Powertrain | Diesel International 2022-11

DIESEL OF THE YEAR KOHLER KSD: Easy to maintain ONROAD IAA HANOVER: Hydrogen ICE: Cummins, FPT Industrial, Weichai POWER GENERATION ISOTTA FRASCHINI: 12V170 G and IFuture CUMMINS: Power Integration Center, Minnesota ROLLS-ROYCE POWER SYSTEMS: PG Symposium, Friedrichshafen MITSUBISHI: In Africa, with Linz Electric PREVIEWS BAUMA MUNICH: Hatz, Kohler, Kubota, Liebherr, Yanmar, Volvo EVENTS IVECO GROUP: Beyond... the power of sharing MARINE CANNES YACHTING FESTIVAL: Electric, hybrid and methanol SMM HAMBURG: ABB, Baudouin, FPT Industrial, MAN, mtu, Volvo BATTERY MANAGEMENT BORGWARNER: For electric cars MARELLI: Wireless Distributed BMS COLUMNS Editorial; Newsroom; Automotive; Techno (Siemens)

KOHLER KSD: Easy to maintain
IAA HANOVER: Hydrogen ICE: Cummins, FPT Industrial, Weichai
ISOTTA FRASCHINI: 12V170 G and IFuture
CUMMINS: Power Integration Center, Minnesota
ROLLS-ROYCE POWER SYSTEMS: PG Symposium, Friedrichshafen
MITSUBISHI: In Africa, with Linz Electric
BAUMA MUNICH: Hatz, Kohler, Kubota, Liebherr, Yanmar, Volvo
IVECO GROUP: Beyond... the power of sharing
CANNES YACHTING FESTIVAL: Electric, hybrid and methanol
SMM HAMBURG: ABB, Baudouin, FPT Industrial, MAN, mtu, Volvo
BORGWARNER: For electric cars
MARELLI: Wireless Distributed BMS
Editorial; Newsroom; Automotive; Techno (Siemens)


