the airflow in the (P2 in Figure 4) than it is upstream
carburetor will produce a leaner (P1 in Figure 4). The higher the
mixture and vice versa. The valve airflow, the greater the differential
can only effect changes within a pressure will be. If, at the same
certain range of adjustment. time, the gas pressure to the
However, the specific range covered carburetor (P3 in Figure 4) is held
by a given fuel system set-up can be constant with respect to P1, the
altered by changing the carburetor pressure differential P3-P2 will
internal components to shift the fuel- increase as airflow increases. Any
©2010 Caterpillar
increase or decrease in this emissions are a necessity since

differential pressure will cause a emissions will change with changes
corresponding change in fuel flow. in mass air/fuel ratio. Depending on
The gas pressure regulator is used to carburetor design, emissions can
keep the pressure difference vary throughout the load range.
between P3 and P1 constant. Note: Most engines come standard
Engine power and emissions with natural gas carburetors which
setting are determined by the mass are designed for fuels with lower
air/fuel ratio entering the combustion heating value ranges from 31.4 to
chamber. A carbureted system, 55.0 MJ/Nm3 (800 to 1400 Btu/scf).
however, maintains a fixed volume The price list also defines the
ratio of air and fuel, and therefore heating values ranges for optional
does not maintain constant perform- carburetors. If the fuel to be used
ance with changes to air temperature, does not fall within the heating value
fuel temperature or fuel composition. ranges specified, consult the factory
This is particularly important in for assistance in carburetor sizing.
applications where low exhaust
Cross Section of a Typical Deltec Carburetor-Mixer
Figure 3
©2010 Caterpillar
Impco Carburetor a gas valve and jet sized for natural

Figure 5 is a cross section of a gas would not operate properly on
typical Impco carburetor mixer. This landfill gas. Likewise, operation
system is used on all high-pressure with a three-way catalyst requires a
carbureted gas applications and different valve and jet than operation
some low-pressure carbureted gas with no catalyst. It is very important
applications. As air flows past the that the engine is equipped with the
carburetor diaphragm vacuum port, proper valve and jet.
a vacuum is created. This vacuum Note: Contact Caterpillar for proper
is sensed by the air valve diaphragm, application of these valves and jets.
which in turn raises or lowers the The air/fuel ratio is adjusted by
gas valve as the airflow increases or setting the regulator differential
decreases accordingly. This allows pressure and the load adjustment
the carburetor to adjust the fuel flow valve. Instructions for correctly
in proportion to airflow. The gas adjusting the air/fuel ratio can be
valve and jet are sized for specific found in the service manuals.
fuel and operating condition ranges.
For example, a carburetor containing
Cross Section of Typical Impco Carburetor–Mixer

(600 Series Varifuel Mixer – Cut-Away)
Figure 4
©2010 Caterpillar
In a high-pressure fuel system,

High- and Low-Pressure fuel-air mixing is done downstream
Carbureted Fuel Systems of the turbocharger, after the inlet
The components involved in a airflow is boosted. Refer to Figure 6.
carbureted fuel system remain Because of this ordering of
largely the same regardless of how components (carburetor after
the system is adapted to a given turbocharger), the fuel system must
engine design. However, the nature be able to deliver the fuel gas to the
of the design does dictate certain carburetor at a higher pressure than
operating attributes of the fuel that of the boosted air stream;
system. One of those attributes is anything lower and the fuel cannot
the operating fuel pressure range. be forced to flow into the air stream.
Simply due to the placement of High-pressure gas fuel systems
the carburetor relative to the operate on gas supply pressure
turbocharger in the air system, ranging from 140 kPa (20 psig) to
the carbureted fuel system can 280 kPa (40 psig) depending on the
be configured as a high- or low- engine model.
pressure system.
High-Pressure Gas Carbureted Fuel System
Figure 5
©2010 Caterpillar
In a low-pressure system, the pressure gas fuel systems operate

ordering of components is reversed, on gas supply pressure ranging from
with the carburetor located upstream 7 kPa (1 psig) to 70 kPa (10 psig)
of the turbocharger. Refer to Figure depending on the engine model.
7. In this order (carburetor before The low-pressure system is often
turbocharger), the carburetor does used in situations where gas supply
not have to manage the boosted air pressures at a particular site are
stream, so fuel supply pressure limited, either by building code or
requirements are much lower. Low- by the gas supply source itself.
Low-Pressure Gas Carbureted Fuel System
Figure 6
©2010 Caterpillar
A simple dual gas setup uses two

