IVECO LNG Vehicles
José Luis Pérez SoutoInnovation Truck & Bus. Alternative fuels
TrainMoss II
Madrid, 26-11-2015
TrainMoss IIMadrid, 26-11-2015
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
TrainMoss IIMadrid, 26-11-2015
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
TrainMoss IIMadrid, 26-11-2015
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 + + + + + + + + + + + + + -
TrainMoss IIMadrid, 26-11-2015
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
TrainMoss IIMadrid, 26-11-2015
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%
TrainMoss IIMadrid, 26-11-2015
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
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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
TrainMoss IIMadrid, 26-11-2015
Simple and maintenance-free exhaust after treatment system
The new Euro VI L-CNG trucks
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
TrainMoss IIMadrid, 26-11-2015
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
The new Euro VI L-CNG trucks
13
3 WAYCATALYST
Lambda SensorT° sensorLambda Sensor
L-CNG Euro VI
1 element3 Sensors
45 kg
L-CNG Euro VI
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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%
TrainMoss IIMadrid, 26-11-2015
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
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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
TrainMoss IIMadrid, 26-11-2015
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
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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
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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
TrainMoss IIMadrid, 26-11-2015
Environmental benefits – Low noise for high quality of life
The new Euro VI L-CNG trucks
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
TrainMoss IIMadrid, 26-11-2015
Stralis CNG in all versions
4 x 2
6 x 2 C
6 x 2 P
8 x 2
AD190S27
AD260S27X
AD260S27Y
AD320S27
TrainMoss IIMadrid, 26-11-2015
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
TrainMoss IIMadrid, 26-11-2015 30
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)
TrainMoss IIMadrid, 26-11-2015 31
GNL gas composition
LNGMethane & HydrocarbonsNo inert gases. No SNo odorization
TrainMoss IIMadrid, 26-11-2015
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
TrainMoss IIMadrid, 26-11-2015
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
TrainMoss IIMadrid, 26-11-2015 35
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
TrainMoss IIMadrid, 26-11-2015 36
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.
TrainMoss IIMadrid, 26-11-2015
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.
TrainMoss IIMadrid, 26-11-2015
LNG TechnologySafety
Some Chart safety tests passed
10 metres height dropSimulated fire: 10 min.
TrainMoss IIMadrid, 26-11-2015
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
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Stralis LNGPressure Regulators
CNG Pressure RegulatorMetatron META M/403 (8 l.)Metatron META HFR1000 (9 l.)
LNG Pressure RegulatorMetatron LNG1
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LNG Euro VI 1st StepCe qui change : le mode de stockage et le remplissage
TrainMoss IIMadrid, 26-11-2015
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
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Stralis LNG TankLast version
External tank pressure gauge with a cover, including a safety switch: when case open the engine cannot start
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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
TrainMoss IIMadrid, 26-11-2015 47
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
TrainMoss IIMadrid, 26-11-2015
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.
TrainMoss IIMadrid, 26-11-2015 49
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
TrainMoss IIMadrid, 26-11-2015 50
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
TrainMoss IIMadrid, 26-11-2015 51
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.
TrainMoss IIMadrid, 26-11-2015 52
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.
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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.
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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
TrainMoss IIMadrid, 26-11-2015 55
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
TrainMoss IIMadrid, 26-11-2015
The new Euro VI L-CNG trucks
56
High Versatility – All missions deserves the best technology !
TrainMoss IIMadrid, 26-11-2015
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
TrainMoss IIMadrid, 26-11-2015
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
TrainMoss IIMadrid, 26-11-2015
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
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