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feeling<br />

IAA: FPT Industrial, Cummins and Weichai - Bauma previews<br />

PG: microgrid by Cummins, mtu, Isotta Fraschini 12V170 G -<br />

Beyond Iveco Group - Boat Shows: SMM and Cannes<br />


www.vadoetorno.com<br />

www.diesel-international.com<br />

www.dieseloftheyear.com<br />

ISSN 0042<br />

Press Register n. 4596 – April 20th 1994<br />

Poste Italiane Inc. – Mail subscription<br />

D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)<br />

Art. 1, subsection 1, LO/MI<br />


November <strong>2022</strong>


+<br />

S E R V I C E<br />

+<br />

S U P P O R T<br />

+<br />


+<br />

D I S T R I B U T O R S<br />

POWERTRAIN diesel-international.com<br />

NOVEMBER <strong>2022</strong><br />


ICE<br />


kWe ELECTRIC<br />

GAS<br />


06<br />


06. KOHLER KSD<br />

Easy to maintain<br />

ONROAD<br />

14. IAA HANOVER<br />

Hydrogen ICE: Cummins, FPT Industrial, Weichai<br />



12V170 G and IFuture<br />

20. CUMMINS<br />

Power Integration Center, Minnesota<br />


PG Symposium, Friedrichshafen<br />

28. MITSUBISHI<br />

In Africa, with Linz Electric<br />



30. BAUMA MUNICH<br />

Hatz, Kohler, Kubota, Liebherr, Yanmar, Volvo<br />

EVENTS<br />

34. IVECO GROUP<br />

Beyond... the power of sharing<br />

MARINE<br />


Electric, hybrid and methanol<br />



There’s an unbreakable bond between John Deere products and<br />

the people who choose them. It gives you the power to take your<br />

equipment where it needs to go, with premium John Deere quality<br />

standing behind you. And the power to work confidently knowing a<br />

global network of more than 9,000 John Deere dealers are ready to<br />

offer service and support whenever you need it. That’s the unique<br />

connection you get with John Deere power.<br />

JohnDeere.com/Connection<br />

18<br />

20<br />

42. SMM HAMBURG<br />

ABB, Baudouin, FPT Industrial, MAN, mtu, Volvo<br />


46. BORGWARNER<br />

For electric cars<br />

47. MARELLI<br />

Wireless Distributed BMS<br />


4. Editorial 8. Newsroom 10. Automotive 48. Techno<br />

Editorial: Microgrids & Co.<br />

“Microgrid, possibly ‘smart’, you who are so desired<br />

and so frequently in the thoughts of so many,<br />

who are you really?”<br />



by Fabio Butturi<br />


Credits are from “Rolls-Royce Power Systems”<br />

Microgrid, possibly “smart”, you who are so<br />

desired and so frequently in the thoughts<br />

of so many, who are you really? And<br />

what’s the buzz? According to Wikipedia,<br />

“A microgrid is a local electrical grid<br />

with defined electrical boundaries, acting as a single<br />

and controllable entity. It is able to operate in gridconnected<br />

and in island mode. A ‘stand-alone microgrid’<br />

or ‘isolated microgrid’ only operates off-the-grid and<br />

cannot be connected to a wider electric power system.”<br />

If you google it, you can have hundred of different<br />

answers. We experienced the opening of the Cummins<br />

Power Integration Center in Minnesota, US. We attended<br />

to PG Symposium by Rolls-Royce Power Systems in<br />

Friedrichshafen, at the border between Germany and<br />

Switzerland. We had a follow-up about industrial engines<br />

roadmap with Isotta Fraschini Motori team, in South<br />

Italy, to talk about the new 12-cylinder diesel engine.<br />

The answer is unanimous: microgrids are of big interest.<br />

Yes, the conjunctural phase is critical, the chill of winter<br />

already seem to be upon Europe and Gazprom’s gas<br />

taps seem increasingly gas tight. The need to optimise<br />

the limited energy sources available therefore goes far<br />

beyond the alarmism of climatologists and the claims of<br />

the Greta generation. The idea of having enough biomass<br />

to produce enough biomethane to replace natural gas,<br />

we know, is pure utopia. Or an arithmetic dystopia. The<br />

same arguments apply to HVO. However, the perspective<br />

would change completely if one were to assume that<br />

microgrids would be installed in every energy-intensive<br />

power station, such as hospitals, schools and universities,<br />

facilities and, why not, motorway service stations,<br />

wherever possible. Also because microgrids are no longer<br />

necessarily islands, at most clustered in archipelagos.<br />

Also thanks to AI, IoT and 4.0, they communicate with<br />

the grid, from which they can disengage as required.<br />

Moreover, power outages are the order of the day, several<br />

tens of thousands in California alone. And yet, at the<br />

IAA in Hanover and Bauma in Munich there is talk of<br />

electrifying everything, the European Union has banned<br />

ICE from 2035, Tesla is the only paradigm to be declined.<br />

One way only. Yet there is no shortage of wind or sun<br />

on a large part of the planet. What’s more, microgrids<br />

represent the crossroad of Western countries’ technology<br />

with that of the Far East. No one has a magical stick,<br />

but the gas price boom calls for immediate reaction and<br />

equally quick follow-up action. Otherwise, be prepared to<br />

wear very warm clothes and light many candles.<br />

The power to bring you here.<br />




KSD 1403TCA<br />

EASY<br />

TO<br />


The Kohler Board of Directors has elected President and Chief<br />

Executive Officer David Kohler to the additional role of Chair<br />

of the Board, following the passing of Executive Chairman<br />

Herbert V. Kohler, Jr. on September 3 at age 83.<br />

Easy to maintain: a promise or<br />

an adv claim? For Kohler it is<br />

simply the best practice, and<br />

therefore also applied to its latest<br />

“son”, the KSD, <strong>Diesel</strong> of the Year<br />

<strong>2022</strong>. We asked more details to Chris<br />

Rector, Director, Aftermarket Parts<br />

and Service, Kohler Engines.<br />

Can we talk about the benefits of electronic<br />

fuel injection? “Yes, specifically<br />

with the KSD engine. The engine<br />

has been designed to increase service<br />

intervals. As an example, in particular,<br />

attention has been given to the oil<br />

deterioration allowing for a-500 hour<br />

and even a 1000-hour service interval<br />

with the relatively low volume oil<br />

sumps. So, this is a bunch extended<br />

oil change interval and the smaller<br />

oil sumps also allow for the engine<br />

compactness. Further, in addition to<br />

the oil change interval, we have a<br />

heavy duty Poly-V belt with a service<br />

interval of 2000 hours. This is approximately<br />

4 times longer than other<br />

competitors in the market and it also<br />

does not require periodic adjustment.<br />

Once again, the standard oil filter is a<br />

500-hour service interval where others<br />

in the market are 250 hours, and<br />

again we offer for the 1000 hour service<br />

interval for the oil filter matching<br />

the the oil itself service interval.”<br />

I think it could be also a good idea in<br />

the wish lists of your potential cus-<br />

Chris Rector explains<br />

Kohler’s “Easy to<br />

maintain” programme,<br />

also for KSD engines<br />

tomers. “Of course, to reduce service<br />

intervals means more uptime, which<br />

means you’re you’re making more<br />

money with the equipment versus<br />

having the equipment in the shop.”<br />

Does the low-pressure rail lead to<br />

problems in terms of serviceability,<br />

being able to digest even the most<br />

impure fuels? “Our electronic fuel<br />

injections with the electronic controls<br />

on the fuel injection allows for<br />

very precise metering of the fuel and<br />

therefore controlling the air to fuel<br />

ratio, helping to drive a a very low<br />

fuel consumption without sacrificing<br />

transient load response or machine<br />

drivability issues. Ensuring altitude<br />

compensation there is more power<br />

available even in extreme altitudes<br />

versus the industry standard of approximately<br />

1% power loss per 100<br />

meters above sea level for a naturally<br />

aspirated engine. Basically, no derating.<br />

However, by being low pressure,<br />

our low pressure common rail system<br />

does not have the same sensitivities<br />

that a high pressure system does with<br />

sulfur content as you talk about fuels<br />

globally.”<br />

Still about assistance, on such compact<br />

applications, how much does the<br />

absence of ATS impact? “The package<br />

size has been an advantage of<br />

Kohler engines for quite some time.<br />

Since the launch of the KDI, minimising<br />

the aftertreatment system has<br />

benefited both service and engine<br />

size. Indeed, the compactness has<br />

increased because global standards<br />

do not require an ATS below 19 kW.<br />

According to our design, the KSD is<br />

also compact in its muffler and over-<br />

all package dimensions to ensure<br />

continuity in dimensional interfaces.”<br />

Can you “account” for the benefits<br />

of accommodating multiple engines<br />

within a container because of its<br />

compactness, considering the maddening<br />

shipping prices? “Yes, in fact,<br />

the shipping costs have roughly increased<br />

by about five times. We think<br />

about the dimensions when it comes<br />

to integrating the engine into the application.<br />

Obviously, a smaller unit<br />

means less space required for the engine.<br />

This is a great advantage that is<br />

not often talked about: thanks to the<br />

small size, we can fit more engines in<br />

a container. For logistics, this is an<br />

advantage of between 15 and 20 percent.<br />

A greater number of engines inside<br />

each container, which obviously<br />

reduces the shipping cost per engine,<br />

which is also very important as shipping<br />

costs have increased dramatically.”<br />

Also in this vein, thoughts on the<br />

advantages of minimized derating<br />

at high altitudes, wiring, and rapid<br />

load response. “KSD has a superior<br />

performance by nature of the EFI<br />

system and the fuel up to about 4000<br />

meters (13,000 feet). It also comes<br />

with a Pebble sensor assembly that<br />

allows for accommodating existing<br />

mechanical type control. We’re able<br />

to respond to all sorts of load conditions<br />

from various different types of<br />

applications. But the way the engine<br />

has been designed to allow for the oil<br />

filter fuel filter dipstick to be changed<br />

on the engine, it is really a critical<br />

point because so many applications<br />

are very tight.”<br />

6<br />





CHINA<br />

TRUCK<br />

& BUS<br />

According to Interact<br />

Analysis, in July <strong>2022</strong>,<br />

new energy vehicles<br />

accounted for 7.5%<br />

of total bus and truck<br />

sales in China, up by 4.4<br />

percentage points from<br />

the same period last year<br />

Interact Analysis is our never-ending<br />

and accurate source of information<br />

on the Chinese market. Shirly Zhu<br />

and Jan Zhang provide us with<br />

some basic figures. 16,793 units of new<br />

energy buses and trucks were sold in<br />

July, up by over 90% year-on-year,<br />

those sales figures being second only to<br />

June’s. The month of June saw a large<br />

number of deliveries of new energy buses<br />

and trucks which had been postponed<br />

due to the pandemic, and this inflated<br />

that month’s figures. Hence July’s slight<br />

dip in the sales (-4% month-on-month).<br />

6,546 new energy trucks were delivered<br />

in July, up by 66% year-on-year.<br />

Total sales reached 38,435 units in the<br />

first 7 months, accounting for 46% of<br />

total bus and truck sales. Heavy-duty<br />

vehicle sales maintained high growth,<br />

up by <strong>11</strong>4% year-on-year to 1,433 units.<br />

Light-duty vehicles led new energy truck<br />

sales, totaling 4,933 units, or a 75% share.<br />

Registration of battery electric vehicles<br />

increased by 62% year-on-year, holding<br />

a 93% share in new energy truck sales.<br />

356 fuel cell trucks were sold, of which,<br />

light-duty trucks were the majority, accounting<br />

for 72% of total fuel cell truck<br />

sales. 123 units of hybrid trucks were<br />

delivered. The top 10 OEMs together<br />

accounted for 67% of total registrations<br />

in July. Geely still topped the list<br />

this month. Foton and Guangxi Auto<br />

ranked second and thirdr espectively.<br />

Dongfeng, which was third last month,<br />

slipped to fifth place. Sinotruk entered<br />

the top ten list, benefiting from its sales<br />

of heavy-duty and light-duty trucks.<br />

In July, new energy buses recorded<br />

the highest monthly sales in <strong>2022</strong> –<br />

10,247 units – an increase of <strong>11</strong>4% yearon-year.<br />

From January to July <strong>2022</strong>,<br />

registration sales of new energy buses<br />

numbered 44,955 units, a 42% increase<br />

year-on-year. Sales of large-size buses<br />

achieved their first growth since March,<br />

almost doubling from last year. Medi-<br />

um-size buses maintained their growth<br />

momentum in June, up by 92% year-onyear.<br />

Small-size buses continued to lead<br />

new energy bus sales with a 125% yearon-year<br />

growth, standing at 6,878 units,<br />

or 67% of total bus sales. With the rollout<br />

of demonstration projects, fuel cell<br />

bus sales soared to 228 units – a near<br />

45-fold increase. Hybrid buses sales fell<br />

15% year-on-year to only 73 units. The<br />

top 10 OEMs held a combined share<br />

of 86% of sales in June. Thanks to the<br />

hot sales of light-duty vehicles, Geely<br />

still ranked first, King Long Motor and<br />

SAIC Motor took the second and third<br />

positions, respectively.<br />

An estimated 1.8 GWh of batteries<br />

were installed in buses and trucks in<br />

July, up by 97% year-on-year. CATL<br />

dominated the market with a share of<br />

over 70%. Drive motor installations<br />

increased by 92% to nearly 16.8 thousand<br />

units in July. The largest supplier,<br />

Wolong, with productsmainly supplied<br />

to Geely, accounted for over 15% of total<br />

motor units installed in the month. In<br />

July, thanks to a surge in fuel cell truck<br />

and bus sales, 584 fuel cell systems were<br />

installed. SinoHytectook a strong lead in<br />

the supplier ranking with 365 units sold.<br />

C<br />

M<br />

Y<br />

CM<br />

MY<br />

CY<br />

CMY<br />

K<br />


H2 - ONROAD<br />

ENI<br />


ATOM OF A<br />


Behind life’s<br />

every moment<br />

For 90 years we’ve provided dependable power for over<br />

22 million machines. Today, our solutions continue to power<br />

livelihoods, build communities and grow businesses.<br />

Visit us at<br />

Stand number<br />

A4.336<br />

ENI has chosen the hinterland of<br />

Venice to inaugurate its first hydrogen<br />

plant with two supply<br />

points and a capacity of over<br />

100 kilos per day. Ideally, this is the<br />

first step towards the creation of an<br />

infrastructure that meets the needs of<br />

the two main European manufacturing<br />

hubs (Bavaria and Baden Württemberg<br />

in the north, and the north-eastern<br />

quadrant of Italy in the south).<br />

ENI pursues a holistic view in terms<br />

of energy vectors, despite not being<br />

“in love” with the colour of hydrogen,<br />

unless it is decarbonised, and has<br />

identified the Po Valley as the right<br />

cluster, considering heavy automotive<br />

as a fertile application shore for<br />

hydrogen. The countdown has begun<br />

and the chase for this energy vector<br />

starts right here, with the blessing of<br />

the Lion of St. Mark. Giuseppe Ricci,<br />

Energy Evolution General Manager<br />

at ENI: “We are at the starting phase,<br />

through technical gas suppliers. In the<br />

future there will be electrolysers. It<br />

is a mixed model, we are not in love<br />

with the colour of hydrogen (blue,<br />

brown, grey, green, editor’s note), the<br />

most important thing is that it is decarbonised.<br />

The hydrogen from this<br />

