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Chariot Motors Ultra-Capacitor Electric Buses, Wireless Trams and Other Applications

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Chariot Motors Ultra-Capacitor Electric Buses, Wireless Trams and Other Applications Chariot Motors ultra-capacitor electric buses, wireless trams and other applications Copyright © 2019 by Chariot Motors 1 Agenda Company profile Chariot e-bus Wireless trams Marine applications Port tractors 2 About the company Chariot Motors together with Aowei Technology have developed the first ever ultracapacitors electric bus (Chariot e-bus) to be used for commercial operation in Europe. Chariot e-bus is purely ultracapacitor (UC) based city e-bus that deploys the latest electric drive and world’s most advanced ultracapacitor technology by Aowei. Chariot e-bus is assembled at a special high-quality production line at one of the world’s biggest bus factories by Higer Bus Company Limited Chariot e-bus is a silent, low-cost vehicle with zero-emissions, which complies with the European homologation certifications 3 Partners • Shanghai Aowei Technology • Higer Bus Company Limited was Development Co., Ltd. was established in selected by Chariot Motors Group, for the 1998. Aowei has filed over 100 patents producer of the UC e-buses due to their vast applications (including two US patents, one experience in the sphere, as well as due to Japanese patent and four international PCT their state-of-the-art production plant. applications). • The King Long Group owns three • Aowei is able to deliver complete system subsidiaries, King Long, Golden Dragon, solutions to applications such as electric Higer city buses, modern trams, heavy-duty electric trucks, mining electric • annual production capacity of 30,000 large locomotives, electric tourist carts, hybrid and medium-sized buses, coaches and vehicles, energy-saving elevators, hybrid chassis engineering machinery, port machinery and many other application fields. • HIGER sales exceeded 700 Mln.EUR • Aowei has passed ISO9001, ISO14001, TS • China’s 500 Most Valuable Brands 16949, SA8000 and mandatory certification by the Ministry of Industry and Information; • Chariot receives back-to-back warranties Products of Aowei have passed RoHS, CE, from Higer UL, and Aowei is the only ultra capacitor producer in China with ECE R100 and R10 • Chariot e-buses are a separate product from certifications from EU the main Higer portfolio 4 AOWEI products Current Technology Development Level Higher Energy Density 2001 The 2002World's Most Comprehensive2012 Supercapacitor2015 Technology2017 Line High Energy Density 5 AOWEI applications Catenary-free trams Ultra capacitor system for ship UC UPS for wind & solar energy/Server, Computer, Surgery Room/communication station 6 The difference between HESC and Li-ion battery electrical double layer capacitor (EDLC) Supercapacitor hybrid capacitor Hybrid Capacitor – combines EDLC and Li-ion battery = high-energy supercapacitor (HESC) Fast charge degree: Li-ion battery charging factor = 3C (pulse rate of 5C), while HESC can achieve 10C (pulse rate of 20C) Energy storage mechanism: HESC can be charged to any potential within its operating voltage window and can also be fully discharged. The SoC is linearly dependent to its voltage. Li-ion batteries are limited by their own electrochemical reactions, which have only a small range of energy in its operating voltage window, and the SoC depends on a number of complex conversions - i.e. management and control technology of the battery is more complex than the ultra capacitor. Resistance: The internal resistance of Li-ion battery is 5 times higher than that of the HESC, leads to the low conversion efficiency and high heat. The thermal management design of the battery is more complex than that of the ultra capacitor Security: Lithium-ion battery may cause thermal runaway. One reason is the cathode materials of Li-ion battery release oxygen when decomposed and the other reason is the cathode material reacted with the electrolyte violently releasing a lot of heat. CO2 and CO are released on the cathodes of the Lithium-ion batteries at cycling, while on their anodes C2H4, CO and H2 are released. The cathode material of HESC is activated carbon, which has excellent thermal stability and will not react with the electrolyte Cycle life: Cycle life of LTO is 15 000 times @ 80% DOD and 10 000 times @ 100% DOD and retention on batteries cannot achieve 70-80% after that. As for HESC, 50 000 cycles @ 100% DOD and the capacity retention maintained more than 80% after 100,000 cycles. Difference of nominal energy and actual energy: -Aowei UC has 100% of actual available energy; -LTO has only 50% of actual energy of its nominal energy； 7 Chariot Motors’ supply chain 8 Supercapacitor electric bus – general view . Supercapacitor location 9 General UC electric bus components Wheel hub electric motors Central electric motor DC electric heating 8,40/12/18 m UC e-bus 10 Key Chariot UC e-bus features . Capable of travelling about 25-30 km on a single charge performance for approx. 