IVECO LNG Vehicles
José Luis Pérez Souto Innovation Truck & Bus. Alternative fuels
TrainMoss II Madrid, 26-11-2015 CNH Industrial A global leader in Capital Goods
Madrid, 26-11-2015 TrainMoss II 2 IVECO CNG Vehicles Experience
. 15 years manufacturing production CNG vehicles
. Urban service CNG vehicles, trucks and buses, have already completed their life cicle excellently.
. Iveco have experienced and continues to experience in real service with clients other alternative tractions: Sales catalog 2015
LPG NO
Hybrid YES
Fuel Cell NO
Electric (battery and trolley) YES
Madrid, 26-11-2015 TrainMoss II 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
Madrid, 26-11-2015 TrainMoss II ECONOMICAL AND TECHNICAL SUSTAINABILITY
FULLY Key Figures (31 Dec 2012) + + ALTERNATIVE FUELS – MARKET TREND COMPATIBLE
+ COMPATIBLE
NON - COMPATIBLE TECH NO AFFORDABLE / MISSING INFRASTRUCTURE
FOSSIL / RENEWABLE FOSSIL RENEWABLE ELECTRICITY (NG / BIO-METHANE) BIO OIL FAME BIO- H ELECTRIC / DIESEL PETROL LPG CNG LNG DME 2 BTL ETHANOL FUEL CELL PLUG-IN MODE OF TRANSPORT DISTANCE HVO DIESEL OTTO OTTO OTTO OTTO DIESEL DIESEL OTTO - CYCLE CYCLE CYCLE CYCLE CYCLE CYCLE CYCLE CYCLE 37-39 MJ/kg 43-46 MJ/kg 43-47 MJ/kg 46-50 MJ/kg 48-54 MJ/kg 48-54 MJ/kg 28-29 MJ/kg 27-28 MJ/kg 120-143MJ/kg - (FAME) SHORT / PASSENGER CAR + ++ ++ ++ +- + ++ ++ ++ + + MEDIUM
LIGHTSHORT+ ++ ++ ++ +- + ++ +- + +
SHORT / MEDIUM + + - - + + + + + + + - - + MEDIUM
TRUCKS SHORT + + - - + + + + + + + + + - -
HEAVY MEDIUM + + - - + + + + + + + + - - -
LONG + + - - + + + + + + + - - -
SHORT + + - - + + + + + + + + + + + + + BUS MEDIUM / + +- - + ++ ++ ++ +- + - LONG
OFF ROAD SHORT + + + + + + + + + + + + + -
Fuel compatibility of the modes of transport in terms of fuel energy density, fuel easily stored, affordable cost of technology, infrastructure development Madrid, 26-11-2015 TrainMoss II 5 IVECO EUROPEAN LEADER IN NATURAL GAS FULL LINE-UP
and are the European leaders in the application on natural gas offering the most extensive range of CNG/LNG vehicles on the market: trucks, vans and buses designed for all mission types. TRUCKS
LIGHT MEDIUM HEAVY BUS ENGINES
> 6.000 UNITS 2.500 UNITS 5.500 UNITS 25.000 UNITS
GVW 3,5 ÷ 7 t GVW 12 ÷ 16 t GVW 19 ÷ 44t 10.5, 12 and18 m 3 to 8-liter engines 136 HP E6 200 HP EEV 270-330HP EVI UP TO 330 HP
More than 25.000 running vehicles with overall mileage >1.000 milion km
Madrid, 26-11-2015 TrainMoss II Euro VI
EURO 0 Euro 0 1.989 0,40 EURO 1 Euro 1 1.994 Euro 2 1.997 0,15 EURO 2 Euro 3 2.001 0,12 Euro 4 2006
PM (g/kWh) 0,09 EURO 3 Euro 5 2009
0,06 Euro 6 2013
0,03 EURO 4 EURO 5 EURO 6 0,00 Euro 5 EEV Euro 6 0,0 1,0 2,0 3,5 4,0 5,0 6,0 7,0 9,0 15,0 (g/kWh) (g/kWh) (g/kWh) Óxidos NOx 2,02,0 0,4 NOx (g/kWh) de Nitrógeno Partículas PM 0,03 0,02 0,01
Madrid, 26-11-2015 TrainMoss II 7 Evolution of NOx limits
6 5,000 5
4 3,500 - 60%
3 2,000 2,000 - 95% 2
1 0,400 0,250
0 EURO III EURO IV EURO V VEM ( EEV) EURO VI GNC IVECO