station will be available for refuelling<br />

ENI opened a<br />

hydrogen station<br />

near Venice, the<br />

first of a cluster<br />

that will link up with<br />

Southern Germany<br />

both light and heavy vehicles. If, as it<br />

seems, the metropolitan city develops<br />

hydrogen-powered public transport,<br />

we will be ready to build the necessary<br />

service stations”. As confirmed by the<br />

mayor, Luigi Brugnaro, the Venetian<br />

multi-utility company, ACTV, will<br />

commission 95 hydrogen-powered<br />

buses. Ricci continues, “hydrogen is<br />

the cornerstone of a system, it is the<br />

molecule with the highest energy density<br />

and must be exploited to the fullest<br />

both for mobility, as it does not<br />

suffer from the long refuelling times<br />

and typical low autonomy of the electric<br />

alternative, and for the most energy-intensive<br />

industries. In Marghera<br />

we will build three reforming plants,<br />

which will soon be equipped to capture<br />

CO 2<br />

and pipe it into the Ravenna<br />

site. A huge reserve of blue hydrogen<br />

www.perkins.com<br />


H2 - ONROAD<br />



Toyota Motor Italia is part of this operation and will put at<br />

least 10 Mirai on the road. Toyota is gaining a central position<br />

at the intersection of the various candidate applications<br />

for hydrogenisation. Fuel cells for the Mercedes e-Citaro, the<br />

FC2 rail (a reaction to the hydrogen train signed by Alstom<br />

and Cummins), the agreement with Isuzu and Hino. The one<br />

with Parker. The nautical industry, with the REXH2 module<br />

and the collaboration with Yanmar.<br />

Luigi Ksawery Lucà, CEO of Toyota Motor Italia, confirms:<br />

“Toyota pursues a multi-technological approach by trying<br />

different paths to achieve low and zero emissions. This Eni<br />

station represents us, because it includes the charging for<br />

battery-based electric vehicles, the hydrogen refuelling and<br />

traditional fuels. Mirai welcomes its second generation,<br />

which can be charged for a 650-kilometre autonomy in just<br />

5 minutes, and costs like an electric car.”<br />

Does Toyota plan to increase its presence in the last mile?<br />

“At this stage our goal is to provide the technological solution,<br />

that is the fuel cell. We have a partnership with Caetano<br />

Bus, in that case the fuel cells are from Toyota. We also<br />

have a second partnership with Mercedes. Our idea is to<br />

meet the needs of road transport more and more.”<br />

3<br />

2<br />

1<br />

Ready to Go!<br />

Kubota Micro Hybrid Engine<br />

Visit us: A4.327<br />

for industries and service stations.<br />

We will build more stations, we will<br />

take part in the hydrogenisation of the<br />

Italian and, hopefully, also European<br />

network, and depending on the model<br />

of the service station we will supply<br />

it with gas, either by tank wagon<br />

or by electrolyser. As for Italy, Europe<br />

has set a target of 270,000 tonnes of<br />

hydrogen per year for transports in<br />

2030, which could double in light of<br />

the REPowerEU, thus hundreds of stations,<br />

even larger than this one, will be<br />

needed. The quality of the materials is<br />

paramount, requiring only stainless<br />

steel. Storage has to be at 1,000 atmospheres,<br />

and its supply cannot be at<br />

more than 700 atm. We therefore need<br />

technologically prepared players,<br />

such as ENI.”<br />

What are the future prospects in light<br />

of the decarbonisation goal to be<br />

reached by 2035?<br />

Ricci replies. “It is a very important<br />

challenge that we face with a holistic<br />

approach, making all energy vectors<br />

available, so that our customers will<br />

be able to choose according to their<br />

convenience and type of transport.<br />

The electric option is very good for<br />

light transport and short distances,<br />

so much so that our standard offers<br />

high-power charging stations. Traditional<br />

fuels are fine to ensure the continuity<br />

of the existing fleet. They will<br />

gradually diminish, but there are currently<br />

38 million vehicles circulating<br />

in Italy, mostly powered with petrol<br />

and diesel. Compressed and liquefied<br />

gas is good too, and we are changing<br />

it to biomethane, with 22 plants producing<br />

biogas, to which we intend to<br />

add new ones. Our goal is to reach<br />

200 million normal cubic metres of<br />

biomethane per year in five years,<br />

which will supply our service stations.<br />

Hydrogen is in addition to biofuels,<br />

which from the first of January we will<br />

also sell in their pure form, with the<br />

same level of decarbonisation as an<br />

electric vehicle, but using traditional<br />

engines and infrastructure. Hydrogen<br />

currently costs more than 10 euros<br />

per kilo. A vehicle like Toyota Mirai<br />

travels about 100 kilometres with one<br />

litre, equivalent to 6/7 litres of diesel,<br />

so all in all it is not too expensive, also<br />

thanks to the absence of excise duty. I<br />

believe that in about ten years hydrogen<br />

will become competitive. Vehicles<br />

will continue to rely on different fuels:<br />

electric, hydrogen, biomethane, LNG,<br />

petrol, diesel, biofuels.”<br />

Economical solution for short-term high loads<br />

The Kubota Micro Hybrid engine is equipped with a 48-volt motor generator and provides up to 10 kW of additional<br />

electrical power to match short-term infrequent high loads. This allows customers to select an efficient engine with<br />

an output power matching the lower and medium load demands frequently used. Applications already equipped<br />

with a compatible Kubota engine can be converted retrospectively.<br />

• Simple, easy to install system<br />

• High torque, direct response<br />

• Lower operating costs<br />

global.engine.kubota.co.jp/en/technology/microhybrid<br />





I WANT<br />

TO BE<br />

GREEN<br />


eActros is the first full electric truck developed by<br />

Daimler Truck for long haul transportation. What’s<br />

new, as for the truck technology, mainly deals with<br />

the batteries, made of lithium iron phosphate cell<br />

technology (LFP), ensuring long service life and more<br />

usable energy, as stated by Mercedes-Benz Trucks.<br />

As for the powertrain, three battery packs provide an<br />

installed total capacity of over 600 kWh. Two electric<br />

motors, as part of a new e-axle, generate a continuous<br />

output of 400 kW and a peak output of over 600 kW.<br />

In addition to the tractor unit, Mercedes-Benz Trucks will<br />

also produce rigid variants of the eActros LongHaul right<br />

at market launch. The aforementioned LFP batteries are<br />

characterized, above all, by a long service life and more<br />

usable energy.<br />

The batteries of the<br />

production eActros<br />

LongHaul can be<br />

charged from 20 to<br />

80 percent in well<br />

under 30 minutes<br />

at a charging station<br />

with an output of<br />

about one megawatt.<br />

The reference to Queen’s hit<br />

is practically a must. In Hannover,<br />

Freddie Mercury’s voice<br />

dissolved in the frenetic previews<br />

of electrification, announced,<br />

and hydrogenization, advocated. Especially<br />

OEMs, both truck and bus,<br />

have rushed towards these two directions<br />

of decarbonisation. Among<br />

the engine manufacturers, on the<br />

other hand, represented on this stage<br />

by Cummins, FPT Industrial and<br />

Weichai, things were not exactly like<br />

that. Cummins and FPT went out of<br />

their way to present an agnostic platform.<br />

What does this mean? That electric<br />

motors and fuel cells are definitely<br />

the future, not even a remote one,<br />

but in the short to medium term why<br />

not turn an “old-fashioned” engine<br />

block to a multifuel approach? So, we<br />

at the IAA. The casing has changed,<br />

the more futuristic Cursor X capsule,<br />

but the tasks and mission have been<br />

transferred to the more conventional<br />

13-litre with crankcase, flywheel, cylinders<br />

and the entire ICE aesthetic and<br />

technological equipment. The diesel<br />

version delivers e up to 600 hp (441<br />

kW) and 2850 Nm, resulting in +5%<br />

power and 14% torque compared to<br />

the current Cursor 13 model. The<br />

methane version delivers up to 520 hp<br />

(382,4 kW) and 2500 Nm resulting in<br />

+13% power and +25% torque compared<br />

to the current Cursor 13 Natural<br />

Gas. CO 2<br />

emissions reductions stand<br />

at 9% for the diesel unit and 10% for<br />

the methane model, but the latter can<br />

achieve net-zero CO 2<br />

emissions when<br />

fueled by biomethane. The XC13 will<br />

be ready for Euro 7 with a few upcan<br />

start from the Italian company.<br />

This story begins in 2018, at the CNH<br />

Industrial Village, in Turin. At Tech<br />

Day, FPT Industrial announced the<br />

Cursor X, a multi-power, modular and<br />

multi-application concept. That was<br />

the big bang of the XC13, unveiled<br />

The three engine<br />

kingpins at the IAA<br />

were Cummins, FPT<br />

Industrial and Weichai.<br />

In common they have<br />

hydrogen for the<br />

ICE, fuel cells and an<br />

eye on Euro 7 future<br />

regulations<br />

grades. Braking power also achieves<br />

a +29% increase on the diesel version<br />

(up to 530kW at 2300 rpm) and<br />

a +300% on the methane model (up<br />

to 245kW at 2300 rpm). Last but not<br />

least, both versions are significantly<br />

lighter: -10% (100 kg) for diesel and<br />

-10% (80 kg) for the methane model.<br />

This weight reduction is due to the<br />

Compacted Graphite Iron casting for<br />

the cylinder head and block, reducing<br />

wall thickness while improving thermo-mechanical<br />

strength. According<br />

to FPT Industrial, economic and environmental<br />

sustainability is improved<br />

by enhanced combustion efficiency,<br />

thanks to a new fuel injection system<br />

and higher peak cylinder pressure,<br />

reduced friction, down speeding and<br />

new divided-flow turbo, auxiliary<br />

equipment management, and by FPT<br />

Industrial’s proprietary software for<br />

integrated combustion and ATS control.<br />

“The evolution of a carbon-based<br />

economy into a new, sustainable circular<br />

economy is perhaps the greatest<br />

technological challenge of the industrial<br />

era,” adds Sylvain Blaise, President<br />

of the Iveco Group <strong>Powertrain</strong><br />

Business Unit. “And as producers of<br />

propulsion systems we are at the core<br />

of it.”<br />

And now we move the the adjacent<br />

pavillion, where Cummins’s podium<br />

hosted the speech of Jennifer Rumsey,<br />

President and CEO since August. “We<br />

power some of the world’s most demanding<br />

and economically vital applications.<br />

There is no single technology<br />

that will work for all of our customers.<br />

We must advance solutions in a way<br />

that secures a sustainable future for<br />

the industries that keep the world running.<br />

That’s why we have developed a<br />

company with the broadest range of<br />

ultra-low and zero-emission technologies<br />

dedicated to the commercial vehicle<br />

industry,” she said. Cummins had<br />

its fill of alternative solutions: the electrified<br />

axles, heirs to the Meritor acquisition;<br />

the fuel cell (it is the fourth-generation<br />

hydrogen fuel cell engine.<br />

Designed to meet the duty-cycle, performance<br />

and packaging requirements<br />

of medium- and heavy-duty trucks<br />

and buses, the fuel cell technology is<br />

available in 135 kW single and 270<br />

kW dual modules) and a Lithium Iron<br />

Phosphate (LFP) battery. In addition<br />

Cummins exhibited the first fruit of the<br />

agnostic platform, the 15-litre engine,<br />

and the X10, correctly identified as the<br />

“next generation diesel”, which claims<br />

14<br />





at both upstream and downstream<br />

positions. The 10 liters diesel engine<br />

allows a compact installation for vehicles<br />

across the 26-to-44 ton GVW<br />

range focused on maximizing payload,<br />

as well as low-cab trucks for urban operations.<br />

The X10 design incorporates<br />

a similar fuel-agnostic capability to<br />

that of X15, with the potential to offer<br />

hydrogen and biogas versions.<br />

The triad of engine makers at the IAA<br />

is completed with Weichai. Apart from<br />

the usual difficulty in finding information,<br />

the stand proved adequate for the<br />

challenges of Fit for 55. We finally saw<br />

the engine of record, the WP13H. This<br />

is the 6 dylinder (BxS 130x162 mm),<br />

13-litre diesel engine that achieved<br />

51.09% efficiency, in synergy with<br />

Bosch, who supplied the 2500 bar<br />

common rail and control unit. An efogas,<br />

the X15N will offer ratings extending<br />

from 400-to-510 hp (298-380<br />

kW) with a peak torque of 2500 Nm<br />

available. Using an LNG high-storage<br />

capacity system, a heavy-duty tractor<br />

is capable of achieving a range of over<br />

1000 kilometres.<br />

The next generation X10 diesel engine<br />

is equipped with XPI common rail system,<br />

a four-handed score conceived<br />

and played from the beginning by<br />

Cummins together with Scania. Across<br />

a 320-to-450 hp (240-335 kW) ratings<br />

range and a peak torque of 2300<br />

Nm, is equipped with with the new<br />

Heavy-Duty Compact Cross aftertreatment<br />

system. HDCC is a modular system<br />

incorporating dual-SCR together<br />

with a twin-dosing system for precision<br />

injection of the AdBlue emissions<br />

reduction fluid into the exhaust gas,<br />

to be ready for Euro 7.<br />

What, concretely, does this agnostic<br />

platform actually consist of? There is<br />

a common base engine with cylinder<br />

heads and fuel systems specifically tailored<br />

for the X15H to use carbon-free<br />

hydrogen and for the X15N to use biogas<br />

with up to 90% carbon reduction.<br />

With X15H ratings up to 530 hp (395<br />

kW) and X15N ratings up to 510 hp<br />

(380 kW) and a peak torque of 2600<br />

Nm, they are ideally suited for trucks<br />

up to 44-ton gross vehicle weight<br />

(GVW). The X15 advanced diesel can<br />

use either sustainable HVO fuel or<br />

B100 biodiesel with ratings up to 650<br />

hp (485 kW) for the most demanding<br />

heavy haul duty-cycles. H2-ICE powered<br />

heavy-duty trucks will be able to<br />

fully refuel in just 15 minutes. For truck<br />

applications powered by renewable bi-<br />

ficiency level with a strong symbolic<br />

value and practical effects, in terms of<br />

homogenization of the comburent in<br />

the combustion chamber. Scania also<br />

announced this milestone in the truck,<br />

with the Super engine platform (also<br />

initially calibrated with the 13-litre).<br />

Weichai has also aligned itself with<br />

its Euro-American competitors, with a<br />

15-litre hydrogen ICE. The 6-cylinder<br />

WP15H2 engine (BxS 136x167 mm),<br />

delivers 390 kW at 1700 rpm amd 2500<br />

NM from 950 to 1350 rpm. According<br />

to the Chinese company, stepless regulation<br />

of hydrogen rail pressure can<br />

be realized by the electronic pressure<br />

regulator, each cylinder injects fuel<br />

independently. The H2 rail cavity is<br />

directly connected with the hydrogen<br />

injector to improve the transient injection<br />

response.<br />

The comet of Hanover was electrification and Renault Group certainly could not<br />

deviate from the astral indications. What better stage, after all, for the epiphany<br />

of the Trafic Van E-Tech Electric? The most popular among professional vehicles<br />

with the lozenge on the nose closes the electric triangulation with the Kangoo<br />

and the Master. The most obvious curiosity concerns autonomy. A mortgage<br />

on every electrical application, regardless of payload and mission profile. The<br />

