IVECO LNG Vehicles - The MoS Digital Channel€¦ · IVECO LNG Vehicles José Luis Pérez Souto ......

IVECO LNG Vehicles

José Luis Pérez SoutoInnovation Truck & Bus. Alternative fuels

TrainMoss II

Madrid, 26-11-2015

TrainMoss IIMadrid, 26-11-2015

A global leader in Capital Goods

CNH Industrial

2


IVECO CNG Vehicles Experience

15 years manufacturing production CNG vehicles

Urban service CNG vehicles, trucks and buses, have already completed theirlife cicle excellently.

Iveco have experienced and continues to experience in real service with clients other alternative tractions:

LPG NO

Hybrid YES

Fuel Cell NO

Electric (battery and trolley) YES

Sales catalog 2015


IVECO CNG Vehicles Experience

Of all the technologies considered sustainable or alternative to oil, in the commercial vehicles sector, only the CNG has achieved steady growth.

IVECO with CNG vehicles has managed to settle in two specific market niches: urban buses and garbage collection trucks.

Taking advantage of the growing infraestructure and service station networks in each country, NGV are developing new markets, specially delivery and distribution services.

All this has allowed to IVECO evolve NG technology, improve performance, extend the range and market lidership.

Since 2005 IVECO is experiencing in LNG technolgy


ECONOMICAL AND TECHNICAL SUSTAINABILITYKey Figures (31 Dec 2012)ALTERNATIVE FUELS – MARKET TREND

5

+ +FULLYCOMPATIBLE

+ COMPATIBLE

-NONCOMPATIBLE

TECH NO AFFORDABLE /MISSING INFRASTRUCTURE

Fuel compatibility of the modes of transport in terms of fuel energy density, fuel easily stored, affordable cost of technology, infrastructuredevelopment

MODE OF TRANSPORT DISTANCE

FOSSILFOSSIL / RENEWABLE(NG / BIO-METHANE)

RENEWABLE ELECTRICITY

DIESEL PETROL LPG CNG LNG

BIO OILFAMEBTLHVO

DMEBIO-

ETHANOLH2

FUEL CELLELECTRIC /

PLUG-IN

DIESEL CYCLE

OTTO CYCLE

OTTO CYCLE

OTTO CYCLE

OTTO CYCLE

DIESEL CYCLE

DIESEL CYCLE

OTTO CYCLE

-

43-46 MJ/kg 43-47 MJ/kg 46-50 MJ/kg 48-54 MJ/kg 48-54 MJ/kg37-39 MJ/kg

(FAME)28-29 MJ/kg 27-28 MJ/kg 120-143MJ/kg -

PASSENGER CARSHORT / MEDIUM

+ + + + + + + + - + + + + + + + + +

TRUCKS

LIGHT SHORT + + + + + + + + - + + + + - + +

MEDIUMSHORT / MEDIUM

+ + - - + + + + + + + - - +

HEAVY

SHORT + + - - + + + + + + + + + - -

MEDIUM + + - - + + + + + + + + - - -

LONG + + - - + + + + + + + - - -

BUS

SHORT + + - - + + + + + + + + + + + + +

MEDIUM / LONG

+ + - - + + + + + + + + - + -

OFF ROAD SHORT + + + + + + + + + + + + + -


IVECO EUROPEAN LEADER IN NATURAL GASFULL LINE-UP

and are the European leaders in the application on naturalgas offering the most extensive range of CNG/LNG vehicles on the market: trucks, vansand buses designed for all mission types.