Madrid, 26-11-2015 TrainMoss II 8 Evolution of partículate limits
0,180 0,160 0,160
0,140
0,120
0,100 - 87% 0,080 - 99%
0,060
0,040 0,030 0,030 0,020 0,020 0,010 0,001
0,000
EURO III EURO IV EURO V VEM (EEV) EURO VI GNC IVECO
Madrid, 26-11-2015 TrainMoss II 9 Location, Date The new Euro VI L-CNG trucks Environmental benefits – Ultra-low NOx and PM to protect our health
NMHC
CH4 CO
Particulate NOx
Euro VI limits
HOMOLOGATED EMISSIONS VERSUS EURO VI LIMITS 70 % less NOx 96 % less 90 % Less NMHC 88 % less Methane Particulates Madrid, 26-11-2015 TrainMoss II TECHNOLOGY EUROPEAN 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
Madrid, 26-11-2015 TrainMoss II 11 The new Euro VI L-CNG trucks Simple and maintenance-free exhaust after treatment system
Lambda Sensor Lambda Sensor T° sensor L-CNG 1 element 3 WAY 3 Sensors Euro VI CATALYST 45 kg
AdBlue 5 elements Pump 7 Sensors ≈ 250 kg Engine Control Unit NOx Sensor NOx Sensor NH3 Sensor T° Sensor T° Sensor T° Sensor
SCR CUC OXICAT Capteur ∆P
1 additive + PARTULATE ADBLUE ADBLUE tank FILTER INJECTOR MIXER 1 Pump Diesel 1 injector Euro VI 1 mixer
Madrid, 26-11-2015 TrainMoss II 12 The new Euro VI L-CNG trucks Simple and maintenance-free exhaust after treatment system
Lambda Sensor Lambda Sensor T° sensor L-CNG 1 element 3 WAY 3 Sensors Euro VI CATALYST 45 kg
L-CNG Euro VI No EGR No SCR No AdBlue No Particulate Filter No Fuel Post-Injection No Petrol and Petrol-derived Products
Bio L-CNG No Fossil Energy Euro VI No Energy Import No Energy Crop 100% Bio-waste
Madrid, 26-11-2015 TrainMoss II 13 ENVIRONMENTAL SUSTAINABILITY NATURAL GAS / BIO-METHANE Vs. DIESEL
Nox [g/kWh] PM [mg/kWh] CO2 [g/kWh] 0,5 12 800 0,45 700 0,4 10 -10% 600 0,35 8 0,3 -35% 500 0,25 6 400 0,2 300 0,15 4 200 0,1 -95% 2 0,05 100 0 0 0 Limits Cursor 9 Cursor 8 Limits Cursor 9 Cursor 8 Cursor 9 Cursor 8 Euro VI Diesel CNG/LNG Euro VI Diesel CNG/LNG Diesel CNG/LNG
Natural gas (fossil)
CO2 up to -10%
Bio-methane
CO2 neutral
Madrid, 26-11-2015 TrainMoss II 14 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
Madrid, 26-11-2015 TrainMoss II Natural Gas Engines Iveco´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
Madrid, 26-11-2015 TrainMoss II 16 Iveco CNG Engines: Noise
100 dB 100-10000 Hz Diesel engine at 1 m. 95 dB 100-10000 Hz CNG engine at 1 m. 90 dB 100-10000 Hz 85 dB 100-10000 Hz 80 dB 100-10000 Hz 75 dB Sound levels 100-10000 Hz 70 dB 100-10000 Hz
Madrid, 26-11-2015 TrainMoss II Noise level CNG vs Diesel
Measurement: anechoic room 100 dB 100-10000 Hz Diesel in 1 m. 95 dB 100-10000 Hz CNG in 1 m. 90 dB 100-10000 Hz 85 dB 100-10000 Hz 80 dB Delta: 5 dB (A), 100-10000 Hz which equates 75 dB in terms of 100-10000 Hz human perception: 70 dB four times less 100-10000 Hz
Madrid, 26-11-2015 TrainMoss II 18 Noise emitted by the truck
1 Specific Madrid Test evaluation
Vehicle #1: IVECO 240E25 6x2 RSU Vehicle #2: IVECO 240E26 6x2 RSU CNG (EEV)
Refuse collection chassis cab with body 6 2 Vehicles laden and compacting Vehicles stationary
