| Chrysler Industrial Engine H-Series Operating Manual | |||||||||||||||
|
LIQUID PROPANE GAS LIQUID PROPANE GAS OPERATION Liquid Propane Gas is a high quality petroleum product which can be stored in liquid form under pressure, but will boil or become vapor at normal atmospheric temperatures. Although Liquid Propane gas is a liquid in the tank it can readily be converted to a vapor when entering the carburetor. The Liquid Propane gas system (Fig. 79), is composed of three main units, carburetor, converter and filter.
a. The carburetor is of venturi principle and so designed to mix Liquid Propane gas vapor fuel and air in the correct proportions for best engine operating efficiency at all engine speeds. b. The converter is a combination heat exchanger and pressure reducing unit. The converter receives the liquid fuel under tank pressure, converts it to vapor form, reduces pressure to slightly below atmospheric, and regulates the flow of vapor in volume to meet the engine's demand. c. The filter's function is to catch foreign particles of dirt that may be in the tank and fuel line.d. To start engine, open throttle all the way. Depress plunger on the propane vaporizer for a short period of time and close the throttle to one-fourth open position. Depress magnetic oil safety switch (if so equipped) and start the engine. Continue to depress safety switch button until oil pressure reaches 40 pounds. When weather is extremely cold, it may be necessary to "choke" the engine occasionally by depressing button on the vaporizer. Warm up the engine at approximately 1400 rpm before putting on the load. OPERATING AND SERVICE INSTRUCTIONS When removing or servicing converter or filter, be sure to shut off fuel at the tank and run engine until all fuel is out of the lines. CARBURETOR The Liquid Propane gas carburetor (Fig. 80) replaces and serves the same function as the gasoline carburetor in that it mixes the fuel and air in proper ratio for economical operation under all load conditions. The idle, or no load, adjustment consists of a needle valve at the base of the throttle box, the setting being held by a locknut, as shown in Fig. 80. The power adjustment is made by rotating the meter. tube dial and is firmly set by a lockscrew. This provides the fuel setting for maximum power and rpm. The economizer varies the fuel input in proportion to engine requirements during part throttle or irregular operation of the engine, such as during cruising or deceleration periods. Adjustment is made by the economizer screw on the opposite side of the meter tube dial.
CONVERTER (Fig. 81) The converter is composed of three parts, as follows: a. The heat exchanger portion is connected to the cooling system of the engine. The converter furnishes the heat for vaporizing the fuel in the transformation from liquid to vapor. b. The primary regulator reduces the liquid fuel from existing tank pressure to a lower controllable pressure of approximately 51/ 2 to 7 pounds.c. The secondary regulator is a lockoff device as well as a fuel regulation unit and controls the flow of fuel to the carburetor. It operates by engine suction when the engine is running, and locks off the fuel flow when the engine is stopped. The converter is equipped with a priming device for starting. The primer when depressed causes the secondary regulator to leak thus filling the carburetor lines and manifold with fuel sufficient to start the engine, and suction takes over and operates the secondary regulator to continue the flow of fuel. Both primary and secondary regulators are controlled by spring pressure and do not require adjustment.
FILTER (Fig. 82) Remove the drain plug from bottom of the Filter and drain any particles trapped in filter bowl. By removing the six screws in the cover, the bowl and filtering element may be removed for cleaning or replacing.
ADJUSTING PROCEDURES The following adjustments are essential to obtain the best performance of the engine operating system. Run engine to reach operating temperature before adjusting. In making adjustments, it is best to use a Tachometer and Fuel Analyzer. APPROXIMATE IDLE Screw idler adjustment (Fig. 80) in (for lean) or out (for rich) until a good smooth idle is obtained. This may be checked by means of manifold vacuum; the best idle is at the highest vacuum. POWER ADJUSTMENT Screw economizer adjustment all the way in. Set engine at 1400 rpm with throttle stop screw. After engine has stabilized at this speed, set power adjustment to read 12.5 on fuel analyzer. Tighten screw on meter tube after adjustment. If a fuel analyzer is not available proceed as follows: Set engine at 1400 rpm with throttle stop screw. After engine has stabilized at this speed, rotate meter tube dial to the lean side until engine rpm starts to fall off, mark this point. Rotate the dial to the rich side until engine rpm again falls off and mark this point. Go halfway between marks and set 2 to 3 serations to the rich side. ECONOMIZER ADJUSTMENT With engine running at 1400 rpm after making power adjustment, turn out economizer screw gradually until engine has reached peak rpm at this throttle setting and begins to lose speed. Turn screw back in until peak rpm is reached, and tighten locknut. Fuel analyzer will read between 13.8 and 14.4 with this adjustment. FINAL IDLE ADJUSTMENT With main jet and economizer set as above, adjust idle screw for smoothest idle. The throttle stop screw is set for desired idle rpm. Making this final adjustment will not affect the correct power or economizer settings. PRIMER ADJUSTMENT Run engine at 700 rpm. Loosen locknut and turn primer out (counter-clockwise) a couple of turns. Press primer button and turn primer in (clockwise) until mixture richens to drop engine 350 to 400 rpms. CAUTION: Under no circumstances should power settings be made too lean as this will result in poor economy and possible engine damage. Most analyzers may reverse their reading if they have been subjected to an overly lean or rich condition. If satifactory reading cannot be attained, check analyzer. SPARK PLUGS The spark plug usage chart for L.P.G. engines should be as follows:
|
|||||||||||||||