Dual Gas Fuel Systems
gas pressure regulators feeding into a
It is possible to set up a gas engine
single carburetor; this type of system
to run on two very different gaseous
is shown in Figure 8. The primary fuel
fuels. Such an arrangement is known
in a two-regulator system is always
as a dual gas fuel system. Dual gas
the lower energy content gas of the
fuel systems are typically put into
two (see Table 2). This makes it
service for gas streams with very
possible to tune both fuel streams
different heating values, such as
by adding a second load adjustment
landfill/digester gas and natural gas
valve in the supply line from the
or natural gas and propane. Dual gas
backup regulator. In this way,
fuel systems allow an engine the
the primary fuel stream is tuned at
flexibility to use fuel streams that
the adjustment valve on the
may not always be available because
carburetor inlet and the secondary
the second fuel source serves as a
fuel stream is tuned at the secondary
backup for the first.
adjustment valve.
Dual fuel systems if managed
The following guidelines are given
properly can transfer between
for automatic switching between the
the primary and secondary fuel
primary and secondary fuels for the
while running and under certain
following combinations.
circumstances while under load,
however it is not a practice
recommended or supported by the Primary Fuel Secondary Fuel
factory. It is our recommendation Digester Natural Gas
that the transfer between primary
Natural Gas Propane
and secondary fuel be performed
while the engine is shut down. If Table 2
the customer or dealer chooses to
transfer between primary and In each of these systems, the
secondary fuel while running it is primary fuel is the low Btu fuel
their responsibility to understand and the secondary fuel is the high
and mange the transfer and any Btu fuel.
consequences that may result. The Note: Dual regulator systems
remainder of this section discusses for digester-propane are not
two approaches of transferring from recommended. The engine will be
primary to secondary fuel while difficult to start due to the negative
running, however this is only for pressure required to obtain the
reference and will not be supported correct air fuel ratio on propane.
by the factory.
Dual regulator systems can
transfer between the primary and
secondary fuel while under load.
It is recommended that the fuel
regulators not be moved from the
factory mounting. Any increase in
©2010 Caterpillar
fuel line length can cause problems The primary fuel gas, supplied by
with smooth transfer between the low Btu regulator, is always at a
primary and secondary fuel. The greater pressure than the secondary
solenoid operated shutoff valves fuel supplied by high Btu regulator;
should be energized to run, and therefore, when the primary fuel is
be mounted as close to the fuel present, the secondary regulator will
regulators as possible. During normal shut off the secondary fuel, even
operation on the primary fuel, both though the solenoid valve is
solenoid valves should be engaged. energized.
Dual Fuel Turbocharged or Naturally Aspirated Engines
Figure 7
To transfer to the secondary fuel, line will drop. As this gas pressure
de-energize the low Btu solenoid becomes negative, the secondary
valve. As the primary fuel is used regulator will sense the drop and
in the fuel line between the low open to supply secondary fuel to the
Btu pressure regulator and the carburetor. Circuits that attempt to
carburetor-mixer, the pressure in the switch from primary to secondary
©2010 Caterpillar
fuel by flip-flopping the solenoid controller is required to control

valves are usually not successful switching from one fuel to another.
and are not recommended. The time delays for the solenoid
Another approach to providing dual values will need to be determined
gas capability involves putting two at the site for changeover. For
complete fuel systems on the same automatic switching between
engine. In this type of arrangement, primary and secondary fuel, a dual
each fuel system is tuned in the timing magneto or EIS is required.
normal manner. The challenge with Place the activation switch for the
this arrangement is finding space to dual timing between the primary
fit in two sets of fuel metering and fuel solenoid and the primary fuel
mixing equipment. Dual fuel systems regulator. As long as primary fuel
with regulators and mixers for each pressure is supplied to the engine,
fuel can be automatically switched, the timing will be in the advanced
but the engine must be at no load. position. Once the primary fuel
These systems will require a flip-flop pressure is lost, the ignition will
solenoid arrangement. If switching index for operation on the secondary
fuel supplies under load is a fuel.
requirement, a programmable
©2010 Caterpillar
Air/Fuel Ratio Control Systems (AFRC)

Real measuring and adjusting for all of
General Description the factors that affect combustion
Air/fuel ratio controlled (AFRC) would require an incredibly complex
engines take mixing of fuel and air one and impractical control system.
step further than simple carbureted
Instead of measuring multiple
systems. While the carburetor is
parameters of the incoming fuel and
capable of adjusting the fuel mixing
air, AFRC systems monitor key output
rate to match different airflow rates, it
parameters that provide a direct
can only sense the volume flow rate
measure of how closely combustion
of air and fuel. It cannot account for
matches the desired condition. This
the effects of temperature on the den-
approach is known as closed-loop
sity of air and gas; nor can it account
feedback control. In AFRC systems,
for other factors, such as changes in
the most commonly used feedback
humidity or in fuel heating value.
parameter is the amount of oxygen in
Simple Feedback AFRC (High- the exhaust stream because it tells
how much oxygen was left after the
and Low-Pressure Carbureted
fuel was burned. Because most, if not
Systems with Exhaust Oxygen all, of the oxygen in the combustion
Sensor) chamber comes from the air in the inlet
Air/fuel or NOx sensor control option charge, exhaust oxygen levels are a
that maintains a specific level of NOx direct result of the air/fuel ratio being
even with changes in load, fuel provided.
heating value, or ambient conditions.
Simplified Example of an Air/Fuel Ratio Control
Figure 8
©2010 Caterpillar
Figure 9 shows an AFRC system • Woodward load share