dB(A) Vehicle #1 Vehicle #2
76 74 Ave 7.0 m 5 3 72 71 dB(A) 70 68 Ave 66 dB(A) 66 Microphone height = 1.5 m 64 62
4 60 (position) 123456 Madrid, 26-11-2015 TrainMoss II 19 The new Euro VI L-CNG trucks Environmental benefits – Low noise for high quality of life
1 Microphone, heigth = 1,2 m Noise measurement after a cold start 1,5. m
dB(A)
92 DIESEL GNC 90
86
11 dB 82 13 dB 78
74 9 dB 70
66 Piek Quiet Truck Certification - 20 km/h = 68 dB max 5001000 2000 - Breaking = 72 dB max (tr/min) - Acceleration = 71 dB max - Reverse = 66 dB max When cold, one DIESEL truck = the noise of 4 NG trucks !
26/11/2015Madrid, 26-11-2015 TrainMoss II 20 Iveco Stralis CNG
Madrid, 26-11-2015 TrainMoss II Stralis CNG Cylinders configuration
Madrid, 26-11-2015 TrainMoss II Stralis CNG in all versions
4 x 2 AD190S27
6 x 2 C AD260S27X
6 x 2 P AD260S27Y
8 x 2 AD320S27
Madrid, 26-11-2015 TrainMoss II Stralis CNG New main application: Distribution
Madrid, 26-11-2015 TrainMoss II Stralis CNG Distribution
Madrid, 26-11-2015 TrainMoss II Location, Date 25 Stralis CNG tractor Distribution
Madrid, 26-11-2015 TrainMoss II Stralis CNG Tractor
Madrid, 26-11-2015 TrainMoss II LNG Vehicles
Madrid, 26-11-2015 TrainMoss II 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.
Madrid, 26-11-2015 TrainMoss II 29 Range Why LNG
SPECIFIC MASS 1 liter = 0,83kg 1 liter = 0,14 kg 1 liter = 0,36 kg (25°C, 1 bar) (25°C, 200 bar) (-130°C, 10bar)
CONSUMPTION 31 l /100km 28 kg / 100km 28 kg / 100km
RANGE (km) 950 km 320 km 770 km (300 liter) (720 liter CNG) (280 CNG + 510 NG)
Madrid, 26-11-2015 TrainMoss II 30 GNL gas composition
LNG Methane & Hydrocarbons No inert gases. No S No odorization
Madrid, 26-11-2015 TrainMoss II 31 Stralis GNC vs GNL
GNC
1 l. diesel <> 2,1 l. GNL 9 bar
1 l. diesel <> 4,8 l. GNC 200 bar
GNLGNL
Madrid, 26-11-2015 TrainMoss II 32 LNG Technology LNG cryogenics - Tank principle
Filling nozzle (tank built-in) NG is stored in the tank in a liquid-gas equilibrium Relief valves state at a determined pressure-temperature determined in the tank filling-up moment. Economizer
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 shut-off valve engine burns NG, regardless the source, CNG or LNG. vaporizer liquid gas 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. Chart tank multilayer technology insulation
Madrid, 26-11-2015 TrainMoss II Location, Date 33 LNG Technology Saturated LNG fuel tank SECONDARY PRIMARY 16 bar 24 bar RELIEF RELIEF VENT FILL FILL VALVE CHECK CONNECTOR
ECONOMIZER PRESSURE REGULATOR GAGE
EXCESS ULLAGE FLOW TANK VALVE LNG 8,5 bar / - 122º C LIQUID VALVE
FUEL GAGE HEAT EXCHANGER OVERPRESSURE REGULATOR & SENDER
Madrid, 26-11-2015 TrainMoss II LNG Technology LNG 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 porting Integral 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
Madrid, 26-11-2015 TrainMoss II 35 LNG Technology LNG 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.