Traffic comes with a credible expectation, which projects it into the coveted<br />

dimension of the last mile. To close the circle, could we hypothesize an electric<br />

Trafic, for (almost) zero kilometer deliveries, and autonomous driving? In this<br />

regard, a statement by Heinz-Jürgen Löw, from February 1 st at the head of<br />

light commercial vehicles (LCV) of Renault Group, seems appropriate. Löw,<br />

who comes from Volvo, Renault Trucks and the Volkswagen group, has clearly<br />

stated that autonomous driving was thrown into the public opinion and to the<br />

professionals themselves in a probably hasty way. “It will certainly assert itself”,<br />

said the Senior Vice President, Renault Brand, Light Commercial Vehicle, “but in<br />

a longer time than expected”. In any case, the Trafic E-tech Electric promises a<br />

range of 240 kilometers, in accordance with the WLTP (Worldwide harmonized<br />

light vehicles) cycle, equipped with a 90 kilowatt engine, standard units of<br />

synchronous and asynchronous (literally, they are 122.4 horsepower) and the 52<br />

kilowatt battery pack. And in terms of performance? The towing capacity is 750<br />

kilos, for a load capacity of 1.1 tons. It is presented to admirers in the 5.08 meter<br />

version and in the increased version, equal to 5.48 meters, for a useful height<br />

of almost 2 and 2.5 meters (to be picky, 1,967 and 2,498 meters). To deduct the<br />

useful volume, consider a load length of 4.15 meters, which in the L2 version,<br />

with the door for the “long load”, has an opening in the bulkhead. The option<br />

with a cab floor should not be underestimated. The result is a load volume (in<br />

van mode) ranging from 5.8 to 8.9 cubic meters. To complete a hypothetical<br />

appendix of FAQ, the final question is about the methods of recharging, which<br />

literally goes into three. This “pure and hard” single-phase alternating current<br />

electric has an alternative: to the 7 kilowatt supply, for conventional household<br />

sockets alongside the 22 kilowatt one, by attaching itself to public columns.<br />

Finally, the third mode, direct current, on request, for fast charging in the<br />

motorway network, which allows you to revitalize the battery status indicator<br />

from 15 to 80 percent in about 50 minutes.<br />

16<br />





12V170 G<br />

AND R&D<br />

HOUSE<br />

At the Isotta Fraschini Motori HQ in Bari, solar PV of about one thousand kWh<br />

will be installed, which will switch heating and air conditioning off from fossil fuels<br />

from the beginning of 2023.<br />

lously taking care of for the 16-cylinder.<br />

We are able to deliver the engines<br />

within two months at the latest, with<br />

the possibility of ready stock as well.<br />

The 12-cylinder is aimed at the same<br />

applications as the 16, with modularity<br />

of the large majority of the components,<br />

since it is the removals of four<br />

cylinders, therefore maintaining the<br />

power line, front and rear end, rep-<br />

Isotta Fraschini<br />

Motori, Fincantieri<br />

Group, is moving<br />

ahead with its IFuture<br />

program. The R&D<br />

centre (CIS) and the<br />

12V170 G are ready<br />

At Isotta Fraschini Motori, the<br />

IFuture project goes on. The<br />

CIS, the innovation and development<br />

centre, is fully operational<br />

and the 16-cylinder has a “little<br />

brother”, the 12-V diesel engine. We<br />

sit down with Giovanni Bruni, the<br />

COO of the Fincantieri Group company,<br />

Maurizio Bianco, Sales Manager,<br />

and Piero Violante, CIS Program<br />

Manager. Bianco: “The 12V170 G<br />

confirms the program that we started<br />

in October 2021 in the industrial<br />

scenario. The available power settings<br />

have been extended, including<br />

for the 16-cylinder, with some more<br />

specific configurations, suitably engineered<br />

for the 16 and replicated on<br />

the 12-cylinder, which will be available<br />

from the end of this year. Prompt<br />

delivery is something we are scrupulicating<br />

the same interfaces, both for<br />

continuous and emergency use.”<br />

Smart grids are very much “cuddled”<br />

by engine manufacturers,<br />

as our reports from Cummins and<br />

Rolls-Royce prove.<br />

Bruni: “The need for energy is growing<br />

much faster than the ‘grid’ was<br />

‘smart’. To make any business grow<br />

you need investment. The old grid concept<br />

cannot withstand the speed imposed<br />

by the current model of investment<br />

and technological development.”<br />

Let us recap the stages of IFuture.<br />

Bruni: “In the first instance we put the<br />

16 industrial cylinders on the market,<br />

then the 12. We completed the<br />

32 recruitments of engineers within<br />

the first months of the year, and we<br />

are at an advanced stage of training<br />

and resource allocation. The CIS, the<br />

training and development centre, the<br />

container for this work group, is also<br />

now operational.”<br />

On the topic of CIS, the innovation<br />

and development centre, Piero Violante<br />

spoke. “We have developed<br />

the common rail versions for marine<br />

applications, to leverage economies<br />

of scale, due to cost reductions, and<br />

transferred the benefits optimized in<br />

industrial to commercial marine. We<br />

have pursued significant improvements,<br />

also in remote monitoring<br />

logics, which will soon be tested on<br />

a platform for a market release, with<br />

the utmost attention to cybersecurity,<br />

in partnership with our parent company,<br />

Fincantieri.”<br />

Piero Violante again speaks on the<br />

V170 G. “The first 16-cylinder engine<br />

will perform 3,000 hours to check<br />

that all components comply with the<br />

quality level required by Isotta Fraschini,”<br />

he points out. “As of today<br />

(22 July <strong>2022</strong>, ed.), after performing<br />

both bench test hours in the 1,500<br />

and 1,800 rpm versions, including<br />

800 continuous hours in the genset<br />

version, thanks to the collaboration<br />

of the genset manufacturers, we have<br />

disassembled the engine. We carried<br />

out a series of inspections, down to<br />

the crankshaft level, and reassembled<br />

it to complete the cycle at 1,800<br />

rpm, for another 800 hours, and thus<br />

gained an overall view.”<br />

Now let’s talk about Phoenix, which<br />

in Isotta Fraschini’s vision stands for<br />

an 8-, 12- and 16-cylinder engines<br />

platform, with a layout designed together<br />

with FEV. “We will be ready to<br />

release the data sheet of the top of the<br />

range, the 16-cylinder, which we will<br />

assemble by 2023. It will run conventionally,<br />

on diesel fuel, and from this<br />

we will develop hydrogen-only operation<br />

engine. It will be aimed at applications<br />

requiring power in the range<br />

of 1 to 4 MW. Between diesel and hydrogen,<br />

however, we do not rule out<br />

gas versions, of which we will begin<br />

single-cylinder tests”.<br />

On the horizon there is a fuel cell to<br />

be integrated on a system that will be<br />

tested on a ship, in tandem with Fincantieri.<br />

Finally, there is a proposal<br />

for collaboration with the Singapore<br />

Port Authority, for a hybrid system,<br />

consisting of fuel cells, a ICE and<br />

a battery pack, intended to equip a<br />

typical commercial application with<br />

cycles of use that lend themselves to<br />

hybrid power, a tugboat.<br />

18<br />





POWER<br />


CENTER<br />


Cummins and Buhler Industries announced that they<br />

have signed a letter of intent and plans to integrate<br />

the Cummins 15-liter hydrogen engines in Versatile’s<br />

equipment. Since 1967, Versatile has used Cummins<br />

engines exclusively in all four-wheel drive tractors.<br />

“While diesel engines continue to be the flexible power<br />

of choice for the foreseeable future in agriculture, such<br />

a collaboration enables both companies to develop<br />

low and zero carbon solutions that are ideally suited to<br />

farming,” said Adam Reid, Versatile’s Vice-President of<br />

Sales and Marketing.<br />

“Cummins has recently announced its plan to leverage<br />

existing platforms and expertise in spark ignited<br />

technology to build hydrogen engines. The high<br />

commonality among engine components between<br />

diesel and hydrogen leverages scale advantages for<br />

OEMs, while delivering the reliability that farmers<br />

need,” added Ann Schmelzer, General Manager, Global<br />

Ag Business at Cummins.<br />

Gary Johansen, Vice President - Power Systems Engineering and Project<br />

Sponsor: “The PIC is the realization of a significant investment in engineering<br />

technology and innovation that will impact how companies use and build power<br />