GVW 3,5 ÷ 7 t136 HP E6

GVW 12 ÷ 16 t200 HP EEV

GVW 19 ÷ 44t270-330HP EVI

> 6.000 UNITS

More than 25.000 running vehicleswith overall mileage >1.000 milion km

2.500 UNITS 5.500 UNITS

10.5, 12 and18 mUP TO 330 HP

25.000 UNITS

3 to 8-liter engines

TRUCKS

LIGHT MEDIUM HEAVY BUS ENGINES


Euro 5 EEV Euro 6(g/kWh) (g/kWh) (g/kWh)

Óxidosde Nitrógeno

Partículas PM 0,03 0,02 0,01

NOx 2,0 0,42,0

0,03

0,06

0,09

0,12

0,15

2,0 3,5 4,0 5,0 6,0 7,0

NOx (g/kWh)

PM

(g

/kW

h)

EURO 2

EURO 4

EURO 3

EURO 1

9,0

0,40

EURO 0

15,0

0,00

0,0 1,0

EURO 5EURO 6

Euro VI

Euro 0 1.989

Euro 1 1.994

Euro 2 1.997

Euro 3 2.001

Euro 4 2006

Euro 5 2009

Euro 6 2013

7

TrainMoss IIMadrid, 26-11-2015 8

Evolution of NOx limits

5,000

3,500

2,000 2,000

0,400 0,250

0

1

2

3

4

5

6

EURO I I I EURO I V EURO V VEM ( EEV) EURO VI GNC I VECO

- 60%

- 95%

TrainMoss IIMadrid, 26-11-2015 9Location, Date

Evolution of partículate limits

0,160

0,030 0,0300,020

0,0100,001

0,000

0,020

0,040

0,060

0,080

0,100

0,120

0,140

0,160

0,180

EURO III EURO IV EURO V VEM (EEV) EURO VI GNC IVECO

- 87%- 99%


Environmental benefits – Ultra-low NOx and PM to protect our health

The new Euro VI L-CNG trucks

NMHC

CO

NOxParticulate

CH4

Euro VI limits

HOMOLOGATED EMISSIONS VERSUS EURO VI LIMITS

70 % less NOx 96 % less Particulates

90 % Less NMHC 88 % less Methane


TECHNOLOGYEUROPEAN MARKET (120.000km / YEAR)

SPARK IGNITED COMPRESSED IGNITED

MONO FUEL DUAL FUEL HPDI

Thermodynamic cycle Otto Diesel Diesel

Injection Air inlet Air inlet Direct

Engine efficiency -17% Similar to diesel Similar to diesel

Diesel replacement rate 100% 50-60% 90-95%

TCO estimated reduction 5-6% 1-2% 3-4%

Work with CNG/LNG CNG/LNG LNG

Can run this diesel only NO YES NO

Cruise range (1000km) 700 liters 500 liters 530 liters

Euro VI emissions compliant To be developed Under development

After-treatment 3-way catalyst w/o urea Diesel ATS Diesel ATS

Retrofit opportunities NO YES NO

Noise level -5dBA Slightly better than Diesel Same as diesel

Braking Weaker Same as diesel Same as diesel


Simple and maintenance-free exhaust after treatment system


12

3 WAYCATALYST

Lambda SensorT° sensorLambda Sensor

L-CNG Euro VI

1 element3 Sensors

45 kg

EngineControl Unit

AdBluePump

NOx SensorNH3 SensorT° Sensor

PARTULATEFILTER

SCR

ADBLUEMIXER

CU

C

OX

ICA

T

ADBLUE INJECTOR

NOx SensorT° Sensor T° Sensor

Diesel Euro VI

1 additive + tank

1 Pump1 injector1 mixer

5 elements7 Sensors≈ 250 kg

Capteur ∆P


No EGRNo SCR

No AdBlueNo Particulate Filter

No Fuel Post-InjectionNo Petrol and Petrol-derived Products

No Fossil EnergyNo Energy ImportNo Energy Crop100% Bio-waste

Bio L-CNGEuro VI

Simple and maintenance-free exhaust after treatment system


13

3 WAYCATALYST

Lambda SensorT° sensorLambda Sensor

L-CNG Euro VI

1 element3 Sensors

45 kg

L-CNG Euro VI


ENVIRONMENTAL SUSTAINABILITY

00,050,10,150,20,250,30,350,40,450,5

LimitsEuro VI

Cursor 9Diesel

Cursor 8CNG/LNG

Nox [g/kWh]