6 min at the terminal, based on the 40/50 kWh UC; . Charging only at terminals and not on passengers stops; . Low maintenance cost due to the lack of expensive to maintain combustion engine vehicles systems; . Doesn’t require overhead power line, thus avoiding infrastructure and maintenance costs; . Not influenced by outside t˚C and capable of operating with ease in various weather conditions; . Passengers load of a regular trolleybus / diesel bus; . No night charging with dedicated personnel; . Less depot space required (3,5m fireproof clearance requirements for battery buses); 11 Technological and operational advantages of ultracapacitors compared to the batteries . Aowei’s ultracapacitors accumulated more than 12 years / 15 million km of experience (100 million passengers) and used in electric buses since 2006 being the most matured energy technology used in for electric buses; . Manufacturing warranty of 10 years; . Ultracapacitor is mounted in a safety container preventing risks in case of accident; . Operational temperatures form -30°C to +55°C; . The UC contains no harmful or toxic substances leading to no pollution; no extra costs for disposal of hazardous materials (80% recyclable); . no energy storage replacement-related costs; . Charging factor is 10C (LTO/ LpCO batteries could afford max 5C); . less powerful charging infrastructure compared to batteries; . 3 times less chemical materials need recycling (1,4t UC <–> 3,5t battery) 12 Charging station + pantograph Charging station, DC-DC 660V / 450A or AC-DC 3x380V / 600A Charging poles 150 kW DC/DC 340 kW AC/DC 500 kW AC/DC 13 One charging station – different type of electric buses 40 kWh 50 kWh Charging Charging 14 Top-down pantograph charging or rising 15 Remote monitoring and diagnostic system for e-bus and charging stations 16 Remote monitoring and diagnostic system for e-bus and charging stations . Chariot e-bus is equipped with remote monitoring and diagnostic system that monitors: Commands to the bus . energy consumption of different systems (electric, air conditioning, on-board electronics, etc.), and recuperation values; Central Report Unit . state and errors of all systems (brakes, doors, suspension, GPS, Wi Fi / GPRS etc.); . passenger load, speed, GPRS acceleration, location, driver Alarm IT / Data Performance behavior; announcement Workshop Control Center 17 Chariot e-buses on the map 5 UC Chariot e-buses in commercial operation by GSP Belgrade since 1st Sep 2016. 26 UC Chariot e-buses in operation by DAN, Tel Aviv as per the end of 2017 with another 100 UC buses agreed to be delivered in 2018 and 2020. 2 UC Chariot e-buses in operation by Holding Graz Linien, Austria since April 2017. 1 UC Chariot e-bus in operation in Italy since March 2018. 1 UC Chariot e-bus in operation in Aalborg since June 2019. 1 UC Chariot e-bus in operation in Macedonia as a pilot project since April 2018. 1 UC Chariot e-bus in operation in Bulgaria, various Bulgaria as a pilot project in 2014-2016. cities 15+15 UC e-buses contract financed Sofia Public Electrical Transport by EBRD. Start of operation in 2019 Company 18 UC Chariot e-bus in Sofia example 2014-2015 • Operated and maintained by the Stolichen Elektrotransport; • 20 kWh UC – 1st Generation; • Line № 11 (trolleybus line) -> flat profile, length of 11.2 km, crossing; • DC/DC charging stations at terminals only, using trolleybus power supply; • Average energy consumption, recorded by BELICON: 0.95 kWh/km (no auxiliary consummators); 1,60 kWh/km with 100% occupancy and A/C on; • Recuperation rate: 32.2 %, highest 39%; • Operating temperatures: -15°C to 40°C; • Siemens electric motors, 2 x 67 kW; 19 Skopje (Macedonia) pilot project from, May 2018 - Dec 2018 • Pilot project for 6 months, operated and maintained by the JSP Skopje; • 20 kWh UC – 1st Generation; • Line № 15, flat, high traffic (bus lane unavailable), length of 10 km; • Charging stations at terminals only; • Average energy consumption: varying between 1.2 -1.6 kWh/km (August 2018); • Operating temperatures: -5°C to 40°C; 20 The Belgrade Project (Serbia) Delivery of 5 UC Chariot e-buses, 20kWh, (2nd Generation), and start of operation in Sept.2016; Around 1000 passengers per e-bus per one day are being transported; Operational schedule 16-18 hours per day (14,8 km/h); Availability of the ultracapacitor electric bus of 97.5%; Consumption: • spring/autumn – 1,10 kWh/km; • summer – 23,3% higher than transition period (~1,36 kWh/km); • Winter – 45,4% higher than transition period (~1,6 kWh); 1 EKO 5 E-buses in the operation line offered charging time of Operational Outside Total length driving time interval capacity Time turnround daily shift operational of route [km] [min] [min] (places/ [min] [min] [hours] temperature hour) -14C to 16,4 34 5-10 88 17-18 18.5 289 35C 21 Tel Aviv Project (Israel) Delivery of 5 UC Chariot e-buses; Start of operation on 15th Sep 2016; UC e-buses are very well accepted by the operator, the passengers and the city government.
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