systems to meet sustainability goals for a greener future.”<br />

Google “microgrid” and you’ll<br />

find hundreds of different results.<br />

The link at the most<br />

fundamental level consists of<br />

sources, loads, and control. Additionally,<br />

“we believe that a microgrid is<br />

a type of electricity system that can<br />

function, at least in part, independently<br />

of larger grids”. So, can microgrids<br />

help break Western economies from<br />

reliance on CNG and fossil fuels? It<br />

is increasingly believed that they can,<br />

and at Cummins they have structured<br />

themselves to meet the demands of<br />

the market. The answer is called PIC,<br />

Power Integration Center. Based at<br />

Cummins Power Systems facility in<br />

Fridley, Minnesota, the PIC is a facility<br />

that allows for the configuration,<br />

integration, and testing of power system<br />

technologies including diesel and<br />

riety of possible microgrid configurations.<br />

The outdoor test area includes<br />

five 500 kW test pads and two 2000<br />

kW test pads, which can be connected<br />

as sources or loads. Two 500 kW programmable<br />

load banks allow for scenarios<br />

to be run using real customer<br />

load profile data, at up to 0.8 leading<br />

or lagging power factor.<br />

The significance of the PIC can be<br />

gleaned from the words of Gary Johansen,<br />

Vice President – Power Systems<br />

Engineering and Project Sponsor.<br />

“It has a very flexible structure<br />

that allows us to quickly reconfigure<br />

the control, the power connections,<br />

and all of these systems to meet<br />

changing market demands and customer<br />

requirements,” Johansen said.<br />

“This flexibility is something that you<br />

really need to prove. PIC is completenatural<br />

gas generator sets, photovoltaic<br />

(PV) solar panels, battery storage<br />

systems, fuel cells, transfer switches,<br />

switchgear, and system-level controls.<br />

The PIC spans 20,000 square feet of<br />

lab space including an outdoor test<br />

area, main switchgear room, electrical<br />

mezzanine, and engineering control<br />

room. Many different types of assets<br />

such as generator sets, energy storage<br />

systems, fuel cells, and inverters can<br />

be brought in for testing in a wide va-<br />

Cummins has opened<br />

the Power Integration<br />

Center, the “home” of<br />

microgrids, at its plant<br />

in Fridley, Minnesota<br />

ly adaptable to a variety of energy<br />

and power sources, as well as many<br />

different types of flexible loads.”<br />

For at least CE applications, could<br />

the smart grid be used to convert ICE<br />

in e-motors? “It depends on the load<br />

profile of the CE machinery, what exactly<br />

are the power needs, what kind<br />

of energy is available, and how much<br />

does it cost them to get that energy.”<br />

Delivering the microgrids in a different<br />

configuration each time at a different<br />

time is challenging. And how<br />

do you go about doing it throughout<br />

the microgrids’ lifetime? You develop<br />

when a specific chemistry that is now<br />

available and a specific storage capability.<br />

To accomplisch this mission, at<br />

Cummins PIC three indoor switchgear<br />

lineups connect the different assets<br />

in the lab, as well as tie into the site<br />

utility connection. A 500 kW permanently<br />

installed roof-mounted PV system<br />

is connected to the lab, as well as<br />

PV and energy storage simulators for<br />

testing various types of inverters. The<br />

engineering control room includes<br />

workstations where technicians can<br />

access all elements of the microgrid<br />

system, and work collaboratively with<br />

customers and technical partners.<br />

What about customization? Johansen<br />

replies that “We invite clients to join us<br />

for the research and learning, look at<br />

trade-offs, optimize all solutions, and<br />

also consider how they will need to<br />

change in the future. We also engage<br />

clients in codesign and the development<br />

of commissions in a new site.”<br />

And now we take you on a journey<br />

through the three key areas of the centre.<br />

Let’s start with the control room.<br />

They explain us that the purpose of<br />

this PIC is integration, research, development<br />

and production test, testing<br />

gensets, fuel cells, transfer switch,<br />

battery storage system, for any type<br />

of facility. “In a lab here we can connect<br />

different sources in many different<br />

combinations. We have a facility<br />

we can reconfigure into in different<br />

microgrid tipologies and power systems<br />

layouts.” It was a chance to take<br />

a closer look at the electrical diagram.<br />

All the wires represent cable connections,<br />

all the boxes, connecting different<br />

assets we have in the lab. They<br />

resume the micro-grid’s composition.<br />

“We have two diesel generators right<br />

now, a natural gas generator, two PV<br />

roof top solar, connected to the lab,<br />

we have a solar simulator, two batteries<br />

storage systems, and we have a<br />

20<br />





Cummins Acoustical Technology Center (ATC) located at the<br />

Cummins Power System factory in Fridley, Minnesota, has<br />

a hemi-anechoic sound testing chamber with the ability<br />

to test and record precision-grade acoustical data from 20<br />

Hz to 20,000 Hz… the entire range of the human auditory<br />

recognition. Measuring 105 feet long, 80 feet wide, and<br />

36.5 feet high, (around 32m x 24,4m x <strong>11</strong>1,2m) the ATC is<br />

one of the largest of its kind in the world in diesel or power<br />

generation business and exemplifies Cummins’ commitment<br />

to innovation, precise engineering, and its dedication to<br />

providing quiet products for a sustainable future. The team’s<br />

commitment to innovation and precise engineering is reflected<br />

in the construction of the ATC. Despite its massive size, more<br />

than three-quarters of the materials used to build the center<br />

have been recycled or salvaged. The building materials include<br />

recycled or partially recycled metal paneling, fly ash concrete<br />

and locally sourced material such as steel made from ore mined<br />

in northern Minnesota. In addition, the center was built on a<br />

site that qualifies as a brownfield redevelopment by the U.S.<br />

Green Building Council.<br />

battery simulator.”<br />

And now we approach the microgrid’s<br />

“thinking brain”. They note that<br />

“since the average US home needs 1<br />

kW, or $500 every pack, each pad has<br />

facilities for diesel and natural gas,<br />

as well as AC connections, control<br />

commands, digital and analogue connections,<br />

Ethernet and fiber. The major<br />

goal of this space is to fully configure<br />

these pads; everything in here<br />

may be replaced tomorrow, and you<br />

can simply use a forklift to transport<br />

your assets and link them to ours”.<br />

Pointing out step by step, panel by<br />

panel they say: “We currently have<br />

two rental 275 kW gensets over there<br />

to my right, and directly behind me is<br />

a 150 kW natural gas genset, despite<br />

the fact that these pads are equipped<br />

for 500 kW. All three generator sets<br />

are manufactured in this plant. There<br />

is a control system that regulates<br />

communication with the engine ECM,<br />

controls the voltage and frequency of<br />

our start-and-stop sensors, and safeguards<br />

the gensets. These gensets are<br />

designed to be quickly installable at<br />

the disaster relief side or at a temporary<br />

function. The radiator system<br />

and batteries are located in the back,<br />

and here we have our voltage selector<br />

switch so that this genset may run<br />

at different voltages (three phase and<br />

single phase). Currently, batteries<br />

are still a significant component of<br />

microgrids due to their capacity to<br />

store electricity produced by sources<br />

like solar and wind energy and<br />

their quick response time to changes<br />

in load. Therefore, over here to the<br />

right, we have a 250 kW battery sys-<br />

tem; it has a 500 kWh battery system<br />

and can provide that much power for<br />

up to two hours. The batteries themselves<br />

are housed in these two cabinets,<br />

which also house the inverters<br />

and controllers. A 125 kW battery<br />

system with 250 kWh is located lower<br />

on the left and was created in partnership<br />

with Cummins. We can create<br />

a true power system out in the field<br />

with all the assets running at nearly<br />

the same power node because all<br />

the assets on these pads are roughly<br />

about the same power node.”<br />

Finally, we go to the outdoor area,<br />

where the generation and battery storage<br />

systems are located. “We wanted<br />

this space to be a place where you<br />

could bring an incomplete product off<br />

the production line and test it; these<br />

pads allow you to install and run it<br />

without a formal closure. We are able<br />

to keep an eye on every aspect of<br />

each of these assets. We had a few options<br />

when deciding where to locate<br />

the Power Integration Center, so we<br />

worked closely with our acoustic engineers<br />

to model how the wind direction,<br />

speed, and temperature change<br />

throughout the year affect how noise<br />

travels across the site. This modeling<br />

helped us determine the best location<br />

for the power integration center on<br />

our property. Because we wanted to<br />

make sure we were good neighbors,<br />

we actually sent engineers with microphones<br />

to our neighbors’ living<br />

rooms at the property line. This was<br />

a crucial but unnoticed component<br />

of the project. We built our acoustic<br />

technology center, a $15 million investment<br />

trust, through noise testing<br />

that was previously conducted outside.<br />

It is now completely closed, and<br />

I believe it is safe to say that a university<br />

marching band could safely<br />

use the space. As a result, all of these<br />

assets and investments contribute to<br />

our sustainability strategy.”<br />

Somebody asked “when will HVO<br />

fuel be available for everybody?”.<br />

“If you consider the carbon footprint<br />

over the course of a person’s entire<br />

life, it may not always be zero because<br />

the source of HVO fuel varies<br />

even if it is quite consistent. Additionally,<br />

given that all of our clients’<br />

on-site energy is wind, they might not<br />

have access to fuels like HVO liquid,<br />

which can be used as a direct substitute<br />

for diesel. Accordingly, I believe<br />

our mission is to take their available<br />

energy and transform it into usable<br />

power in the most cost-effective and<br />

environmentally friendly manner<br />

possible,” these are the premises.<br />

“We have already released all of our<br />

emergency standby products certified<br />

to use full 100% HVO fuel; there<br />

are no changes to the rating, performance,<br />

or emissions. Our products<br />

that run for a longer period of time<br />

are already approved for 25% HVO;<br />

we’re moving toward 100% as soon<br />

as our field trials are complete. We<br />

simply acknowledge that HVO is not<br />

for everyone. Natural gas in your<br />

pipeline is one solution, but you can<br />

also obtain it from other things like<br />

blending hydrogen and diesel. We<br />

already see the potential for a natural<br />

gas distribution network to inject<br />

some percentage of hydrogen into the<br />

mix with natural gas.”<br />

22<br />





PROBLEM?<br />

NO,<br />



The Microgrid Validation Center in Friedrichshafen combines<br />

different energy generation assets with storage and load to<br />

enable validation of different stationary energy solutions.<br />

In offgrid mode, the assets and control algorithms’ability to<br />

maintain grid stability can be validated. In on grid mode, gridforming<br />

functionality and the offering of grid services such as<br />

frequency response can be validated and further developed.<br />

Main Benefits:<br />

Development and validation of new control algorithms &<br />

technologie; Realistic show case for customers; CO 2<br />

and cost<br />

savings for factory.<br />

Rolls-Royce Power Systems solution:<br />

12V4000 <strong>Diesel</strong> 1300kW<br />

12V4000L64 Gas 1300kW<br />

EnergyPack 2000kVA/1000kWh<br />

• PV 80kW<br />

• Fuel Cell250kW<br />

• Emulator (SMA) 2500kW<br />

The business unit “Sustainable Power Solutions”, which was newly created a<br />

year ago to deal with sustainable system solutions, is continuously expanding<br />

its portfolio. One step in this direction was the complete takeover of the<br />

previous majority subsidiary Rolls-Royce Solutions Berlin GmbH (formerly<br />

Qinous), which forms the core of the Microgrid Competence Centre.<br />

Rolls-Royce Power Systems believes<br />

in the diversification of<br />

energy sources. For instance,<br />

they have invested in the smartgrid<br />

pattern, meaning power generation<br />

in a stable, predictable and efficient<br />

mode. In Friedrichshafen, we have been<br />

able to verify how many parameters the<br />

mtu control system is capable of assessing.<br />

But the PG Symposium, which we<br />

reported on extensively in the September<br />

issue, does not stop there. At mtu,<br />

they do not forget that ICE, as Michael<br />

Wagner, director product and solutions<br />

management stationary business, says:<br />

“it can be part of the solution and not<br />

part of the problem”. And we begin just<br />

with Wagner, an Austrian mechanical<br />

engineer, almost a whole professional<br />

life spent in Friedrichshafen, who spoke<br />

about “Fuel Flexibility: Increasing the<br />

Sustainability of Internal Combustion<br />

Engines.”<br />

“Speaking of renewable fuels, our diesel<br />

lineup, including the 1600 and 4000 Series,<br />

is completely released to run on EN<br />

15940 fuels. The 2000 Series will follow<br />

the next year, when we optimize the fuel<br />

At the PG Symposium,<br />

Rolls-Royce Power<br />

Systems showcased that<br />

ICE is not the evil but it<br />

is part of the solution.<br />

With HVO, biofuels and<br />

hydrogen mixtures.<br />

Finally, electrolyzers<br />

in a glimpse<br />

pump. The main topic of my talk will be<br />

HVO. Based on our assessment of its sustainability<br />

qualities, as well as its potential<br />

to reduce CO 2<br />

emissions from well to<br />

wheel and improve performance, HVO<br />

is a promising fuel. We compared diesel<br />

and HVO soot emissions extensively<br />

and we found a considerable reduction<br />

in soot emissions across the entire power<br />

range between 50 and 80%.”<br />

According to ISO 8258-5-G3, Rolls-<br />

Royce carried out extensive evaluations<br />

of frequency, electric power, and voltage<br />

and found no performance variations between<br />

diesel and HVO. Transient behavior<br />

is comparable as well. Also the storage<br />

capability is much better compared<br />

to fossile diesel fuel. “It’s a very important<br />

feature for back-up installation”, according<br />

to Wagner, “because the power<br />

is used for few hours a year, you need a<br />

big amount of fuel stored at site, and the<br />

fuel consumption is lower because of its<br />

positive chemical properties”.<br />

In a nutshell, HVO is attractive because<br />

of reduction of harmful pollutants up to<br />

-80% soot (mg/m 3 ) and up to -8% ppm<br />

NOx. It achieves the same performances,<br />

in terms of maximum power, load<br />

acceptance and consumption. Simple<br />

drop-in fuel: no engine hard or software<br />

adaptions necessary. Blends are possible.<br />

No effect on service and maintenance<br />

intervals: standard warranty conditions<br />

apply. Hydrotreated Vegetable Oil has<br />

a long storage capability. Global HVO<br />

processing and co-processing volumes<br />

will quadruple by 2025 versus 2020. Finally,<br />

a few remarks on the feasability of<br />

Otto Cycle. “In our road map,” Wagner<br />

says, “we want to reach the 100% hydrogen<br />

goal by 2025. Talking about LNG<br />

marine engine, the challenge is that<br />

the performance needs to behaves diesel-like.<br />

The gas injection is cylinder individual,<br />

before each inlet valve into the<br />

compressed air. This enables us to have<br />

a very dynamic operation.”<br />

Rolls-Royce Power Systems developed<br />

a conversion kit to retrofit natural gas<br />

engines in 100% hydrogen operation engines<br />

in the future when hydrogen will<br />

be available. Hydrogen engine injects<br />

fuel on the multiport injection valves<br />

with a pressure in the range of 4 to 6<br />

bars into the air coming compressed to<br />

the turbocharger. In the chamber the<br />

piston’s going up and down, nearly up<br />

the spark when the ignition starts. The<br />

fuel ratio of the lambda range is pretty<br />

high. This is the way how they control<br />

the combustion, using a lot of air to keep<br />

the flame speed of the combustion under<br />

control. The second key has to be a very<br />

homogeneous mixture in order to have a<br />

stable combustion of the hydrogen. The<br />

German company expects to achieve<br />

a mean effective pressure of the hydrogen<br />

engine in the order of 40 bars versus<br />

standard gas engines we achieve a mep<br />

of 22 bars. It means that it will be a power<br />

output reduction in a range of 40% in<br />

the next step. “We’re confident that over<br />

the time we’ll be in a position step by step<br />

to stabilize the output of the specific hydrogen<br />

ICEs at the current range of NG<br />

engines,” concludes Micahel Wagner.<br />

The fresh references to hydrogen allow<br />

us to switch to Armin Fürderer, Director<br />

Sustainable Customer Solutions. The<br />

topic of his speech is “Hydrogen: The<br />

Fuel of the Future”.<br />

“We started with a 500 kW solutions net<br />

for the PEM fuel cell container, but we<br />

24<br />




Stacks are designed to last a minimum<br />

of 80.000 hours of operation. The water<br />

consumption amounts to less than 1 liter<br />

per Nm 3 H2. What about response time?<br />

It is less than 10 seconds in both directions.<br />

Hydrogen production features are<br />

up to 680 kg/day operating at 40 bar<br />

pressure, with a stack operating temperature:<br />

80 degrees Celsius maximum.<br />

Finally, let us now go into detail about<br />

the architectures available for hydrogen<br />

fuels. They started with FCD250, 65kW<br />

per module, that they are not using anymore.<br />

In the pilot phase, they use the<br />

100 kW modules, which in 2025 will<br />

be upgraded to 150 kW per module. “At<br />

the moment we guarantee 10,000 hours,<br />

but when we reach zero production we’ll<br />

reach 25,000 hours end of life. We are discussing<br />

with a customer a 1.5 MW solution<br />

in order to test it in a scalable environment.<br />

We need something is working,<br />

especially in the storage site.” By being<br />

operable under the open sky without any<br />

infrastructure apart from hydrogen, the<br />

standalone Fuel-Cell Demonstrator is<br />

much more than a test bench. Equipped<br />

with a static online-UPS system and Liion<br />

batteries, the demonstrator can be<br />

adapted for various different customer<br />

use cases. Demonstration of new concepts<br />

for modular FC system integration<br />

will set the foundation for large scale PG<br />

from PEM fuel cell technology.<br />

now have a little bit more power options.<br />

The first three generator units, which<br />

have replaced diesel generators, will<br />

be noticeable at the port of Duisburg in<br />

April of the following year. They have the<br />

same configuration as the diesel generators<br />

they replaced and are essentially<br />

replacements.” This is how Fürderer introduces<br />

us to the topic, pointing out that<br />

“as a result of conversations with customers,<br />

particularly in the field of data<br />

centers, that will no longer be the case in<br />

the future. The future is DC grids; nothing<br />

is now ready or on the market, but<br />

we will be ready if the switch from AC to<br />

DC occurs. This will be another benefit<br />

of fuel cell and battery technologies.”<br />

Hydrogen has a long-standing storage<br />

problem due to its energy density. “Hydrogen<br />

is essentially ten times lower than<br />

natural gas and to achieve a similar vol-<br />

26<br />

umetric density, it must be compressed,<br />

starting at 500 bar, to a size that allows<br />

energy storage; the system is very expensive,<br />

liquefaction requires 600 and more<br />

degrees. A solution for small customers<br />

is to store 1 tonne of hydrogen in a 40-<br />

foot container, which brings 1.5 MW of<br />

backup power in about 12 hours.”<br />

Several companies in Europe have announced<br />

that they want to create a decentralised<br />

H2 network. Basically, they<br />

install electrolysers powered by green<br />

energy and place them in a storage area.<br />

They want to bring the hydrogen as close<br />

as possible to the customers, serving at<br />

least the last mile or even through small<br />

pipelines. “What will be the hydrogen<br />

carrier in the future?” Fürderer asks to<br />

the audience. The answer: “At the moment<br />

it seems to be ammonia.”<br />

In the first part of the report from the<br />

Symposium, we told you about the<br />

Hoeller Electrolyzer. To follow up on<br />

what was written in the September issue,<br />

we report some key improvements of the<br />

1.5MW per stack technology: better connectivity<br />

to reduce catalyst need; porous<br />

transport layer, for having lower resistance<br />

in order to increase power and efficiency;<br />

bipolar plate, for the optimization<br />

of the flow field to maximize power.<br />

Following, some additional technical<br />

information about the second generation<br />

Prometheus L Stack (in the Greek<br />

mythology Prometheus was the Titan<br />

who stole the fire to give it to humanity).<br />

The power consumption is up to 1.5<br />

MW with approximately 312 cells, with<br />

an active surface: around 1.180 cm 2 /cell.<br />

Up to DC750Volt and 2.500 Ampere, the<br />

AC power consumption at full capacity<br />

is approximately 4,5 kWh / Nm 3 (stack).<br />

Honing machine for<br />

in-line or “V”<br />

monoblocks<br />


Mobile column type, replacement of a<br />

monoblock while processing the other.<br />

Control gauge with automatic recovery of<br />

wear stones<br />

Honitech S.r.l.<br />

Tel: +39 02 6152662<br />

Video links on honitech.net




POWER<br />

PACK<br />

PLUS<br />


According to the company, Mitsubishi Power signed a full<br />

turnkey contract with leading Egyptian O&G Company Alexandria<br />

National Refining & Petrochemicals Company (AN-<br />

RPC) to provide advanced hydrogen fuel conversion technology<br />

solutions, supporting the company to achieve its<br />

decarbonization goals. The solution will be installed at the<br />

ARNPC refinery plant in Alexandria, which provides 30%<br />

of Egypt’s gasoline supply for domestic consumption. Mitsubishi<br />

Power will be responsible for the design, engineering,<br />

procurement, construction, and commissioning of fuel<br />

conversion solutions for the existing 100 ton/hour boiler,<br />

enabling it to fire up to 100 percent hydrogen by the end<br />

of 2023. This includes the installation of-the-art hydrogen<br />

burner technology and advanced control solution to ensure<br />

efficient and safe operations.<br />

Paul Kaliski, Product Manager, MTEE G-Drive Engines: “MTEE operates<br />

under the MHI Group Code of Conduct and Corporate Social Responsibility<br />

guidelines. Basic principles of honesty, integrity, mutual respect and taking<br />

