0 - Web - Iveco - Presentacion y Info General GNV-GNL

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

ECONOMICAL AND TECHNICAL SUSTAINABILITY
FULLY
ALTERNATIVE
Key Figures (31 Dec 2012)FUELS – MARKET TREND ++
COMPATIBLE
+ COMPATIBLE
NON
-
COMPATIBLE
TECH NO AFFORDABLE /
MISSING INFRASTRUCTURE
FOSSIL / RENEWABLE
FOSSIL RENEWABLE ELECTRICITY
(NG / BIO-METHANE)
BIO OIL
FAME BIO- H2 ELECTRIC /
DIESEL PETROL LPG CNG LNG DME
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
LIGHT SHORT ++ ++ ++ ++ - ++ ++ - + +
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
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
Euro VI
EURO 0
Euro 0 1.989
0,40
EURO 1 Euro 1 1.994
PM (g/kWh)
Euro 2 1.997
0,15
EURO 2 Euro 3 2.001
0,12
Euro 4 2006
EURO 3
0,09
Euro 5 2009
0,06 Euro 6 2013
0,03
EURO 4
EURO 6
EURO 5
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 (g/kWh) NOx 2,0 2,0 0,4
de Nitrógeno
Partículas PM 0,03 0,02 0,01

Evolution of NOx limits
5,000
5
4
3,500 - 60%
3
2,000 2,000 - 95%

2
1
0,400
0,250
0
EU R O I I I EU R O I V EU R O V VEM ( EEV) EU R O VI G N C I VEC O

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

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
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

Simple and maintenance-free exhaust after treatment system
Lambda Sensor
Lambda Sensor T° sensor
1 element
L-CNG
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
OXICAT
CUC
SCR
Capteur ∆P
1 additive +
PARTULATE ADBLUE ADBLUE tank
FILTER INJECTOR MIXER 1 Pump
Diesel 1 injector
Euro VI 1 mixer

Simple and maintenance-free exhaust after treatment system
Lambda Sensor
Lambda Sensor T° sensor
1 element
L-CNG 3 Sensors
3 WAY
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

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
8 500
0,3 -35%
0,25 6 400
0,2 300
0,15 4
-95% 200
0,1
2 100
0,05
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

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 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

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

Noise level CNG vs Diesel
100 dB
Measurement: anechoic room
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

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 72 71 dB(A)
5 3
70
68 Ave
66 dB(A)
66
Microphone
height = 1.5 m 64
62
4 60 (position)
1 2 3 4 5 6
Environmental benefits – Low noise for high quality of life
1 Microphone, heigth = 1,2 m

1,5. m
Noise measurement after a cold start
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
- Breaking = 72 dB max 500 1000 2000 (tr/min)
- Acceleration = 71 dB max
- Reverse = 66 dB max
When cold, one DIESEL truck = the noise of 4 NG trucks !
20
26/11/2015
Iveco Stralis CNG

Stralis CNG
Cylinders configuration

Stralis CNG in all versions
4x2
AD190S27
6x2C
AD260S27X
6x2P
AD260S27Y
8x2
AD320S27

Stralis CNG
New main application: Distribution

Stralis CNG
Distribution

Location, Date 25
Stralis CNG tractor
Distribution

Stralis CNG Tractor

LNG Vehicles

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.

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)

GNL gas composition
LNG
Methane & Hydrocarbons
No inert gases. No S
No odorization

Stralis GNC vs GNL
GNC
1 l. diesel <> 2,1 l. GNL 9 bar
1 l. diesel <> 4,8 l. GNC 200 bar
GNL
GNL

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 gas
liquid
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

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
OVERPRESSURE FUEL GAGE

HEAT EXCHANGER
REGULATOR & SENDER

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

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.

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.

LNG Technology
Safety
Some Chart safety tests passed
Simulated fire: 10 min. 10 metres height drop

Stralis LNG

IVECO Natural Gas Vehicles
A Word about L-CNG Tractors Autonomy
280 lit
liters off
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

Stralis LNG
Pressure Regulators
CNG Pressure Regulator LNG Pressure Regulator

Metatron META M/403 (8 l.) Metatron LNG1
Metatron META HFR1000 (9 l.)
LNG Euro VI 1st Step
Ce qui change : le mode de stockage et le remplissage

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 Fuel Contents Gage Sender
15 8 Jauge à carburant
Pressostat pour jauge
Primary Relief Valve Vehicle tank vent

Valve de sécurité
14 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

Vanne d’évent Clapet anti retour
9
Heat Exchanger
Auto Refrigeration Regulator Echangeur de chaleur/
Reniflard “Economizer” évaporateur
Stralis LNG Tank
Last version
External tank pressure gauge with a

cover, including a safety switch: when
case open the engine cannot start

LNG Nozzles & Receptacles GNL

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

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

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.

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
The LNG Dispenser is equipped with an air gun that has to be used to
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.

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.

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.

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.

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.

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
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

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

High Versatility – All missions deserves the best technology !

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

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

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

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IVECO LNG Vehicles

José Luis Pérez Souto

Madrid, 26-11-2015 TrainMoss II 2

 15 years manufacturing production CNG vehicles

 Iveco have experienced and continues to experience in real service with

Electric (battery and trolley) YES

 Of all the technologies considered sustainable or alternative to oil, in the

 Taking advantage of the growing infraestructure and service station networks in

 All this has allowed to IVECO evolve NG technology, improve performance,

 Since 2005 IVECO is experiencing in LNG technolgy

Madrid, 26-11-2015 TrainMoss II

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

and are the European leaders in the application on natural

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

More than 25.000 running vehicles

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2,000 2,000 - 95%

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Madrid, 26-11-2015 TrainMoss II 9

SPARK IGNITED COMPRESSED IGNITED

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

Work with CNG/LNG CNG/LNG LNG

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Madrid, 26-11-2015 TrainMoss II 12

Bio L-CNG No Fossil Energy

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Nox [g/kWh] PM [mg/kWh] CO2 [g/kWh]

Natural gas (fossil)

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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

 Iveco´s CNG engines run on stoichiometric mixture, with lambda closed-loop

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Madrid, 26-11-2015 TrainMoss II

Madrid, 26-11-2015 TrainMoss II 18

Vehicle #1: IVECO 240E25 6x2 RSU

Refuse collection chassis cab with body

1 Microphone, heigth = 1,2 m

Madrid, 26-11-2015 TrainMoss II

Madrid, 26-11-2015 TrainMoss II

Madrid, 26-11-2015 TrainMoss II

Madrid, 26-11-2015 TrainMoss II

Madrid, 26-11-2015 TrainMoss II

Madrid, 26-11-2015 TrainMoss II

Madrid, 26-11-2015 TrainMoss II

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GNC tienen una autonomía limitada de 300-400 Km.

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

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SPECIFIC MASS 1 liter = 0,83kg 1 liter = 0,14 kg 1 liter = 0,36 kg

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

RANGE (km) 950 km 320 km 770 km

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Madrid, 26-11-2015 TrainMoss II 31

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