0

2

4

6

8

10

12

LimitsEuro VI

Cursor 9Diesel

Cursor 8CNG/LNG

PM [mg/kWh]

0

100

200

300

400

500

600

700

800

Cursor 9Diesel

Cursor 8CNG/LNG

CO2 [g/kWh]

-35%

-95%

-10%

Bio-methaneCO2 neutral

NATURAL GAS / BIO-METHANE Vs. DIESEL

Natural gas (fossil)CO2 up to -10%


Iveco CNG Engines

SOFIM F1C 3.000 cm3 136 CV

TECTOR 6 5.900 cm3 200 CV

CURSOR 8 7.800 cm3 270 / 330 CV


Natural Gas EnginesIveco´s implementation

Iveco´s CNG engines run on stoichiometric mixture, with lambda closed-loop control that ensures no oxygen is present in the exhaust.

This makes it possible to use a tree-way catalytic converter as exhaust treatment device able to reduce by 95% the amount of all three pollutants (NOx - CO - HC)

The catalyst is called “three-way” because the nobles metals (Platinum - Pt, Palladium - Pd ) operated on three pollutants (NOx - CO - HC); The platinum helps the reaction of the CO and HC to transform them into

CO2 and H2O; The palladium helps the reaction to transform NOx into N2


70 dB

100-10000 Hz

Sound levels

100 dB

100-10000 Hz

75 dB

100-10000 Hz

80 dB

100-10000 Hz

85 dB

100-10000 Hz

90 dB

100-10000 Hz

95 dB

100-10000 Hz

Diesel engine at 1 m.

CNG engine at 1 m.

Iveco CNG Engines: Noise


70 dB

100-10000 Hz

100 dB

100-10000 Hz

75 dB

100-10000 Hz

80 dB

100-10000 Hz

85 dB

100-10000 Hz

90 dB

100-10000 Hz

95 dB

100-10000 Hz

Diesel in 1 m.

CNG in 1 m.

Noise level CNG vs Diesel

Measurement: anechoic room

Delta: 5 dB (A), which equates

in terms of human

perception: four times less


7.0 m

Vehicle #1: IVECO 240E25 6x2 RSUVehicle #2: IVECO 240E26 6x2 RSU CNG (EEV)

Refuse collection chassis cab with bodyVehicles laden and compactingVehicles stationary

606264666870727476

1 2 3 4 5 6

Vehicle #1 Vehicle #2dB(A)

1

2

3

4

5

6

(position)

Ave71 dB(A)

Ave66 dB(A)

Microphoneheight = 1.5 m

Noise emitted by the truck

Specific Madrid Test evaluation


Environmental benefits – Low noise for high quality of life


2026/11/2015

Noise measurement after a cold start

Piek Quiet Truck Certification- 20 km/h = 68 dB max- Breaking = 72 dB max- Acceleration = 71 dB max- Reverse = 66 dB max

1,5. m

1 Microphone, heigth = 1,2 m

When cold, one DIESEL truck = the noise of 4 NG trucks !

(tr/min)500 2000

dB(A)

66

70

74

78

82

86

90

92DIESEL GNC

1000

9 dB

13 dB

11 dB


Iveco Stralis CNG


Stralis CNGCylinders configuration


Stralis CNG in all versions

4 x 2

6 x 2 C

6 x 2 P

8 x 2

AD190S27

AD260S27X

AD260S27Y

AD320S27


Stralis CNGNew main application: Distribution

TrainMoss IIMadrid, 26-11-201525Location, Date

Stralis CNGDistribution


Stralis CNG tractorDistribution


Stralis CNG Tractor


LNG Vehicles

28


Why LNG?

GNC tienen una autonomía limitada de 300-400 Km. • CNG Vehicles have a range limited to 300-400 Km.

• LNG expands the range at 700-800 km. (with 1 tank and 4 cng cylinders) opening the use of natural gas vehicles to long distances. Next future 1.200-1.300 km with 2 LNG tanks.

• More over, LNG extracted directly from a LNG terminal is cheaper than CNG.