Madrid, 26-11-2015 TrainMoss II 36 LNG Technology LNG 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 phase density will be lower, and the vehicle range will be smaller. Besides of this, maximum allowable tank pressure 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 engine pressure, 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 equilibrium temperature in the tank.
This fact can be explained because of decreasing the liquid-phase volume inner the tank, so gas-phase volume 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 until pressure is recovered. But vaporization needs energy, which is taken from the liquid temperature. If long gas demanding time occurs, this vaporization may lead to temperature decrease, and so pressure also decreases.
So 1 or 2 bar overpressure above feeding engine pressure is recommended.
Madrid, 26-11-2015 TrainMoss II LNG Technology Safety
Some Chart safety tests passed
Simulated fire: 10 min. 10 metres height drop
Madrid, 26-11-2015 TrainMoss II Stralis LNG
Madrid, 26-11-2015 TrainMoss II 39 IVECO Natural Gas Vehicles A Word about L-CNG Tractors Autonomy
280 litliters of f CNG 568 Liters LNG tank
45 kg of CNG
182 kg of LNG Recovery tank 170 km extra mileage Main tank Can be refilled at any Enough energy for one CNG station (NGV1 shift 680 km of autonomy std)
170 + 680 = 850 km Everywhere an L-CNG Station is available
Madrid, 26-11-2015 TrainMoss II 40 Stralis LNG Pressure Regulators
CNG Pressure Regulator LNG Pressure Regulator Metatron META M/403 (8 l.) Metatron LNG1 Metatron META HFR1000 (9 l.)
Madrid, 26-11-2015 TrainMoss II 41 LNG Euro VI 1st Step
Ce qui change : le mode de stockage et le remplissage
Madrid, 26-11-2015 TrainMoss II 42 LNG Euro VI tank 2nd step (R-110) Engine Fuel Line Sortie du gaz ( vers le moteur) pipe away adapters Tank Pressure Gage Mise à l’air libre 15 Fuel Contents Gage Sender Pressostat pour jauge 8 Jauge à carburant Vehicle tank vent Primary Relief Valve 14 Valve de sécurité receptacle primaire (16 bar) Retour vapeur station avec clapet Automatic Valve 11 12 Electrovalve D’isolement 6
Fill Fitting Engine water 10 Embout de connections remplissage Entrée/sortie 7 2 Liquide de refroidissement 4 Fuel Shutoff Valve 1 Vanne sortie Secondary Relief Valve GNL vers moteur Valve de sécurité secondaire (24 bar) 5 Red cup for control Excess Flow Valve
Vapor Shutoff Valve Fill Check Valve Clapet anti retour Vanne d’évent 9 Heat Exchanger Auto Refrigeration Regulator Echangeur de chaleur/ Reniflard “Economizer” évaporateur Madrid, 26-11-2015 TrainMoss II 43 Stralis LNG Tank Last version
External tank pressure gauge with a cover, including a safety switch: when case open the engine cannot start
Madrid, 26-11-2015 TrainMoss II 44 LNG Nozzles & Receptacles GNL
Madrid, 26-11-2015 TrainMoss II 45 Repostaje GNL Operativo
d) Connect the fuel tank receptacle and refilling station nozzle.