responsibility for our actions are paramount to how we do business and, as a<br />

group, we have continuing Sustainable Development Goals in relation to the<br />

environment, society and governance.”<br />

When you mention Mitsubishi,<br />

in the environment of<br />

the PG, your mind jumps<br />

to the big powers. An<br />

equation that also applies to the giants<br />

of the sea. You say Mitsubishi and the<br />

echoes reach back to the Middle East<br />

Energy, Dubai. Perhaps not everyone<br />

knows, however, that Mitsubishi has<br />

an established partnership with Linz<br />

Electric, which supplies the other<br />

essential component: the alternator.<br />

According to Mitsubishi Turbocharger<br />

and Engine Europe, as part of its<br />

strategy to support genset OEMs in<br />

the African region, MTEE launched<br />

PowerPackPlus product range,<br />

equipped with Linz Electric alternator.<br />

Four variants of the PowerPack-<br />

Plus are currently available – 15 KVA<br />

50 Hz Prime, 20 KVA 50 Hz Prime,<br />

28 KVA 50 Hz Prime and 40 KVA 50<br />

Hz Prime. In addition to the engine,<br />

radiator and alternator, the Power-<br />

PackPlus range includes intake, assembly<br />

and connection kits, which<br />

allow the OEM to tailor the specification<br />

to match their needs.<br />

Paul Kaliski, Product Manager,<br />

MTEE G-Drive Engines, and Alberto<br />

Azzolini, Linz Electric Sales Manager<br />

alternators, answered some questions<br />

about the cooperation between Mit-<br />

Mitsubishi Turbocharger<br />

and Engine Europe<br />

launched the new<br />

PowerPackPlus range<br />

with Linz Electric<br />

subishi and Linz Electric.<br />

Why is the African market so important<br />

for Mitsubishi and Linz<br />

Electric?<br />

MTTE: “The demand for generator<br />

sets in Africa is continuing to grow<br />

and MTEE would like to grow with it.<br />

Mitsubishi is already an appreciated<br />

brand in Africa and our products fit<br />

the market needs of reliable energy<br />

solutions that are easy to install and<br />

maintain. More so than in Europe, the<br />

demand for generator sets includes<br />

the residential, commercial and small<br />

to medium-scale manufacturing sectors<br />

so we are tailoring our product<br />

range for the African market and are<br />

steadily expanding our dealer network<br />

in the region.”<br />

Linz: “Linz Electric have important<br />

collaborations in Africa and we do<br />

believe that for the future it will be<br />

increasingly a key market for us. The<br />

demand of electrical energy is constantly<br />

expanding, and Linz Electric<br />

want to be a part of the electrification<br />

process in the African region”.<br />

Why did you create the PowerPack-<br />

Plus product?<br />

MTEE: “The African diesel generator<br />

set market is highly competitive with<br />

many OEMs servicing the demand<br />

from local production sites in Africa,<br />

as it is more economical to carry<br />

out the final assembly of the gensets<br />

closer to the final destination. Furthermore,<br />

some of the bulkier components,<br />

such as base frames, supports,<br />

fuel tanks, canopies etc., are even<br />

more cost-effective to manufacture at<br />

or local to the OEMs in Africa. However,<br />

obviously, some items still need<br />

to be sourced from further afield. The<br />

PowerPackPlus takes the basic components<br />

of a genset that are not fabricated<br />

in-house, or easy to source<br />

locally, at the African OEMs and<br />

packages them as a single product<br />

from a single supplier.<br />

This simplifies the various processes<br />

that surround these items, giving<br />

benefits in order processing, customs<br />

administration, transportation costs,<br />

stock management and delivery coordination.<br />

Regardless of sector or size,<br />

efficient supply chain management is<br />

vital for the success of any company.<br />

Moreover, with the PowerPackPlus,<br />

MTEE has undertaken some of the<br />

technical analysis work for the OEMs<br />

and streamline the aftersales support<br />

processes. All of which enhances our<br />

core business of providing powerful,<br />

reliable diesel engines that are easy to<br />

install and maintain.”<br />

Linz: “In our opinion, it is really important<br />

for the African OEM to deal<br />

with just one contact for both the engine<br />

and alternator. This will lead to<br />

several advantages: being in contact<br />

with only one supplier will end up saving<br />

time and make the entire purchase<br />

process easier, not to the mention the<br />

fact that both engines and alternators<br />

will be on stock together and ready to<br />

be delivered. Additionally, the Power-<br />

PackPlus will simplify all of the aftersales<br />

processes as a result of the Mitsubishi<br />

service network being able to<br />

provide aftermarket support for both<br />

engine and alternator.”<br />

28<br />


EVENTS<br />



THE<br />

ACID<br />

TEST<br />


Liebherr does not have a single formula for<br />

decarbonisation. According to the German company,<br />

they enhance the ICE and offer various hydrogen<br />

injection solutions. The system approaches for port fuel<br />

injection (PFI) and direct injection (LPDI) are based on<br />

a common, scalable injector platform. To optimise the<br />

operating performance of hydrogen-powered commercial<br />

and construction vehicles, Liebherr is also developing<br />

electric turbochargers. Air compression provides a higher<br />

oxygen partial pressure and thus a higher power density.<br />

The challenge on fully electrified or hybrid-powered<br />

construction sites is operating machines at maximum<br />

power, charging all machines during break periods, or<br />

smoothing power peaks on sites with limited grid supply.<br />

Liebherr meets these challenges by developing energy<br />

storage systems with the highest power density, efficiency<br />

and quality. The Liebherr-Werk Ehingen has been fuelling<br />

its mobile and crawler cranes solely with pure HVO fuel<br />

since the start of September 2021. In Europe HVO is also<br />

experiencing a significant growth in demand in the area of<br />

maritime cargo handling, which is particularly noticeable<br />

in Great Britain and Scandinavian countries. Also in the<br />

product segments Earthmoving, Mining and Material<br />

Handling Technology of the Liebherr Group HVO is used.<br />

cat; the iOntron e-mixer by Putzmeister;<br />

an all-electric rough terrain<br />

crane by Tadano; the 5055e allwheel<br />

drive electric wheel loader<br />

from Kramer-Werke. OEMs, then,<br />

obeyed to the “electricity” com-<br />

The <strong>Diesel</strong> cycle will<br />

maintain its strategic<br />

role in spite of any<br />

“age limit” imposed<br />

by the European<br />

Union. At the Bauma<br />

<strong>2022</strong> we’ll see many<br />

innovations by<br />

Kubota, Hatz, Kohler,<br />

Yanmar, Volvo Penta<br />

By January, 10 months before<br />

Bauma, 97 percent of the<br />

available space had already<br />

been confirmed by exhibiting<br />

companies. The <strong>2022</strong> edition<br />

of the show – rescheduled from the<br />

customary springtime appointment<br />

to the 24 th of October – has finally<br />

come, but a first sneak peek at it was<br />

offered well in advance to the specialized<br />

press gathered at Munich’s<br />

<strong>International</strong> Centre on the 21 st and<br />

22 nd of June.<br />

Of course, electric drives will be<br />

under the spotlight. In a nutshell,<br />

among the others we will see the<br />

APU3050e, the battery-powered<br />

reversible vibratory plate with a<br />

direct drive by Wacker Neuson;<br />

eight tandem rollers by Hamm; the<br />

track-loader concept T7X by Bobmands<br />

right at a time when this energy<br />

commodity is made as crucial<br />

as ever by scheduled blackouts in<br />

European city areas – and not just<br />

that. There are, however, tiny signs<br />

of “resilience” – such a trendy word<br />

in connection with internal combustion<br />

engines now facing an acid<br />

test after the European Parliament’s<br />

death sentence.<br />

So what’s new on the engine makers’<br />

front? Before landing to Munich, we<br />

already knew that Deutz and MAN<br />

Engines were going to skip the date.<br />

Kubota will present a brand-new<br />

engine that borrows the features of<br />

the D902-K – their other flagship<br />

engine we’ll see at the end of October,<br />

the D<strong>11</strong>05-K.<br />

We’ll also see the V5009 – that was<br />

crowned <strong>Diesel</strong> of the Year right at<br />

Bauma Munich in 2019 – as well as<br />

the micro-hybrid, the greenest incarnation<br />

of Rudolf <strong>Diesel</strong>’s word in<br />

the Osaka-based maker’s armoury<br />

of weapons, adding to their openness<br />

to e-fuels and HVOs. And their<br />

unhidden penchant for hydrogen.<br />

Not far from Munich, in Rusthorf,<br />

there’s the same confidence in the<br />

resources of the <strong>Diesel</strong> cycle.<br />

Hatz will present the only engine<br />

below 19 kW with a DPF – a<br />

far-sighted choice, not the requirement<br />

of any current emission regulation.<br />

An addition that completes the upgrade<br />

of three years ago, when<br />

single-cylinder engines were seen<br />

sporting an electronic livery. Hatz<br />

will be increasingly geared towards<br />

service. For example, Messe<br />

München will be the stage for the<br />

announcement of their Performance<br />

Tracking service – working with<br />

electronic engines via an electronic<br />

module sending data to other fleet<br />

management systems through a<br />

standardized platform – as well as<br />

the IoT dashboard designed for fleet<br />

management. And we shouldn’t forget<br />

Inecosys, with which Hatz has<br />

been partnering over the last nine<br />

months, merging competencies on a<br />

demonstrator project that combines<br />

Hatz’s experience with application<br />

and Inecosys’ expertise in battery<br />

electric transmissions.<br />

Kohler has embarked on a journey<br />

from engines to energy solutions.<br />

But again the <strong>Diesel</strong> cycle will<br />

maintain its strategic role in spite<br />

of any “age limit” imposed by the<br />

European Union. The application<br />

for EPA type-approval of HVOs to<br />

be used with the engines made in<br />

Reggio Emilia (already considered<br />

compliant in Europe) points in this<br />

direction. Again on the internal<br />

combustion front, a new version of<br />

the hybrid to flank the HEM series<br />

will be unveiled; it features direct<br />

diesel-electric coupling which suits<br />

applications such as aerial platforms<br />

and telescopic handlers.<br />

The version we’re going to see includes<br />

clutch engagement between<br />

the engine and the motor so that a<br />

full-electric mode can be selected.<br />

Now in our imaginary journey<br />

we get back to Osaka, this time to<br />

check out Yanmar. A whole different<br />

story: despite the ongoing improvements<br />

of their diesel engine<br />

30<br />


EVENTS<br />


as well as of the after-treatment<br />

package, the thirty-third edition of<br />

the Bauma show will formalize the<br />

Japanese engine maker’s switch to<br />

electric. Batteries will take centre<br />

stage as the keystone of their electric<br />

architecture. The new battery<br />

production plant in the Netherlands<br />

is scheduled for completion by the<br />

end of the year, and Yanmar is set<br />

on a path towards becoming a system<br />

integrator.<br />

The last engine maker we’ll find at<br />

the show booths for the customary<br />

B2B meetings is Volvo Penta. After<br />

the Volvo Group’s 2021 joint strategy<br />

aimed at propelling the Swedish<br />

company to the forefront of the<br />

energy transition got frozen due to<br />

the pandemic, the time has finally<br />

come for their electric powertrain. A<br />

solution that’s currently in operation<br />

on a terminal tractor – namely under<br />

a collaboration with Tico – whose<br />

versatility and modularity are going<br />

to be showcased at Bauma. But the<br />

devotion to the alternative drives<br />

philosophy goes beyond electrification.<br />

Hydrogen engines and fuel<br />

cells keep being developed, and so<br />

do alternative fuels. These latter<br />

have recently hit the news at the<br />

Sweden Rock Festival, where nine<br />

gensets equipped with a D16 have<br />

run on a 100% HVO fuel. In Scandinavian<br />

countries, HVOs are almost<br />

exclusively made from forestry residues.<br />

So much for the engine makers, now<br />

we’re taking a preview of the component<br />

manufacturers novelties. In<br />

Germany, at ZF they have clear ide-<br />

as. They’re presenting their electric<br />

motor and transmission designed<br />

for wheeled excavators from 5 to<br />

10 tonnes, including inverters and<br />

ECU. ZF’s voltage range stretches<br />

from 48 to 650 Volts. Cross-system<br />

communication makes it possible to<br />

incorporate sensors, cameras or other<br />

devices into the package.<br />

They’re targeting CO 2<br />

by lowering<br />

fuel consumption by 30% – not only<br />

on excavators – by providing enough<br />

torque also at very low speeds. For<br />

massive equipment, hydrogen is the<br />

best solution, both for internal combustion<br />

and fuel cells.<br />

Bosch Rexroth’s Oil Control Division<br />

developed compact directional<br />

valves. For the first time, focus was<br />

not on “metal” – meaning on the<br />

product – but on connectivity and<br />

software. Their aim is clear: diversification.<br />

They’ll keep working on<br />

hydraulics and more and more on<br />

electronics and digitalization, and<br />

they’re becoming an increasingly<br />

electric company.<br />

Now we’re crossing the Alps. In Italy,<br />

Walvoil still believes in trade<br />

fairs so they’re going to be at Sima,<br />

Eima, Bauma Munich and Bauma<br />

China (if not cancelled). Inspired by<br />

the LS already featured on the vehicles<br />

by Dieci, they’re providing<br />

it in other forms and with other hydraulic<br />

systems in mind. Again for<br />

flow sharing – their core business<br />

– they’ve created another product<br />

platform: the FPX, allowing to recover<br />

a portion of the energy used in<br />

the hydraulic system. Exactly as the<br />

LS, it enables mode selection. For<br />

instance, using oil from the various<br />

operations, under pressure, to generate<br />

new voltage and charge batteries;<br />

or even recovering oil to be used<br />

for other functions, such as cooling<br />

or operating an auxiliary valve. Depending<br />

on system complexity, up<br />

to 20 percent of the energy already<br />

used can be recovered, which is a<br />

good fit for electrification.<br />

Hydreco (Duplomatic Group), a<br />

candidate to a spot among the Daikin<br />

stars, will present their 60 L pump<br />

range at Bauma. Developed in Vignola,<br />

province of Modena, they’re<br />

strongly rooted in the Emilia region.<br />

The hometown of tasty red cherries<br />

is where the MS90 configurable distributors<br />

range from 90 to 120 L is<br />

produced. At the Parma plant – manufacturing<br />

steel pumps and gears,<br />

Group 1 and 2 are already being<br />

manufactured, while Group 3 (up to<br />

63 cc) is scheduled for end of summer;<br />

it includes the possibility of a<br />

cast iron lid for increased pressure.<br />

The options include a low-noise<br />

version, with inclined gears. OCS<br />

cylinders for construction equipment<br />

are made in San Cesario, near<br />

Vignola, in the Italian motor valley;<br />

they can be customized, chromed,<br />

including balancing valves, up to<br />

450 bar. A cast iron pump range is<br />

manufactured in India, again with<br />

mobile applications in mind; the<br />

range covers 12 to 88 cc, peak pressure<br />

of 360 bar, higher than for steel<br />

pumps that can reach a maximum of<br />

310 bar. Hydreco is in charge of the<br />

“mobile” aspects, Duplomatic of the<br />

industrial ones.<br />

32<br />


EVENTS<br />



BEYOND<br />

FPT'S<br />

SOUL<br />


Sporting the Iveco brand, we had the fully electric Daily<br />

and the 7.2 fuel-cell Daily prototype boasting an integrated<br />

fuel cell system. The S-Way was indeed there in its Plus<br />

Autonomous Driving version. Natural Gas, Amazon version,<br />

was also present; it can run on 100% biomethane and it is<br />

fitted with the Driver Pal system. The Alexa Voice Assistant<br />

can be used for route planning, checking maintenance and<br />

requesting servicing. Plus, it provides traffic and weather<br />

info. Nikola Tre in its battery electric version features a driving<br />

range up to 500 km and a charging time of 100 minutes,<br />

while the fuel cell version has an 800 km driving range and a<br />

charging time of less than 20 minutes. The Magirus Wolf R1<br />

is a fully electric vehicle designed for firefighting and rescue<br />

operations. The Daily Access Methane Power, the E-way.<br />

The Cursor 16 1000, the F28, hybrid version, the Industrial<br />

Battery Pack and the Microvast module for commercial<br />

vechicles and minibuses, holding promises for high energy<br />

density, low battery weight and long life. The eAxle designed<br />

for heavy vehicles guarantees high performance, efficiency,<br />

reliability and a low TCO. Hythane concept is a system for<br />

blending hydrogen developed jointly with Landi Renzo. Lastly,<br />

e-Novia showcased their Yape, a solution for driverless lastmile<br />

coverage. Yape can interact with the e-Daily thanks to<br />

the onboard Driver Pal and Alexa devices.<br />

The Beyond Iveco Group Days<br />

mirrored Iveco Group’s corporate<br />

identity. FPT Industrial<br />

comfortably slipped into the<br />

role of “playmaker” of a genuinely<br />

automotive team, without, though,<br />

abandoning its offroad nature. Latest<br />

hot news include the agreement<br />

with Blue Energy Motors on the first<br />

LNG trucks hitting the roads in India,<br />

powered by Bharat VI-compliant<br />

N67 NG engines. We grabbed the<br />

chance to be at the backstage events<br />

held this July at the Officine Grandi<br />

Riparazioni in Corso Castelfidardo,<br />

Turin, set against a scenic bare masonry<br />

backdrop that’s reminiscent of<br />

the Venetian Arsenal. We sat down<br />

with Sylvain Blaise, who took the<br />

helm of FPT Industrial precisely in<br />

October, 2021. Since then, Iveco<br />

Group has started walking on its own<br />

(and so has FPT) war has been ignited<br />

on Europe’s eastern borders and<br />

the European Union has launched<br />

REPowerEU. So we took the opportunity<br />

to hear what Mr. Blaise thinks<br />

of EU’s plan.<br />

FPT Industrial is the<br />

powertrain soul of the<br />

Iveco Group and it was<br />

also at “Beyond”, the<br />

event that showed its<br />

drive for innovation.<br />

The gas-powered<br />

Cursor 13 arrives on<br />

Indian trucks<br />

Shall this be a consecration of biomethane’s<br />

breakthrough role not<br />

only in heating, but also in automotive<br />

applications?<br />

“The current geopolitical trends have<br />

strongly revived the efforts towards<br />

energy independence,” he says at the<br />

outset. “I see an opportunity to speed<br />

up the path we have taken, but if we<br />

look at the plan, certainly it won’t be<br />

able to meet all of Europe’s gas needs<br />

in the short term. In the mid to long<br />

term, instead, REPowerEU may indeed<br />

accelerate the energy transition.<br />

The gas used for transport is a small<br />

fraction of the total gas consumption<br />

in Europe, but I think that at least it<br />

has become an item on the agenda.<br />

Natural gas is in our DNA, we’re<br />

leader in propulsion systems using<br />

this fuel and we see it as an integral<br />

component of the future mix. Even<br />

when we take hydrogen into consideration,<br />

we do it in terms of application<br />

to internal combustion engines, based<br />

on our know-how. To us it is a natural<br />

evolution”.<br />

Sylvain Blaise’s opening words before<br />

the audience at Beyond defined<br />

FPT as a “key enabler” of the energy<br />

transition. In essence, his speech<br />

touched on the four pillars of FPT<br />

Industrial’s approach, that basically<br />

overlap those of Cursor X: the future<br />

is about multiple energy sources (natural<br />

gas and biomethane, green hydrogen,<br />

electrification, electric axles,<br />

batteries), modularity, a multi-application<br />

approach that’s “smart”. We<br />

asked him to elaborate on that. What<br />

should we expect? We can guess<br />

he’ll be pretty satisfied with the inauguration<br />

of the new electrification<br />

plant in Turin. And indeed, “I’d like<br />

to start from electrification,” says the<br />

President of the <strong>Powertrain</strong> business<br />

unit, “because we’re going to inaugurate<br />

our electrification plant right<br />

here in Turin. Plus, with Nikola we’ll<br />

also have electric heavy vehicles, and<br />

e-axles have been produced for some<br />

months now. The plant has been entirely<br />

renovated, because continuous<br />

development is part of our history,<br />

and it’s right there where our roots<br />

and the ‘brain’ of our powertrain are.<br />

That’s the backdrop for our state-ofthe-art<br />

industrialization and the implementation<br />

of Industry 4.0 and IoT<br />

development processes. This plant is<br />

going to be carbon neutral from day<br />

one. We’ve got axles for heavy vehicles,<br />

by the end of the year we’ll also<br />

have electric Daily vans, and a 1.4<br />

GW capacity battery line, plus a few<br />

bus applications”.<br />

Under the spotlight is the agreement<br />

signed with Blue Energy Motors to<br />

put into service the very first liquified<br />

natural gas trucks driven by Bahrat<br />

VI-compliant N67 NG. These engines<br />

will be manufactured on Turin’s production<br />

lines. We asked Anirudh Bhuwalka<br />

– CEO of the Pune-based company<br />

– to sketch out a rough picture<br />

of the European, North-American and<br />

Indian truck markets.<br />

“The truck market in India is very<br />

different than in Europe and North<br />

America. In Europe and North America<br />

trucks travel an average of 1200 km<br />

a day; in India, the longest distance<br />

covered by a heavy vehicle is 350 km,<br />

which makes power requirements very<br />

34<br />


EVENTS<br />



Of the thick web of partnerships spun by the Iveco Group,<br />

some are well-known such as the ones with con Nikola Motor<br />

and Eni. We tackled the one with Blue Energy Motors and<br />

we mentioned the cooperation with the Hyundai Motor<br />

Company. But it’s worth remembering a few other names,<br />

starting with Iveco Driver Pal, stemming from the partnership<br />

with Amazon Web Services. We’re talking – it’s appropriate<br />

to say – with a pioneering voice-activated travel buddy that<br />

allows the driver to interact with the vehicle as well as with<br />

other drivers through Amazon Alexa’s voice commands. The<br />

partnership with Microvast reached a turning point in January<br />

<strong>2022</strong>, with the announced creation of a full battery pack for<br />

the low-floor Crossway for city and intercity transport. This<br />

battery pack is going to provide the Crossway LE with up<br />

to ten years of battery life. In late March <strong>2022</strong>, the Group<br />

