Scania Brings 13 Litre Natural Gas Engine to Market
With LNG liquefied natural gas in its tanks, a typical semi-trailer truck with a gross weight of up to 40 tonnes can drive 1, kilometres without refuelling under favourable conditions. With twin LNG tanks on a rigid truck, the range is approximately 1, kilometres. A new, more robust spark plug and modified software have resulted in extended intervals between spark plug changes.
LNG generally provides a greater range, as a significantly larger amount of fuel is carried. With LNG, the range is up to 1, kilometres for a typical semi-trailer on a flat road. As mentioned previously, extended range is possible with a dual tank configuration.
But a CNG compressed natural gas solution, which usually provides a range of up to kilometres, is also more than sufficient for many customers, for example if the assignments primarily involve regional operations with a return to the home base and refuelling point every day.
But the mileage that can be achieved before needing to refuel also depends, of course, on the type of driving and usage. Longer maintenance intervals Gas engines that run using the Otto principle with pre-mixing of fuel and with spark plugs have shorter service intervals than diesel engines. This reduces maintenance costs and increases uptime, since fewer workshop visits are required during a given ownership period.
In addition, thanks to the lower compression ratio and combustion pressure in the cylinder, the strain on engine components is considerably lower, making for a long service life. At the same time, we are seeing that a rapidly growing infrastructure goes hand in hand with an increasing interest among potential customers to start using all the gas that is available in markets such as France, Italy and Switzerland, to mention just a few.
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The year old company, which employs over 50, staff worldwide, is owned by Volkswagen AG. The engineers have gained valuable insights from these early tests and efforts will continue. However, going forward the use of hydrogen for such applications will be limited since three times as much renewable electricity is needed to power a hydrogen truck compared to a battery electric truck. A great deal of energy is namely lost in the production, distribution, and conversion back to electricity.
Repair and maintenance also need to be considered. The cost for a hydrogen vehicle will be higher than for a battery electric vehicle as its systems are more complex, such as an extensive air- and cooling system. Furthermore, hydrogen is a volatile gas which requires more maintenance to ensure safety.
They note that hydrogen may also have a role in stationary fuel cells for off-grid applications. The existing BEV trucks have two battery size options with the larger kWh battery giving a rated range of km for 29 tonne gross combined weight. Charging time, charging cycles and economics per kg are improving rapidly. This means these solutions will become more cost effective, primarily in repetitive and predictable applications.
By , Scania expects that electrified vehicles will account for around 10 percent or our total vehicle sales volumes in Europe and by , 50 percent of our total vehicle sales volumes are expected to be electrified. General Motors and Volvo have also effectively ditched FCEV research for passenger vehicles, having announced their pursuit of an all-electric future. Most other automakers are also now firmly on this path. China is often misrepresented by fuel cell holdouts as being all-in on FCEVs across all vehicle categories.
Through in-depth research last year, we concluded that as a means of transportation such as long-distance public transportation, work rental, urban logistics, and long-distance transportation, fuel cell vehicles have the characteristics of clean, zero emissions, continuous mileage, and short filling time, which is suitable for market demand.
Best choice. And you can use small fuel cells plus batteries to meet the needs of all-day operation, and long-distance transportation. Because of the hydrogen-energy conversion processes at both ends, as well as energy lost in hydrogen storage, the energy equation for hydrogen FCEVs will always be 2 to 3 times less efficient than simple BEV powertrains. But for all other transport use cases, batteries have much better economics and are steadily and inexorably improving in energy density with no end in sight.
The rule of thumb should be to battery-electrify everything possible and recognize ever improving battery technology and only use much-less-efficient renewable hydrogen or other potential renewable fuel when there is no practical alternative.
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With twin LNG tanks on a rigid truck, the range is approximately 1, kilometres.
A new, more robust spark plug and modified software have resulted in extended intervals between spark plug changes. LNG generally provides a greater range, as a significantly larger amount of fuel is carried.
With LNG, the range is up to 1, kilometres for a typical semi-trailer on a flat road. As mentioned previously, extended range is possible with a dual tank configuration. But a CNG compressed natural gas solution, which usually provides a range of up to kilometres, is also more than sufficient for many customers, for example if the assignments primarily involve regional operations with a return to the home base and refuelling point every day.
The new engine seemed to be undeterred by the tonne ballast it was tasked with moving. Reaching and maintaining road speed for the early part of the journey proved unchallenging. From there on in it is basically all uphill until reaching the summit of Skyline, a good test for any truck. According to the power and torque curve charts for the new engine, power reaches the hp mark at rpm before climbing to at rpm. Maximum torque is available from the get-go at a very low rpm before dropping off substantially at rpm.
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Where the engine will work at is determined by the transmission mode selected. I evaluated all three modes to gauge the best outcomes for performance and economy. While maximum torque is available at as low as rpm, I felt driving in ECO mode at this weight encouraged the transmission to upshift and subsequently down speed the engine to a point where road speed suffered adversely when it came to an incline.
This mode may be beneficial to fuel economy when lightly loaded or empty and the available torque can overcome the lesser weight resistance, but for my liking at this weight I steered away from the ECO mode. With a final drive ratio of 3.
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In fact, the engine would lug all the way down to below rpm without downshifting if you let it, however if you are at the beginning of a serious incline, the road speed lost by allowing this to happen is difficult to recover. With the power mode selected the transmission would instigate downshifts at around rpm, which would see the tacho jump to rpm and provide ample pulling power and speed retention.
Overall, I found the best performance was to be had in the rpm range, offering a good mix of both power and torque.