JC Carter Parker Kodiak Macrotecnologies d.1) - - Press the safety (red) button and pull back handle
d.2) Slide receptacle onto nozzle Slide receptacle onto nozzle Slide receptacle onto nozzle
d.3) Push handles forward into Twist receptacle clockwise Push handles forward fuelling position until locked into position
Madrid, 26-11-2015 TrainMoss II 46 Repostaje GNL Operativo g) Disconnect the fuel tank receptacle and refilling station nozzle: JC Carter Parker Kodiak Macrotecnologies g.1) Pull handles back Unlock the receptacle by Pull handles back turing it anti-clockwise
g.2) Allow the receptacle to vent Allow the receptacle to vent Allow the receptacle to vent
g.3) - - Press the safety (red) button and pull back the handles
g.4) Remove the Receptacle Remove the receptacle
g.5) Reposition the nozzle in its cradle
Madrid, 26-11-2015 TrainMoss II 47 LNG system Refueling
LNG refueling ▶ Liquefied natural gas (LNG) may cause burns if it comes into contact with skin due to its extremely low temperatures. Cold burns may also occur in the event of contact with insulated parts. During operations on the LNG system always wear cryogenic gloves and protect all exposed skin. Long sleeves and trousers are strongly recommended.
▶ Direct contact of Liquefied natural gas (LNG) with eyes may cause blindness. During operations on the LNG system, protect the eyes with goggles and face-shield on top.
▶ Safety shoes with non-metallic protection and anti-drilling sole.
Madrid, 26-11-2015 TrainMoss II 48 LNG system Refueling
Before starting the refueling in a new fueling station, always ask the filling station personnel about the correct procedure to follow and station / dispenser characteristics.
The LNG Dispenser is fitted with an earth cable / clip. Connect the filling station's earth cable to the cryogenic tank (metallic part) in order to avoid any electrostatic discharge and the potential of fire / explosion if there is an LNG leakage.
The connection of the vent return line of the refilling station with the vent LNG is not requested.
Cleaning of connectors is very important. Protective plugs on the receptacle and the vent connector
TheLNGDispenserisequippedwithanairgunthathastobeusedto clean thoroughly the truck fuel tank receptacle first and refilling station nozzle just before their connection. This prevents from possible damages to the fuel tank.
Madrid, 26-11-2015 TrainMoss II 49 LNG system First Fill / Hot Tank
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 the inner tank and components. When this happens the LNG boils rapidly, builds excessive pressure, and may even lift the pressure relief valve. To properly cool the inner vessel special steps 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 station personnel about the correct procedure to follow and station / dispenser characteristics.
Note: This procedure is intended for use by trained technicians with experience on systems using LNG. Review all applicable safety documents before beginning this procedure.
Madrid, 26-11-2015 TrainMoss II 50 LNG system Venting
The LNG tank is designed to keep pressure below nominal primary relief valve setting (16 bar) for minimum 5 days (minimum holding time according to UNECE Regulation No. 110) when full and inactivity of the vehicle. Running the truck brings pressure down to the normal working pressure (8,5 bar) and resets the clock for the holding time When the pressure of the natural gas in the tank exceed nominal primary relief valve setting (16 bar), the system vents outs the necessary amount of gas from the vertical pipe behind the cab in order to reduce the pressure below the setting.
Note: In some countries gas vent is not allowed. Then it requires a burner Rise of pressure Refueling is recommended immediately after normal use of the vehicle. The time required by the tank before pressure reach nominal primary relief valve setting and start venting is called PRT (pressure reaction times) depends on the initial internal pressure and the % of fuel in the tank.
Madrid, 26-11-2015 TrainMoss II 51 LNG system Venting. Warm 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 is recommended that the cryogenic tank is left empty to prevent any undesired venting of fuel into the atmosphere. This measure avoids to waste fuel and reduce environmental pollution being methane a GHG (Green House Gas).