signed a memorandum of understanding with Enel X exploring<br />

opportunities to reap the full potential of electric mobility<br />

for European commercial vechicles. With Plus – a leader in<br />

self-driving transport vehicles – Iveco signed a memorandum<br />

of understanding to jointly develop self-driving commercial<br />

vehicles incorporating into the S-Way the whole vanguard<br />

PlusDrive self-driving system.<br />

different. In developing countries, the<br />

power-to-weight ratio for diesel is<br />

still much lower than in Europe and<br />

North America. You must also take<br />

driver comfort into account; India is<br />

very different than Europe and North<br />

America, where driver comfort standards<br />

are much higher.”<br />

Is the rush to electrification going to<br />

bring production standards closer<br />

to truck drivers’ needs?<br />

“Batteries are batteries,” Bhuwalka<br />

rightly points out, “you can fit them<br />

indifferently on a European, American<br />

or Indian truck. I think electrification<br />

is going to help standardize<br />

processes, because batteries are getting<br />

the same on all markets, with the<br />

only difference being that you need at<br />

least 700 kW in Europe, while India<br />

has lower power requirements. The<br />

same applies to powertrains, they’re<br />

also becoming standardized. The only<br />

difference will still be cab size, it’ll be<br />

more ‘entry-level’ on the Indian market.”<br />

Lastly, a few side comments on the<br />

N67 NG agreement on LNG trucks.<br />

“Gas in India has been available for<br />

quite some time now. So the change is<br />

going to be about the introduction of<br />

LNG. Basically, I think gas availability<br />

won’t be an issue for us. Considering<br />

gas supplies in the light of the current<br />

geopolitical picture, one can see that<br />

historically Europe has been getting<br />

its gas through pipelines, while India<br />

can secure very low prices, as we’re<br />

not dependent on any pipeline. The<br />

convergence of government policies,<br />

the availability of infrastructures and<br />

other factors needed to successfully<br />

switch to gas all play in our favour. I<br />

think it is only a matter of time, LNG<br />

holds great potential for the years to<br />

come and it will turn tables.”<br />

What’s beyond NEF?<br />

“For tractors in the 46 to 55 tonnes<br />

range, the 6.7 L by FPT Industrial is<br />

the ideal engine, a perfect combo of<br />

right size, torque and power ratio. Indeed,<br />

this engine must generate positive<br />

running costs as compared to<br />

diesel.”<br />

Will it become a retrofit?<br />

“We’re pioneering the use of liquified<br />

natural gas in India, so we still have<br />

to build a market for it. As time goes<br />

by and as LNG is spreading, we’ll<br />

also bring in aftermarket solutions.<br />

This is going to be stage two of our<br />

integration plans, we’re currently still<br />

at stage one.”<br />

The cooperation between Iveco and<br />

Htwo – Hyundai Motor Group’s hydrogen<br />

brand – completes this heavy<br />

vehicle overview. With the well-proven<br />

fuel-cell technology used on Hyundai<br />

hydrogen vehicles, Htwo is expanding<br />

the range of manufacturers it supplies<br />

this system to. A note says Iveco Bus<br />

is submitting applications to European<br />

call for tenders on fuel-cell powered<br />

buses using Htwo technology. Furthermore,<br />

the recently announced plans to<br />

relaunch bus production in Italy will<br />

provide a further opportunity to manufacture<br />

buses powered by Htwo fuel-cell<br />

technology.<br />

Domenico Nucera, President Bus<br />

Business Unit at Iveco Group, said:<br />

“Thanks to our partnership with a<br />

leader in the industry such as Htwo,<br />

boasting over 20 years of experience<br />

in Hyundai’s hydrogen fuel-cell technology,<br />

Iveco Bus can respond quickly<br />

to our customers’ demand for zero<br />

emission vehicles to be powered by<br />

vanguard propulsion technology. We<br />

started applying for public tenders on<br />

hydrogen-fuelled buses and we’ll keep<br />

going in the months to come, while we<br />

also keep being at the forefront of energy<br />

transition in the European mass<br />

transportation sector.” Nucera adds a<br />

few more comments on Iveco Group’s<br />

choice to restart bus production in Italy.<br />

Which provides him with a chance<br />

to emphasize the Group’s internal synergy:<br />

“Buses will be assembled in Foggia<br />

(South Italy, editor’s note), where<br />

we also have an engine production<br />

plant”. That’s right where F1 engines<br />

are produced and where smallest units<br />

for mobile industrial applications are<br />

also bound to take root. “ In the years<br />

to come starting from next year, we expect<br />

to reach a production of over 3<br />

thousand low and zero emission buses.<br />

If the market responds well, we’ll keep<br />

producing 1 thousand units a year,”<br />

he pointed out. “New lines at the Foggia<br />

plant will also produce the most<br />

advanced generation of battery electric<br />

buses. I am very glad to say that<br />

the R&D activities and production of<br />

such batteries will take place here in<br />

Turin, alongside the production of cutting-edge<br />

methane, biomethane, diesel<br />

and biodiesel engines,” he added,<br />

specifying that “FPT will be in charge<br />

of production”.<br />

36<br />


MARINE<br />



HOW<br />

MUCH<br />

ICE?<br />

Above. At Cannes Massimo Perotti (left), chairman<br />

and CEO of Sanlorenzo, and Gianluca Bononi<br />

(right), deputy head of the Rolls-Royce Power<br />

Systems marine business, unveiled the joint project<br />

to pave the way for the yacht industry to move<br />

toward sustainability.<br />

Oh yes, it was hot, really hot, the<br />

kind of heat that has an African<br />

echo, and then there was<br />

the usual triumph of buyers,<br />

flip-flops and sunglasses. The excitement<br />

was in the air, as high as the thermometer<br />

line, and a stroll through the<br />

motor engineers’ pavilion confirmed<br />

the mood. We had announced it. The<br />

V12X from MAN Engines unveiled<br />

itself. With a thrust of the back which<br />

is worth 10 percent of its total power,<br />

the 30-litre left its all-time rivals, the<br />

Caterpillar C32 and mtu’s V2000M96,<br />

behind. The available hp to the 12-cylinder<br />

engine became 2,200, and torque<br />

went from 6,500 to 7,350 Nm. An advance<br />

that cannot be justified solely by<br />

the MPE, or some magic trick in the<br />

combustion chamber and between the<br />

lines of the software. There is a 5-litre<br />

difference in displacement compared<br />

to the previous V12. The alchemy is<br />

quickly said: the stroke stands out for<br />

those extra 10 mm, while 8 mm are<br />

gained at the bore (AxC 138x165 mm).<br />

And what has changed in the engine<br />

block, apart from the cylinder size? In<br />

the crankcase, the wall thickness has<br />

been increased and the bolt connection<br />

between the top and bottom parts has<br />

been optimised. Furthermore, a different<br />

crankshaft with larger diameter<br />

mtu and the methanol<br />

4000 Series, MAN<br />

V12X, FPT Industrial’s<br />

hybrid, Volvo Penta, AS<br />

Labruna, SAIM Marine<br />

bearings has been installed. The coolant<br />

pump and thermostat housing are<br />

also new. There is provided the option<br />

of having an outer-skin cooling system<br />

instead of the closed coolant circuit.<br />

The cylinder head has been optimised<br />

in terms of flow and cooling, as well as<br />

the oil supply, thanks to the oil pumps<br />

and coolers. We will talk about this engine<br />

in more detail in the next comparison,<br />

the most popular in these last few<br />

years, which re-proposes the antagonism<br />

amongst Cat, MAN and Rolls-<br />

Royce. We will also discuss deeply<br />

about mtu when reporting the full transcript<br />

of the press conference. Methanol<br />

was the real star, starting with<br />

the agreement signed with Sanlorenzo<br />

shipyard: an exclusive agreement<br />

for yachts from 40 to 70 metres. The<br />

4000 Series, converted to methanol for<br />

that purpose, will power a Sanlorenzo<br />

yacht, which should be launched in<br />

2026. While ammonia is an increasingly<br />

strong candidate for commercial<br />

shipping, the alcohols option, in this<br />

case green %70VPN methanol, is coming into<br />

the limelight for yachts. This fuel is<br />

produced using solar or wind energy:<br />

the first step is to capture hydrogen and<br />

synthesise it into methanol (CH 3<br />

OH)<br />

by using carbon and oxygen from the<br />

air. Carbon in the form of CO 2<br />

is released<br />

into the air during combustion,<br />

but not more than is taken up during<br />

fuel production. As a result, the cycle is<br />

carbon neutral. “In this way we create<br />

a radically different yacht experience,”<br />

stated Denise Kurtulus, Vice President<br />

of Global Marine at Rolls-Royce Power<br />

Systems. Minimising particulate<br />

and nitrogen oxide emissions allows<br />

the bottom of the hull to be freed from<br />

the mortgage of the SCR. Since the energy<br />

density of methanol is about half<br />

of that of diesel, the fuel tanks must be<br />

approximately twice as large. This is<br />

considering its low safety requirements<br />

since methanol isn’t toxic. Amongst<br />

the engine manufacturers, FPT Industrial<br />

told us about the hybridisation of<br />

the C9 650 Evo, which is the result of<br />

a collaboration with Vulkan. We can<br />

here anticipate some facts about such<br />

collaboration with Vulkan Hybrid Architect.<br />

The architecture consists of the<br />

aforementioned C9 650 Evo, a hybrid<br />

clutch for engaging and disengaging<br />

the thermal engine, an electric machine<br />

composed of a synchronous permanent<br />

magnet and an axial-flow electric motor,<br />

a frequency converter, a marine<br />

gearbox, a mechanical interface and a<br />

vibro-acoustic isolation system. There<br />

are four conventional modes of operation.<br />

Starting from the E-Sailing,<br />

which zeroes exhaust emissions during<br />

manoeuvring and sailing, thanks to the<br />

disengagement of the diesel engine by<br />

the hybrid clutch. Then to the diesel<br />

one, which synchronises the thermal<br />

and electric parts and connects to the<br />

shaft drive via the clutch. The power<br />

developed by the diesel engine can<br />

be used by the e-machine to power<br />

on-board devices or recharge the batteries.<br />

The Generator mode allows the<br />

diesel engine to idle (with the gearbox<br />

in neutral position) and generate power<br />

through the e-machine when the boat<br />

is in port or at anchor. When in Boost<br />

mode the e-machine is powered by the<br />

battery and this helps to operate the<br />

shaft drive at a maximum speed.<br />

38<br />


MARINE<br />


AS Labruna gave an encore at the<br />

Palais, after the 2021 edition, under<br />

the signs of e-vision. “We are launching,<br />

right here in Cannes, a range of<br />

outboards up to <strong>11</strong> kilowatts with low<br />

voltage, 50 Volts, and submerged motor,”<br />

Massimo Labruna tells us. “This<br />

feature gives the system a remarkable<br />

simplicity of construction, the foot has<br />

a very simple architecture, it has no<br />

angle heads and no bevel gears. We<br />

can equip these units either with manual<br />

control or with separate steering,<br />

for larger vessels. We can fit up to a<br />

quad, for a total power of 44 kilowatts.<br />

The batteries have a total capacity of<br />

2.5 kilowatt-hours, with a continuous<br />

discharge of 3C, namely 150 amps.<br />

The autonomy is reduced, but by coupling<br />

this solution with our hydrogen-methanol<br />

fuel cells, we are able<br />

to increase it significantly, even with<br />

small battery packs.” At this point,<br />

Labruna summarises some of the key<br />

concepts of his “e-vision”. “For low<br />

power boats, the option with an electric<br />

motor, battery pack and fuel cell<br />

is more than adequate. In this case<br />

the range extender is the fuel cell. For<br />

larger vessels it would be appropriate<br />

to use ICE, which is currently powered<br />

by diesel but, in the future, it will be<br />

powered also by hydrogen and DME.<br />

The sun belongs to everyone, so does<br />

CO 2<br />

. The ICE will have a long life, if<br />

combined with alternative fuels. I consider<br />

the 2035 deadline as a stimulus<br />

to actively encourage the transition. I<br />

strongly believe in micro-generation<br />

to recover energy that would otherwise<br />

get wasted. I would like to install<br />

in the AS headquarters a generator<br />

with an engine operating with DME,<br />

feeding a battery pack to store energy,<br />

and combined with solar panels. DME<br />

currently costs a lot of money, despite<br />

the fact that it comes from renewable<br />

sources, thus allowing to close the CO 2<br />

balance. In the future, I can also see<br />

opportunities for multi-fuel ICEs”. In<br />

conclusion, “one solution is to use excess<br />

electricity to produce hydrogen,<br />

instead of dissipating it. Then electric<br />

mobility would take on another value”.<br />

For Volvo Penta, just one year ago<br />

Cannes was the setting to showcase<br />

IMO Tier III solutions. The Swedish<br />

company has recently launched a new<br />

range of variable speed marine generator<br />

sets. According to Gothenburg,<br />

Volvo Penta is offering the range with<br />

models starting from D8, 190 kWe and<br />

running up to 545 KWe for the D16.<br />

Adding to the range’s ability to improve<br />

an operation’s sustainability credentials,<br />

all Volvo Penta diesel engines<br />

can run on HVO 100 fuel, instead of<br />

standard diesel, to reduce fossil CO 2<br />

emissions by up to 90 percent – providing<br />

a robust and sustainable solution<br />

for today. A typical installation sees a<br />

modular series of variable speed marine<br />

generator sets installed to power<br />

electric drives with or without battery<br />

packs. This DC grid system is easy to<br />

upgrade with alternative power sources<br />

and has fewer components, weighing<br />

less – especially when compared<br />

to batteries as the sole energy carrier<br />

– making the vessel more efficient.<br />

We concluded with Andrea Fabbri,<br />

B.U. Marine Manager at SAIM Marine.<br />

“The present? It’s already the<br />

future,” Fabbri says, “starting with the<br />

collaboration with Kohler, extended to<br />

anything that is associated to the generator,<br />

then the distribution, the automatic<br />

parallel. The management system<br />

concept changed in parallel with<br />

the increased focus on comfort. Other<br />

developments in this direction come<br />

from the IoT, which creates a cluster<br />

amongst all Saim products equipped<br />

with a canbus output and communication.<br />

The integration of this system,<br />

which can be entrusted both to us and<br />

the construction site, enables predictive<br />

maintenance, thereby shortening<br />

intervention times. It is the lowest<br />

common denominator of all products<br />

in SAIM Marine’s portfolio”. Moving<br />

on to the electric alternatives, “we<br />

reconfirm the SeaDrive electric pod,<br />

presented last year in Genoa: a transmission<br />

for medium-sized vessels that<br />

also serves as an integration for boats<br />

with endothermic engines. We have extended<br />

the QS range. On display at the<br />

SMM is the new three-phase propeller<br />

with a diameter of 6100 mm for 1,400<br />

kilos of thrust, for 60-metre yachts or<br />

commercial hulls. At last, we are displaying<br />

the variable-speed Dynamica.<br />

The target, here at the Cannes Yachting<br />

Festival, is the mid-high-end boat,<br />

around 50 feet.” How about sailing<br />

boats? “The sailing boat market is revitalising<br />

after a few years of flat calm,<br />

due to a significant shift from sailing<br />

boats to engine vessels. The Dynamica,<br />

the Mini 40, a compact 3,000-rpm<br />

generator that can be installed amidships<br />

between bulkheads, and the retractable<br />

propellers, ideal for the hydrodynamics<br />

of sail boats, are good<br />

candidates for them”.<br />

40<br />


MARINE<br />



A CLEAN<br />


SECTOR<br />


At the SMM, French engine manufacturer Baudouin unveiled the 6F21.<br />

This new 6-cylinder, 12.5-liter engine produces up to 735 kW/1000 HP,<br />

enabling a best-in-class power density in a very compact and light original<br />

marine design. The 6F21 includes a strengthened engine structure to<br />

withstand high torque and a higher cylinder pressure well over 200 bar.<br />

A two-stage turbocharger system is also fitted on the engine, along with two<br />

intercoolers, and a high-end common rail system, operating at 2200 bar.<br />

Every 6F21 engine also has optimized maintenance for low total cost of<br />

ownership, and complies with IMO II and EPA III standards, with IMO III<br />

and EPA IV following soon. The 6F21 is available in three duty ratings with<br />