based on a carbureted engine. An interface module (PWM
oxygen sensor in the exhaust stack version).
measures the oxygen level in the • Woodward digital synchronizer
exhaust. This information is provided and load control (DSLC).
as feedback to the AFRC, which
compares the measured oxygen • Fisher suction pressure
level to that of the correct air/fuel controllers (4-20 mA or
0-15 psi output).
ratio for the desired emissions
setting. The AFRC then makes For more information on the
corrections to the fuel flow in the G3500 air/fuel ratio control system,
carburetor by adjusting an actuator- consult the Systems Operation and
controlled butterfly valve in the fuel Troubleshooting sections of the
supply line. By manipulating the fuel G3500 Service Manual.
pressure being supplied to the AFRC is not only used for lean-burn
carburetor, the AFRC can dial in the engines. It is also necessary when
air/fuel ratio that is correct for the using three-way catalytic converters.
engine setting under the prevailing In order for a three-way catalyst to
operating conditions. operate as designed, the NOx and
Caterpillar offers exhaust oxygen CO emissions must be approximately
feedback systems for several lean- equal, which in turn requires that the
burn gas engine models. The version air/fuel ratio be kept at a specific
available for high-pressure gas fuel setting. This emissions setting is
systems is designed for use with achieved by operating the engine
natural gas in the range of 33.41 at a near-stoichiometric air/fuel ratio,
to 50.12 MJ/Nm3 (850 to 1275 with about 0.5% excess oxygen in
Btu/SCF). A version is also available the exhaust. An exhaust oxygen
for low-pressure gas lean-burn feedback AFRC is well equipped to
engines operating on pipeline-quality monitor this exhaust oxygen level
natural gas or low-energy fuels such and make the adjustments to air/fuel
as digester gas or landfill gas. ratio that allow the catalyst to provide
These systems deliver constant optimum emissions reduction.
NOx emissions levels across the Caterpillar does not offer AFRC
engine’s defined continuous-duty systems from the factory for use
load-speed range. with stoichiometric engines
Note: The Cat air/fuel ratio control operating with three-way catalysts;
system is compatible with the however, these control systems are
following: widely available. Note that when
using a three-way catalyst with the
• Customer Communication
Impco fuel systems, the carburetor
Module (CCM, gas engine
valve and jet must be changed to
version).
match the type of air/fuel ratio
control device you have selected.
©2010 Caterpillar
Combustion Sensing Feedback Metering the fuel mixed into the

AFRC (G3600 Prechamber/Gas airflow requires precise measurement
of the pressure and temperature of
Admission Valve Fuel System)
the air and gas flows, coupled to
AFRC systems aren’t restricted to
timing of the opening and closing of
use with carbureted fuel systems,
the valve. Given a fixed differential
nor are they limited to using exhaust
pressure of gas over air pressure, a
oxygen as the feedback signal. An
specific amount of gas could be
example of a different approach is the
mixed with the air stream by control-
combustion sensing AFRC integrated
ing the time duration that the GAV is
into the engine control strategy on the
open. The G3600 system uses the
G3600 family of gas engines.
opposite approach, opening the GAV
The G3600 fuel system starts with for a fixed period of time and
the same fuel supply components regulating the gas-over-air differential
described earlier for the same pressure to control fuel metering.
reasons: to deliver a stable, predict-
able source for fuel gas. Beyond the Enriched Prechamber Combustion
gas pressure regulator, things begin to System
look very different. The G3600 uses a As air/fuel ratio becomes leaner, the
gas admission valve fuel mixing amount of energy required to estab-
strategy in support of an enriched lish stable combustion increases and,
prechamber combustion system. Both at some point, the ability of a simple
are notably different from the spark plug to deliver sufficient energy
carbureted systems discussed above becomes impractical. An enriched pre-
and thus require some description. chambered combustion system uses a
separate chamber outside the main
Gas Admission Valve (GAV) Fuel cylinder to start combustion. The
System prechamber, with its own small feed
The gas admission valve (GAV) is a of fuel gas, provides a controlled
much simpler device for fuel mixing environment with a richer air/fuel ratio
than a carburetor, but as such, it that greatly improves combustion
relies on the supporting control sys- conditions, and makes it possible to
tem to deliver the proper air/fuel ratio operate the main chamber mixture at
to the engine. A GAV is simply a the very lean air/fuel ratio that enables
valve in the air inlet path that is the G3600 to produce very low NOx
opened or closed to allow fuel gas to emissions.
flow into the inlet airflow. On the
G3600, the GAV is cam-driven and is G3600 Fuel System and AFRC
located in the air inlet elbow leading The G3600 fuel system is built
to each cylinder head. Because the around a fuel rail delivering gas to
G3600 is a turbocharged engine, the both the GAVs and the prechambers
GAV fuel system requires a high-
pressure fuel gas supply to allow the
gas to flow into the boosted inlet air
stream.
©2010 Caterpillar
on each cylinder. Fuel flow combustion chamber that detects