Fueling a warm tank
An LNG tank that has been out of service for an extended period of time but still contains liquid will probably be at or near it’s relief pressure (16 bar). This type of condition is referred to as a warm tank.
A warm tank will still contain liquid but the liquid is at a relatively higher temperature than found in normal operating conditions. The pressure in this tank must be reduced below the fuel stations operating pressure before it can be filled. Reducing the pressure in the tank will cause the 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.
Madrid, 26-11-2015 TrainMoss II 52 LNG system Venting. Wheathering
Fuel degradation, (Ageing or Wheathering)
LNG is a fuel that requires the monitoring and control of temperature and pressure due to the continuous heating of the fuel that occurs for the high difference between ambient temperature and that of the LNG (-120°). Even with optimally insulated tanks, continuous increases in internal pressure will occur. The vapor vented in the atmosphere resulting in a fuel consumption worsening.
The constant vaporization of the fuel affects negatively its properties also. The methane in the fuel will reach ebullition before of the other hydrocarbons in the mixture, such as propane and butane for example. Therefore, if liquefied natural gas is stored for long periods without being drawn off and refilled, the methane rate will continue to decrease and the physical characteristics may not meet the engine design requirements. In order to avoid this phenomenon, known as fuel degradation, refueling is recommended immediately before normal use of the vehicle especially after periods of inactivity.
Madrid, 26-11-2015 TrainMoss II 53 LNG INFRASTRUCTURE = BUSINESS LNG IVECO UNITS CHINA
65.000 1.500 LNG trucks
1 USA 120 units running 8 80 units ordered 100 10.000 LNG trucks 2
15 7 1 unit Finland 1 1 5 units just shipped 1 3 1 26 units running 17 25 units ordered 7 units running 10 units shipped
Madrid, 26-11-2015 TrainMoss II 54 IVECO LNG Green Cars Projects
FP7 Project: The LNG Blue Corridors Large 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 for pure natural gas operation engines, perform integration thereof into heavy duty vehicles and confirm achievement of Euro VI emissions standards, in-use compliance under real-world driving conditions and CO2 or greenhouse gas targets currently under definition OEM’s: IVECO, Daimler, MAN and Volvo FPT + IVECO .-Low Pressure Direct injection Positive Ignition Natural Gas Engine Technology CNH Industrial is member of the NGVAe
Madrid, 26-11-2015 TrainMoss II 55 The new Euro VI L-CNG trucks High Versatility – All missions deserves the best technology !
Madrid, 26-11-2015 TrainMoss II 56 ECONOMICS SUSTAINABILITY - TCO SIMULATION 4x2 ARTICS ON MEDIUM-LONG HAUL MISSION (120.000 km / 7 YEARS)
€40.000 €40.000 €30.000 €20.000 TCO €7.000 €10.000 SAVING 1,18 € / liter €0 (€10.000) NET M&R FUEL UREA INVESTMENT (€5.200) (€20.000) (NET PRICE, (€30.000) USED, (€24.100) (€40.000) FINANCIAL EXPENSES) (€50.000) 1,03 € / kg (€60.000) (€70.000) (€65.900)
TCO REDUCTION (€) 120.000km ‐ 7 years (€80.000) NO PRICE (€70.000) DIFFERENCE (€60.000) = (€50.000) NO TCO SAVING (€40.000) = (€30.000) NO REASON TO (€20.000) USE LNG (€10.000) €0 € 0,05 € 0,10 € 0,15 € 0,20 € 0,25 € 0,30 € 0,35
Madrid, 26-11-2015 TrainMoss II 57 CNH INDUSTRIAL LEADER IN NATURAL GAS MAIN 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
Madrid, 26-11-2015 TrainMoss II 58 Natural gas industrial vehicles in the future CNG 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 is the 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
Madrid, 26-11-2015 TrainMoss II