• The availability of LNG does not depend on a gas pileline.

29


RangeWhy LNG

SPECIFIC MASS 1 liter = 0,83kg(25°C, 1 bar)

1 liter = 0,14 kg(25°C, 200 bar)

1 liter = 0,36 kg(-130°C, 10bar)

CONSUMPTION 31 l /100km 28 kg / 100km 28 kg / 100km

RANGE (km) 950 km(300 liter)

320 km(720 liter CNG)

770 km(280 CNG + 510 NG)


GNL gas composition

LNGMethane & HydrocarbonsNo inert gases. No SNo odorization


GNC

GNL

1 l. diesel <> 4,8 l. GNC 200 bar

1 l. diesel <> 2,1 l. GNL 9 bar

Stralis GNC vs GNL

GNL

32

TrainMoss IIMadrid, 26-11-201533Location, Date

LNG TechnologyLNG cryogenics - Tank principle

NG is stored in the tank in a liquid-gas equilibrium state at a determined pressure-temperature determined in the tank filling-up moment.

Pressure itself pumps the liquid, when demanded by engine (underpressure provoqued), to the vaporizer, where is heated with engine coolant to get it in gas phase, ready to adjust the delivery pressure to the engine and be burnt as in CNG engine. In fact, the engine burns NG, regardless the source, CNG or LNG.

Due to liquid low temperature, thermal isolating is needed to prevent boil-off effect (liquid boiling). As this cannot be completely avoided, the economizer allows to inject gas phase into vaporizer to feed the engine when pressure rises. If the engine is not running and tank maximum pressure is reached, the relief valves get opened to the atmosphere to maintain the pressure under the limits.

So the economizer will keep the pressure-temperature at design working value.

vaporizer

Economizer

gasliquid

Relief valvesFilling nozzle (tank built-in)

shut-off valve

Chart tank multilayer technology insulation


FILL CONNECTOR

FILLCHECK

PRIMARY 16 barRELIEF

SECONDARY24 bar RELIEF

VENTVALVE

LIQUID VALVE

ECONOMIZERREGULATOR

EXCESSFLOWVALVE

HEAT EXCHANGER OVERPRESSUREREGULATOR

FUEL GAGE& SENDER

ULLAGETANK

LNG

8,5 bar / - 122º C

PRESSUREGAGE

LNG TechnologySaturated LNG fuel tank


LNG TechnologyLNG fuel tank using cryogenic pumps

The Westport LNG tank module is an integrated storage and high-pressure supply module. Industry standard vacuum insulated vessel with custom portingIntegral vaporizer, fuelling receptacle and integrated hydraulically driven reciprocated high-pressure or low pressure pump

The integrated high pressure LNG pump is a hydraulically driven cryogenic pump that pumps LNG to 350 bar


LNG TechnologyLNG fuel tank using cryogenic pumps

The Westport ICE PACK LNG tank module.

Use cold LNG fuel (-150°C or 2 bar), doubles tank hold times from 5 to 10 days.

Cold LNG provides up to 10% more operating range when compared with warm (saturated) LNG.


LNG TechnologyLNG cryogenics - Thermodynamical graphs

Defining the working pressure:

Limiting values for tank working pressure are mainly engine nominal feeding pressure (now 7 bar, about 5 bar in future) and maximum tank allowable pressure (16 bar for Chart, 25 bar for former Indox).

Between these two limits a balanced decision must be taken. If high pressure is chosen, liquid phasedensity will be lower, and the vehicle range will be smaller. Besides of this, maximum allowable tankpressure will be reached sooner (due to boil-off effect), so time-to-venting will be also reduced (gas wasting).

Taking this into account, the right decision is to define the working pressure near to feeding enginepressure, but a certain overpressure must be present in order to maintain the gas-pump effect, and minimize long gas demanding periods (engine at full load), which may decrease the equilibriumtemperature in the tank.