through the GAVs is timed by the when the flame front of combustion
camshaft actuating each valve. Fuel arrives. By measuring the time
flow to the prechambers is interval between the firing of the
controlled by a check valve in the spark plug and the signal from the
prechamber fuel path that prevents combustion sensor, each cylinder
fuel flow into the prechamber when tells the main engine control about
the main chamber pressure is high. combustion directly in the cylinder.
The main fuel rail is regulated at the The engine control module combines
inlet by a fuel control valve that this information with data on the
manipulates the gas pressure in the temperature and pressure of both
fuel rail. This fuel control valve is the fuel and inlet air streams to
driven according to the engine’s determine how to tailor the overall
desired and actual speed signals as engine air/fuel ratio to optimize
they are registered at the engine combustion. Adjustment of air/fuel
control module. ratio is accomplished by
A schematic of the G3600 fuel manipulating the turbo wastegate
system is shown in Figure 10. and inlet air choke to control
airflow; more air delivered means a
To provide a feedback signal for
leaner air/fuel ratio.
AFRC, the G3600 places a sensor
at the outer edge of the main
Fuel System Schematic
Figure 10
©2010 Caterpillar
Reference Materials
Media List
The following information is
provided as an additional reference
to subjects discussed in this manual.
LEBW4977: Gaseous Fuels
LEKQ7260: Low Energy Fuels
LEKQ7742: Detonation and
Preignition
REHS4718: GSOV Installation
LEKQ6378: Cat Methane Number
Program
LEKQ9085: G3600 Engine Basics
Systems Operation and
Troubleshooting sections
of the Service Manual
©2010 Caterpillar
LEBW5336-03 ©2010 Caterpillar Printed in U.S.A.
All rights reserved.

Gaseous Fuel Systems - Application & Installation Guide

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Gaseous Fuel Systems - Application & Installation Guide

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APPLICATION AND INSTALLATION GUIDE

Gaseous Fuel Systems............................................................ 1

Information contained in this publication may be considered confidential.

CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow” the “Power

Gaseous Fuel Systems

Gas Engine Fuel System • Carburetor-Mixer

Gas Engine Fuel System Components

downstream of the regulator • Make certain gas supply

engine control has indicated it This is done to stop rotation of the

left behind from pipeline droplets of liquid to form larger

Fuel Train Configuration

Example: Determine Fuel Flow for Sizing Filter

Determine Energy Flow Rate: • Note the flow direction

diameters from the filter inlet least an engine pressure regulator,

diameters of straight pipe temperature and pressure and

Gas Supply Pressure Requirements*

Fuel Systems Equipment for Special Conditions

Fuel Heater Ferrous Fuel System

as part of an overall engine the gas after combustion must also

Carbureted Fuel Systems

Standard Natural Gas System

maintained equal to air pressure plus

Typical Gas Differential Pressure Regulator

When the forces on both sides of air mixing characteristics. These

increase or decrease in this emissions are a necessity since

Cross Section of a Typical Deltec Carburetor-Mixer

Impco Carburetor a gas valve and jet sized for natural

Cross Section of Typical Impco Carburetor–Mixer

In a high-pressure fuel system,

High-Pressure Gas Carbureted Fuel System

In a low-pressure system, the pressure gas fuel systems operate

Low-Pressure Gas Carbureted Fuel System

A simple dual gas setup uses two

Dual Fuel Turbocharged or Naturally Aspirated Engines

fuel by flip-flopping the solenoid controller is required to control

Air/Fuel Ratio Control Systems (AFRC)

Simplified Example of an Air/Fuel Ratio Control

Figure 9 shows an AFRC system • Woodward load share

Combustion Sensing Feedback Metering the fuel mixed into the

on each cylinder. Fuel flow combustion chamber that detects

Fuel System Schematic

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