continuous compact power. This includes best-in-class for power output at<br />

intermittent duty 599 kW/815 HP and light duty 662 kW/900 HP, and coleader<br />

at the high-performance<br />

rating delivering 735 kW/1000<br />

HP. Steven Wang, Ceo at<br />

Baudouin, says: “The 6F21 is<br />

the first step toward a new<br />

series of engines offering the<br />

best power in the market. For<br />

larger applications, we are<br />

also preparing to expand the<br />

burgeoning F series with an<br />

8-cylinder 17L version of the<br />

engine, coming later in <strong>2022</strong>.”<br />

The enthusiasm was palpable.<br />

After a four-year wait, the international<br />

maritime community<br />

was finally able to meet for<br />

a physical SMM in Hamburg again:<br />

for four days, 2,000 exhibiting companies<br />

and over 30,000 industry visitors<br />

from more than 100 countries formed<br />

the “United Nations of Shipbuilding”.<br />

“There was an enormous sense of anticipation,<br />

and expectations were high.<br />

The more enthusiastic I am to see that<br />

we have been able to confirm our status<br />

as the leading global maritime trade<br />

fair once again,” said Bernd Aufderheide,<br />

President and CEO, Hamburg<br />

Messe und Congress. The maritime<br />

energy transition and the technologies<br />

and expertise it requires, along with a<br />

clear commitment to making the necessary<br />

changes, were at the top of the<br />

agenda throughout the fully occupied<br />

exhibition campus and the accompanying<br />

conference programme of<br />

SMM. Retrofitting ships was one of<br />

the key topics of this fair. The industry<br />

is facing the enormous challenge<br />

to retrofit its fleet of roughly 60,000<br />

merchant ships progressively to make<br />

them more eco- and climate-friendly.<br />

The presence of political leaders at-<br />

During the 30 th edition<br />

of the flagship fair<br />

the maritime industry<br />

demonstrated its<br />

commitment to tackling<br />

the necessary energy<br />

transition<br />

tested to the special importance of<br />

the shipping industry in the efforts to<br />

achieve the climate goals. During his<br />

tour of the exhibition, Kitack Lim,<br />

Secretary-General of the <strong>International</strong><br />

Maritime Organization, IMO, was visibly<br />

impressed by the range of innovative<br />

technologies showcased. German<br />

Chancellor Olaf Scholz, the honorary<br />

patron of SMM, said in his video message,<br />

the focus of this SMM on climate-friendly<br />

technology was more<br />

than welcome since “every innovation<br />

in the maritime sector supports the<br />

global economy as a whole”. The German<br />

Federal Maritime Coordinator,<br />

Claudia Müller, praised the motto of<br />

the 30 th SMM, “Driving the Maritime<br />

Transition”: “It perfectly describes the<br />

challenges facing the maritime industry<br />

today while demonstrating that we<br />

Royce. The company is initially developing<br />

methanol engines based on the<br />

mtu Series 4000 and will launch them<br />

on the market from 2026. The energy<br />

density of this fuel is high compared to<br />

other sustainable fuels, and its liquid<br />

state makes it easy to store and refuel<br />

at ambient temperatures. In addition<br />

to reduced complexity, the more attractive<br />

investment costs are another<br />

advantage of the methanol tank system.<br />

Rolls-Royce Power Systems is<br />

already working on the development<br />

of fuel cell systems for marine applications<br />

and will launch its own mtu<br />

fuel cell systems for main propulsion<br />

and on-board power generation from<br />

2028. It is Benjamin Oszfolk, systems<br />

engineer at Fuel Cell Energy<br />

Storage Systems Marine RRPS, to<br />

illustrate this aspect: fuel cells poware<br />

actively driving these changes.”<br />

The industry has set its goal: achieving<br />

climate-neutral shipping by 2050.<br />

This calls for practicable solutions<br />

from engineering firms, shipyards<br />

and suppliers, but also from fuel<br />

manufacturers. “As a marketplace<br />

for innovations, SMM is an important<br />

basis for investment decisions<br />

of German shipowners. The focus<br />

is on the climate-neutral transformation<br />

of the maritime sector,” said<br />

Martin Kröger, Managing Director<br />

of the German Shipowners Association<br />

(VDR). “We are communicating<br />

about this with shipbuilders and suppliers<br />

as well as experts around the<br />

world, many of whom we can meet at<br />

SMM in Hamburg.”<br />

It is not by coincidence that SMM<br />

is the international platform of the<br />

maritime industry, from small startups<br />

through to global market leaders.<br />

For example, propulsion system specialists<br />

Wärtsilä Voyage showcased<br />

their new Fleet Optimisation System<br />

(FOS). “This holistic platform for<br />

data analytics, voyage planning and<br />

fleet performance optimisation can<br />

help shipping companies operate their<br />

ships and fleets with optimum safety,<br />

efficiency and sustainability,” explained<br />

Sean Fernback, President of<br />

Wärtsilä Voyage.<br />

Engine manufacturer Rolls-Royce<br />

Power Systems presented fuel cell<br />

concepts, hybrid systems and engines<br />

designed to operate on e-methanol.<br />

“For the future, we are firmly committed<br />

to this ship fuel which we want to<br />

pioneer,” said Denise Kurtulus, Vice<br />

President Global Marine at Rolls-<br />

42<br />


MARINE<br />



hibited a new semiconductor power<br />

switch for safe, energy-efficient<br />

next-generation direct-current systems.<br />

Thorsten Strassel, Global Product<br />

Manager at ABB, said: “SMM is<br />

an ideal platform to present this innovative<br />

technology in support of the<br />

energy transition in the shipping sector.”<br />

Renewable energies, battery storage<br />

and smart grids are key factors in<br />

making shipping more sustainable, he<br />

added.<br />

Retrofitting ships was one of the key<br />

topics of this fair. One of the challenges<br />

the industry faces is retrofitting<br />

its 60,000 merchant ships stepby-step<br />

to make them more eco- and<br />

climate-friendly. An enormous market<br />

for Europe’s supply industry is opening<br />

up here, was the forecast given by<br />

Stephen Gordon, Managing Director<br />

ered by hydrogen do not produce any<br />

harmful emissions, neither CO 2<br />

nor<br />

nitrogen oxides or particulates. Fuel<br />

cells powered by green methanol emit<br />

only small amounts of CO 2<br />

due to the<br />

required methanol reformer, but no<br />

more than was previously bound in<br />

the e-methanol and are thus operated<br />

in a CO 2<br />

-neutral manner.<br />

Mecklenburgische Metallguss (MMG)<br />

offer a portfolio of optimised-flow<br />

ship propellers which are used by<br />

shipowners such as Hapag-Lloyd to<br />

retrofit a major portion of their fleet<br />

in operation, enabling fuel and CO 2<br />

savings of more than 10 percent. As a<br />

symbol for the entire fair, a high-efficiency<br />

MMG propeller was displayed<br />

at the entrance to SMM to greet the industry<br />

visitors.<br />

The technology company ABB exof<br />

Clarksons Research.<br />

Inventions such as the Mewis Duct,<br />

which earned the two shipbuilding<br />

engineers Friedrich Mewis and Dirk<br />

Lehmann the German National Environmental<br />

Award during SMM week,<br />

are significant contributions to climate<br />

protection. The flow optimisation device,<br />

which is sold by Becker Marine<br />

Systems, has already saved more than<br />

12 million tonnes of CO 2<br />

worldwide.<br />

SMM was again accompanied by<br />

high-profile conferences covering<br />

specific topics such as digitalisation<br />

(Maritime Future Summit), ocean research<br />

(Offshore Dialogue), as well<br />

as security and defence (<strong>International</strong><br />

Conference on Maritime Security<br />

& Defence). A conference which received<br />

special attention this year was<br />

the global maritime environmental<br />

congress, Gmec: for the first time,<br />

one of the panel discussions was open<br />

to the general public. Environmental<br />

campaigners and industry decision-makers<br />

discussed the responsibility<br />

of the shipping industry for climate<br />

protection.<br />

Apart from providing opportunities<br />

for knowledge-sharing, the organisers<br />

of SMM placed major emphasis<br />

on networking formats, providing the<br />

new Transition Stages as a new, dedicated<br />

platform for exhibitors to highlight<br />

their favourite topics. Additional<br />

highlights included the Start-up Award<br />

as well as the Maritime Career Market<br />

where young talents were able to<br />

make contact with interested potential<br />

employers.<br />

The next SMM will take place in<br />

Hamburg from 3 to 6 September 2024.<br />

FPT Industrial was for the first time an exhibitor at SMM Hamburg.<br />

For its debut, coinciding with the celebrations to mark SMM’s 30 th<br />

edition, FPT Industrial showcased an exclusive premiere on its<br />

stand, alongside the latest additions to its marine propulsion lineup,<br />

interesting new perspectives in the field of auxiliary engines.<br />

Among the novelties, the C16 1000 marine engine, presented<br />

for the first time in its Keel Cooling configuration, the C90 410<br />

for medium- and heavy-duty commercial applications, and the<br />

N67 450N Keel Cooling for pleasure-vessel and commercial marine<br />

applications.<br />

Volvo Penta presented its new range of variable speed marine<br />

generator sets. This range (with models starting from D8, 190 kWe<br />

and running up to 545 KWe for the D16) is a core part of Volvo<br />

Penta solutions designed for hybrid and electric applications.<br />

The variable speed marine generator sets make it possible to build<br />

vessels with smaller battery banks and charge them while on the<br />

move, which makes the switch to hybrid-electric marine propulsion<br />

more cost-efficient and accessible today. This technology is already<br />

being used by Volvo Penta customers, such as Swedish Transport<br />

Administration and MHO-Co. All Volvo Penta diesel engines can run<br />

on HVO 100 fuel, instead of standard diesel.<br />

MAN Engines has focused on sustainable propulsion solutions<br />

at SMM and presented two ways of reducing CO 2<br />

emissions for<br />

workboats. The MAN Smart Hybrid Experience enables sailing and<br />

anchoring without any emissions, and with the dual fuel engine,<br />

exhaust emissions can be noticeably reduced when operating on<br />

hydrogen. The MAN Smart Hybrid Experience was first introduced<br />

for yacht applications in 2021. Because it can be combined with<br />

all MAN marine engines of the current D2862 (V12), D2868 (V8)<br />

and D2676 (R6) series, it can also be used to upgrade the output<br />

of engines for light, medium and heavy-duty applications in<br />

commercial shipping. In addition, MAN Engines will present a dual<br />

fuel hydrogen engine with SCR system. The first two engines of this<br />

type were handed over back on 10th May <strong>2022</strong> for series operation<br />

powered by hydrogen on a workboat. The MAN dual fuel hydrogen<br />

engine is a twelve-cylinder diesel engine of the type MAN D2862<br />

LE448 with 749 kW (1019 hp) at 2100 rpm. This was prepared by<br />

MAN Engines for dual fuel operation and supplemented with a<br />

hydrogen injection system from development partner CMB.Tech.<br />

44<br />


kWe - ONROAD<br />


kWe - ONROAD<br />




WEIGHT<br />

Frédéric Lissalde, President<br />

and CEO, BorgWarner, Inc:<br />

“We are proud of the significant<br />

progress we have made in<br />

recent years toward embracing<br />

sustainability in our culture and<br />

advancing electrification efforts<br />

in everything we do.”<br />

IT'S<br />

THE<br />


E-BRAIN<br />

David Slump has taken over as<br />

Marelli CEO and President of the<br />

company after Beda Bolzenius<br />

stepped down on January 6, <strong>2022</strong>.<br />

ible BMS technology is a step forward<br />

for BorgWarner on our path to executing<br />

our Charging Forward electrification<br />

strategy,” said Stefan Demmerle,<br />

President and General Manager, Borg-<br />

Warner PowerDrive Systems. Borg-<br />

Warner’s battery management system<br />

for hybrid and electric vehicles contains<br />

a master control unit connected<br />

to multiple cell management control<br />

units. It is designed to monitor the<br />

state of charge, health and battery<br />

temperature of each battery cell, and<br />

also precisely measure battery pack<br />

current and voltage. The distributed<br />

B- and C-segment<br />

cars as well as light<br />

commercial vehicles<br />

to be equipped by<br />

BorgWarner BMS<br />

beginning in 2023<br />

B<br />

orgWarner is increasingly focused<br />

on the electrical infrastructure<br />

of cars. A privileged<br />

viewpoint for what will be<br />

mirrored in industrial applications.<br />

The Auburn Hills-based company’s<br />

appeal to the automotive industry is<br />

not limited to the West, as evidenced<br />

by the supply of dual inverter units for<br />

a Chinese automaker and high-voltage<br />

hairpin (HVH) eMotors for a leading<br />

electric vehicle brand in China. And<br />

we report news just from May. And<br />

now let’s talk about battery management<br />

system. BorgWarner’s BMS has<br />

been selected by a leading global vehicle<br />

manufacturer to equip the entirety<br />

of its B-segment, C-segment and light<br />

commercial vehicle platforms. Initially,<br />

model years from mid-2023 will<br />

be equipped with the new BorgWarner<br />

BMS technology, which optimizes<br />

battery pack performance, safety and<br />

life span.<br />

“This OEM business win for our flexcell<br />

management units also perform<br />

cell balancing, which allows a higher<br />

state of charge to be achieved, optimizes<br />

battery lifespan and enhances<br />

battery safety by preventing over- and<br />

under-charging. The system is suitable<br />

for battery applications that operate up<br />

to 800 volts and also includes contactor<br />

control and diagnostics.<br />

The compact design of the BorgWarner<br />

BMS makes a positive contribution to<br />

weight saving and vehicle range goals.<br />

By adopting a distributed configuration,<br />

the master and cell management<br />

controllers can be decoupled to allow<br />

optimum flexibility in system layout<br />

and weight distribution.<br />

For electric vehicles, optimized efficiency<br />

and performance is more important<br />

than ever. BorgWarner’s electric<br />

propulsion portfolio offers a range of<br />

solutions and technologies, featuring<br />

modular hardware and software platforms<br />

that allow for scalable architecture,<br />

packaging and system deployment.<br />

M<br />

arelli expanded its range of<br />

battery management technologies<br />

for electric vehicles<br />

with a new Wireless<br />

Distributed Battery Management System<br />

(wBMS). This technology eliminates<br />

the wired physical connections<br />

typically needed in other BMS architectures,<br />

allowing for greater flexibility,<br />

increased efficiency, improved<br />

reliability and reduced costs. This<br />

solution is available from the second<br />

quarter of <strong>2022</strong>, to support customer<br />

launches in 2024. The wBMS doesn’t<br />

need any daisy-chain communication<br />

and wiring by using wireless technology<br />

to enable the communication between<br />

batteries and control unit. Compared<br />

to previous wired distributed<br />

solutions, the new wBMS developed<br />

by the company reduces the wiring<br />

harness by 90% and simplifies the<br />

battery cell construction and installation.<br />

In particular, the wBMS reduces<br />

complexity in the assembly and grants<br />

more flexibility for battery modules<br />

placement. The reduced weight due to<br />

connectors removal allows for more<br />

energy efficiency, thus increasing the<br />

driving range of the vehicle with the<br />

same charge. The solution also opens<br />

up room in the battery pack to allow<br />

larger batteries to fit, guaranteeing<br />

versatility, scalability, optimization;<br />

ultimately, under the right circumstances,<br />

larger batteries also translate<br />

to enhanced power performance and<br />

again extended vehicle range. “Wireless<br />

BMS is a real game-changer for<br />

the automotive industry, eliminating<br />

the need for the battery harness,<br />

wires and connectors associated with<br />

Marelli Wireless<br />

Distributed Battery<br />

Management System.<br />

It reduces wiring<br />

harness by 90%<br />

the standard wired BMS systems,”<br />

said Razvan Panati, Head of Power<br />

Electronics Technology of Marelli’s<br />

Vehicle Electrification Division.<br />

“Marelli designed both the wBMS<br />

and the Wired BMS with identical<br />

base architectures, supported by two<br />

different ways of communication and<br />

interfaces. In that way our technology<br />

can be applied across multiple vehicle<br />

platforms with minimal change. This<br />

flexibility of the solution guarantees<br />

significant reduction in engineering<br />

costs and allows Marelli to make this<br />

high-end technology affordable for the<br />

mass market.” The Marelli wBMS can<br />

be delivered with a software application<br />

layer that uses algorithms based<br />

on a proprietary technique so-called<br />

“Sensor Fusion”. The algorithms estimate<br />

several crucial parameters of<br />

each battery cell, to ensure an accurate<br />

calculation of the battery overall<br />

status, and informs the components of<br />

the powertrain accordingly.<br />

46<br />


TECHNO<br />



C<br />

M<br />

Y<br />

CM<br />

MY<br />

CY<br />

CMY<br />

K<br />

S<br />

iemens strongly believes in the<br />

need to simplify and make digital<br />

transformation scalable. For<br />

this reason, with an event broadcast<br />

online, it presented an open digital<br />

platform which, as the name itself suggests<br />

(Xcelerator), aims to create an<br />

ecosystem of partnerships to accelerate<br />

the creation of value in companies<br />

of all sizes in the sectors of industry,<br />

transport, infrastructure and buildings.<br />

The platform includes a complete<br />

portfolio of hardware, software<br />

and IoT enabled digital services from<br />

Siemens and certified third parties and<br />

an evolving marketplace to facilitate<br />

interactions and transactions between<br />

customers, partners and developers.<br />

Roland Busch, President and CEO of<br />

Siemens, said, “Siemens Xcelerator<br />

will enable companies to embark on<br />

digital transformation more easily,<br />

quickly and at scale. By combining<br />

the real world and the digital world,<br />

through OT and IT technologies, we<br />

allow our customers and partners to<br />

increase productivity and competitiveness,<br />

and make innovations scalable.”<br />

The launch of Siemens Xcelerator, together<br />

with the recent acquisition of<br />

Brightly Software, and the expansion<br />

of the partnership with Nvidia represent<br />

important milestones in the strategy<br />

of the German multinational. With<br />

the launch of the new product, step by<br />

step, Siemens will transform its entire<br />

portfolio of hardware and software<br />

solutions to make it modular, connected<br />

to the cloud and built on standard<br />

application programming interfaces.<br />

To ensure high standards and deliver<br />

value to all parties involved, sound<br />

principles of technical and commercial<br />

governance will be applied. Simultaneously<br />

with the presentation of Xcelerator,<br />

Siemens announced the launch<br />

of Building X, the first new generation<br />

offering designed and built within the<br />

new platform. This is a new suite for<br />

smart buildings that acts as a single data<br />

source to eliminate complexity and<br />

supports zero-emission goals, managing<br />

energy, safety and building maintenance<br />

in one place. Building X is an<br />

open, modular and completely cloudbased<br />

suite, with applications enabled<br />

for artificial intelligence, strong connectivity<br />

and integrated cybersecurity.<br />

During the launch of the platform,<br />

Siemens confirmed the growth targets<br />

for the digital business announced on<br />

the last capital market day, which envisage<br />

a compound annual growth rate<br />

of approximately 10 percent over the<br />

business cycle. The digital turnover in<br />

fiscal year 2021 was 5.6 billion euros.<br />




A<br />

t the IAA Transportation <strong>2022</strong><br />

in Hanover, Thermo King, a<br />

company active in temperature<br />

control solutions in transportation<br />

and a brand of Trane Technologies,<br />

premiered the new E-Series all-electric<br />

battery-powered refrigeration units for<br />

light commercial vehicles (LCVs) between<br />

3.5 and 7.5 tons. The new series,<br />

presented in collaboration with Iveco,<br />

is mounted on the new Iveco eDaily<br />

zero-emission van. The new E-Series<br />

will have a reduced impact on vehicle<br />

range and provide our customers with<br />

greater value, while contributing to a<br />

50<br />

TECHNO<br />


lower total cost of ownership. The new<br />

E-Series units are connected and powered<br />

directly from the vehicle’s battery.<br />

To deliver optimum temperature control<br />

performance with low power consumption,<br />

the new E-Series features custom<br />

designed, patented inverter technology<br />

and a powerful hermetic variable speed<br />

refrigeration compressor. The patented<br />

power management and control system<br />

intelligently optimizes the supply and<br />

demand of energy in real time, minimizing<br />

the impact on the vehicle’s battery<br />

when it is on the road or out for a<br />

delivery.<br />


John Deere at Bauma brings all the strings to its bow. The next<br />

generation engine lineup includes the JD4, JD14, and JD18 (<strong>Diesel</strong><br />

of the Year 2021) as well as the Kreisel Battery Pack 63 (KBP63),<br />

a modular battery solution that utilizes Kreisel Electric’s patented<br />

immersion cooling technology. John Deere has plans to expand<br />

its telematic technology offerings to John Deere-powered OEM<br />

equipment through Connected Support.<br />



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POWER TO<br />



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B6.7 engine delivers the productivity you need to keep your<br />

equipment running. The power increases up to 326 hp / 243 kW<br />

and peak torque up to 1014 lb-ft / 1375 Nm, enabling<br />

replacement of engines with higher displacement<br />

with no impact on productivity.<br />

Visit us at ConExpo 2023, Booth S84615.<br />

©<strong>2022</strong> Cummins Inc.


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There’s an unbreakable bond between John Deere products and<br />

the people who choose them. It gives you the power to take your<br />

equipment where it needs to go, with premium John Deere quality<br />

standing behind you. And the power to work confidently knowing a<br />

global network of more than 9,000 John Deere dealers are ready to<br />

offer service and support whenever you need it. That’s the unique<br />

connection you get with John Deere power.<br />


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