This fact can be explained because of decreasing the liquid-phase volume inner the tank, so gas-phasevolume increases and pressure decreases. The tank insulation does not allow heat to enter quickly, and then the thermodynamical system reacts to maintain temperature and pression, so liquid is vaporized untilpressure is recovered. But vaporization needs energy, which is taken from the liquid temperature. If longgas demanding time occurs, this vaporization may lead to temperature decrease, and so pressure alsodecreases.

So 1 or 2 bar overpressure above feeding engine pressure is recommended.


LNG TechnologySafety

Some Chart safety tests passed

10 metres height dropSimulated fire: 10 min.


Stralis LNG

39


A Word about L-CNG Tractors Autonomy

IVECO Natural Gas Vehicles

40

280 lit fCNG280 liters of CNG

45 kg of CNG

Recovery tank

170 km extra mileage

Can be refilled at any CNG station (NGV1 std)

568 Liters LNG tank

Main tank

Enough energy for one shift 680 km of autonomy

182 kg of LNG

170 + 680 = 850 km

Everywhere an L-CNG Station is available


Stralis LNGPressure Regulators

CNG Pressure RegulatorMetatron META M/403 (8 l.)Metatron META HFR1000 (9 l.)

LNG Pressure RegulatorMetatron LNG1


LNG Euro VI 1st StepCe qui change : le mode de stockage et le remplissage


1

2

5

4

9

10

11

14

12

7

6

815

43

Fill Check ValveClapet anti retour

Heat ExchangerEchangeur de chaleur/évaporateur

Fill FittingEmbout de remplissage

Vehicle tank vent receptacleRetour vapeur station avec clapet

Fuel Contents Gage SenderJauge à carburant

Engine Fuel LineSortie du gaz ( vers le moteur)

Tank Pressure GagePressostat pour jauge

Primary Relief ValveValve de sécuritéprimaire (16 bar)

Automatic Valve Electrovalve D’isolement

Engine waterconnectionsEntrée/sortieLiquide derefroidissement

Secondary Relief ValveValve de sécuritésecondaire (24 bar)Red cup for control

Vapor Shutoff ValveVanne d’évent

Auto Refrigeration Regulator Reniflard “Economizer”

pipe away adapters Mise à l’air libre

Fuel Shutoff ValveVanne sortieGNL vers moteur

LNG Euro VI tank 2nd step (R-110)

Excess Flow Valve


Stralis LNG TankLast version

External tank pressure gauge with a cover, including a safety switch: when case open the engine cannot start


LNG Nozzles & Receptacles GNL


d) Connect the fuel tank receptacle and refilling station nozzle.

JC Carter Parker Kodiak Macrotecnologies

d.1) - - Press the safety (red) buttonand pull back handle

d.2) Slide receptacle onto nozzle Slide receptacle onto nozzle Slide receptacle onto nozzle

d.3) Push handles forward into fuelling position

Twist receptacle clockwise until locked into position

Push handles forward

Repostaje GNLOperativo


g) Disconnect the fuel tank receptacle and refilling station nozzle:

JC Carter Parker Kodiak Macrotecnologies

g.1) Pull handles back Unlock the receptacle by turing it anti-clockwise

Pull handles back

g.2) Allow the receptacle to vent Allow the receptacle to vent Allow the receptacle to vent

g.3) - - Press the safety (red) buttonand pull back the handles

g.4) Remove the Receptacle Remove the receptacle

g.5) Reposition the nozzle in its cradle

Repostaje GNLOperativo


LNG system

48

Refueling

LNG refueling▶ Liquefied natural gas (LNG) may cause burns if it comes into

contact with skin due to its extremely low temperatures. Coldburns may also occur in the event of contact with insulatedparts. During operations on the LNG system always wearcryogenic gloves and protect all exposed skin. Long sleevesand trousers are strongly recommended.

▶ Direct contact of Liquefied natural gas (LNG) with eyes maycause blindness. During operations on the LNG system, protectthe eyes with goggles and face-shield on top.

▶ Safety shoes with non-metallic protection and anti-drilling sole.


Before starting the refueling in a new fueling station, always ask thefilling station personnel about the correct procedure to follow andstation / dispenser characteristics.

The LNG Dispenser is fitted with an earth cable / clip. Connect thefilling station's earth cable to the cryogenic tank (metallic part) in orderto avoid any electrostatic discharge and the potential of fire / explosionif there is an LNG leakage.

The connection of the vent return line of the refilling station with thevent LNG is not requested.

Cleaning of connectors is very important. Protective plugs on thereceptacle and the vent connector

The LNG Dispenser is equipped with an air gun that has to be used toclean thoroughly the truck fuel tank receptacle first and refilling stationnozzle just before their connection. This prevents from possibledamages to the fuel tank.

LNG systemRefueling


When an LNG tank is first installed on a vehicle it is considered to be a hot tank.

Installing cold LNG into a hot tank will cause the LNG to take on the heat contained in theinner tank and components. When this happens the LNG boils rapidly, builds excessivepressure, and may even lift the pressure relief valve. To properly cool the inner vessel specialsteps must be completed. It also serves for recheck the entire system for leaks.

Before starting the refueling, in particular the first fill, always ask the refueling stationpersonnel about the correct procedure to follow and station / dispenser characteristics.

Note: This procedure is intended for use by trained technicians with experience on systemsusing LNG. Review all applicable safety documents before beginning this procedure.

LNG systemFirst Fill / Hot Tank


The LNG tank is designed to keep pressure belownominal primary relief valve setting (16 bar) forminimum 5 days (minimum holding time according toUNECE Regulation No. 110) when full and inactivity ofthe vehicle.Running the truck brings pressure down to the normalworking pressure (8,5 bar) and resets the clock for theholding timeWhen the pressure of the natural gas in the tankexceed nominal primary relief valve setting (16 bar), thesystem vents outs the necessary amount of gas fromthe vertical pipe behind the cab in order to reduce thepressure below the setting.

Note: In some countries gas vent is not allowed. Then itrequires a burner

LNG systemVenting

Rise of pressureRefueling is recommended immediately after normaluse of the vehicle. The time required by the tank beforepressure reach nominal primary relief valve setting andstart venting is called PRT (pressure reaction times)depends on the initial internal pressure and the % offuel in the tank.


Long periods of inactivity (more than 7 days)

If the vehicle is not expected to be used for more than 7 days, regardless of fuel in the tank, it isrecommended that the cryogenic tank is left empty to prevent any undesired venting of fuel intothe atmosphere. This measure avoids to waste fuel and reduce environmental pollution beingmethane a GHG (Green House Gas).

LNG systemVenting. Warm tank

Fueling a warm tank

An LNG tank that has been out of service for an extended period of time but still containsliquid will probably be at or near it’s relief pressure (16 bar). This type of condition is referred toas a warm tank.

A warm tank will still contain liquid but the liquid is at a relatively higher temperature thanfound in normal operating conditions. The pressure in this tank must be reduced below the fuelstations operating pressure before it can be filled. Reducing the pressure in the tank will causethe remaining liquid to boil inside the tank. This will cool the liquid and the inner tank.Two methods that will reduce tank pressure are:• If enough fuel remains in the tank, drive the vehicle.• Use the vent connector to return gas to the fuel station.


LNG systemVenting. Wheathering

Fuel degradation, (Ageing or Wheathering)

LNG is a fuel that requires the monitoring and control of temperature and pressure due to thecontinuous heating of the fuel that occurs for the high difference between ambient temperatureand that of the LNG (-120°). Even with optimally insulated tanks, continuous increases in internalpressure will occur. The vapor vented in the atmosphere resulting in a fuel consumptionworsening.

The constant vaporization of the fuel affects negatively its properties also. The methane in thefuel will reach ebullition before of the other hydrocarbons in the mixture, such as propane andbutane for example. Therefore, if liquefied natural gas is stored for long periods without beingdrawn off and refilled, the methane rate will continue to decrease and the physical characteristicsmay not meet the engine design requirements. In order to avoid this phenomenon, known as fueldegradation, refueling is recommended immediately before normal use of the vehicle especiallyafter periods of inactivity.


LNG INFRASTRUCTURE = BUSINESSLNG IVECO UNITS

22

7711

1717

88

1515

1111

120 units running80 units ordered

26 units running25 units ordered

1 unit Finland

11

5 units just shipped

1.5001.500

100100 10.000 LNG trucks

33

7 units running 10 units shipped

USA

CHINA

65.000 LNG trucks

11


IVECO LNG Green Cars Projects

FP7 Project: The LNG Blue CorridorsLarge scale project to demonstrate the LNG as a real alternative for medium and long distance transport.27 partners from 11 countries. OEM’s & Vehicle Technology:

IVECO, Hardstaff, Renaultt Trucks, Volvo and Westport.

H2020 Project: HDGAS. Heavy Duty Gas Engines integrated into Vehicles To develop, demonstrate and optimize advanced powertrain concepts for dual-fuel and forpure natural gas operation engines, perform integration thereof into heavy duty vehicles andconfirm achievement of Euro VI emissions standards, in-use compliance under real-worlddriving conditions and CO2 or greenhouse gas targets currently under definitionOEM’s: IVECO, Daimler, MAN and VolvoFPT + IVECO .-Low Pressure Direct injection Positive Ignition Natural Gas Engine Technology

CNH Industrial is member of the NGVAe



56

High Versatility – All missions deserves the best technology !


ECONOMICS SUSTAINABILITY - TCO SIMULATION4x2 ARTICS ON MEDIUM-LONG HAUL MISSION (120.000 km / 7 YEARS)

57

TCO SAVING

1,18 € / liter

1,03 € / kg

NO PRICE DIFFERENCE

=NO TCO SAVING

=NO REASON TO

USE LNG

€40.000

€7.000

(€65.900)

(€5.200)

(€24.100)

(€70.000)

(€60.000)

(€50.000)

(€40.000)

(€30.000)

(€20.000)

(€10.000)

€0

€10.000

€20.000

€30.000

€40.000

NETINVESTMENT(NET PRICE,

USED,FINANCIALEXPENSES)

M&R FUEL UREA

(€80.000)

(€70.000)

(€60.000)

(€50.000)

(€40.000)

(€30.000)

(€20.000)

(€10.000)

€0 € 0,05 € 0,10 € 0,15 € 0,20 € 0,25 € 0,30 € 0,35

TCO REDUCTION (€)120.000km ‐ 7 years


CNH INDUSTRIAL LEADER IN NATURAL GASMAIN DEVELOPMENT DIRECTIONS

Reduce weights Range extension

Euro VI engine Full-range for environmental service providers

LNG homologation according to R110 Mono-fuel with power output for long haul Automated Manual Transmission Range extension Reduce weights

Intercity applications LNG opportunity

New engine family with higher displacement and power output

Improve thermodynamic efficiency

Energy-independent farm with bio-methane fuelled vehicles

58


Natural gas industrial vehicles in the futureCNG vehicles will remain the best solution to reduce at the lowest levels the pollulants

emitted by ICE. Diesel vehicles Euro-6 will be technologically more complex than CNG Extraordinary evolution of batteries and fuel-cell be required to support the

viability of electric or hidrogen powered heavy vehicles. NG engines are very well positioned to new air quality parameters like NO2

,PM2,5 or PAH (Polycyclic Aromatic Hydrocarbons)

Greenhouse reduction targets will increasingly affect the transport. NG offers 5-8% less CO2 emitted than diesel in road operation. H2-NG blends and biomethane possibilities

LNG is the solution for long distance transport . Its development will depend on the development of the service network, but

more importantly grid density. The beginnings will be regular services based on a minimum core network

In this segment , the economy is over the ecology. The total operation cost isthe main target. The price difference between diesel and natural gas will be the turning point.

Marketing, safety, security, client preferences, public aceptance of CNG/LNG as a vehicle fuel

IVECO LNG Vehicles - The MoS Digital Channel€¦ · IVECO LNG Vehicles José Luis Pérez Souto ......

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