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. As a result another 21 UC e-buses were manufactured in 2017; The line has a total length of 15 kilometers and operates 14 hours per day; Robustness of operation in the other temperature range in warm weather conditions typical for the middle east region; Government confirmed that will further support the implementation of the UC buses through purchase of another 100 UCs ebuses in 2019; E-SORT: 1.2 kWh/km (SORT 2 cycle); average annual consumption around 1.5-1.6 kWh/km (A/C only, no heater); Flat line, however high traffic and humidity, as well as high temperatures; The difference between the seasons is very mild and the A/C is being operated around the year;
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The Graz Project (Austria)
Chariot e-bus was selected for 1-year trial due to the UC compliance with charging time criteria; Delivery of 2 UC Chariot e-buses; 32kWh; Start of operation in mid April 2017; 2 x 340 kW charging stations; 3-door city bus; Average charging time for covering the line is 3,5 min (source: Holding Graz); ZF wheel hubs electromotors (2x125 kW); Line 50 in Graz – 7,6 km; -> -> Aalbrog (Denmark);
23 Satisfaction of the drivers
1 = excellent; 2 = very good, Average is 1.75
2,5
General Air Driver’s bus Doors Handling Fan noise assessme conditioni seat nt ng / ventilation
24 Survey of passengers, (excerpt)
Is it a personal contribution to the environmental improvement when using an electric bus? Question 6: For you personally, do you think that you are helping to improve the environment if you drive an electric bus?
Total The absolute majority male believes that it helps to improve the environment female when traveling with an electric bus!
Line 50
Yes No
25 Aalborg (Denmark)
. ZF AxTrax AVE 130 axle with integrated wheel hub drive. The maximum electric output 2 x 125 kW;
. The length of the route is exactly 7 km x 2 = 14 km;
. The average speed is 16,6 km/h;
. There are 14 stops per trip (28 stops roundtrip);
. Average charging is 3:55 minutes (charging 10 – 12 kWh); SOC at arrival at airport approx. 60- 70%;
. Average consumption ~ 0,86 kWh/km;
. Distance between depot and charging station is 13,1 km. Roundtrip 26,2;
. SOC at arrival in the morning at the CS is approx. 45% (usually charges 21 – 23 kWh);
26 La Spezia (Italy)
One UC e-bus will be operated by the bus & trolleybus operator ATC in La Spezia; 32 kWh UC; Start of operation on March 2018; 1 fast charging station of 340 kW; 17 km bus line; First electric bus in La Spezia; ->-> GTT Torino;
Period Average speed Average (Line 3) with energy auxiliaries consumption verified by Politecnico Milan
Spring 11,3 km/h 1,10 kWh/km
Summer 11,5 km/h 1,45 kWh/km
Autumn 11,0 km/h 1,15 kWh/km
Winter 10,6 km/h 1, 61 kWh/km (simulation)
27 EBRD tender in Sofia 2018 Tender financed by EBRD; Beneficiary: Sofia Municipality; 2 stages: - stage I = 15 e-buses & 6 charging stations - stage II = 15 e-buses & 6 charging stations Delivery: - stage I = 2019 - stage II = 2020 Technical requirements: - 12m e-buses - 40 kWh UC (3rd Generation) - fast charging stations of 500 kW - Consumption – min 20 km with A/C or heating on and full load
Ultracapacitor technology adopted by the EBRD as a "best available technology", thus enjoying
subsidized / preferential financing cost by EBRD; 28
Total cost of ownership of Chariot e-bus. (Benchmark on the purchase of twelve vehicles)
. Total cost of ownership (TCO is the purchase price of an asset plus the costs of Operation & Maintenance (O&M)) over 10 years operation of Chariot e-bus compared to other alternatives such as battery, diesel buses, CNG and trolleybus (no infrastructure investments).
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30 Aowei Technology High Energy UC powered Tram System
In 2013, Aowei entered into TRAM market - becoming a qualified supplier for tram applications;
2013-2016 , Aowei has provided 7 ESU solutions covering full line catenary-free, partial catenary-free , and cross-section catenary-free platforms，and won tender for Wuhan Guanggu Line, South Yun’nan Honghe Line, Chengdu IT Avenue Line and Chengdu Xinjin Line;
Samples provided and tested by ALSTOM since June 2014, test passed in September 2016;
First meeting with CAF in Dec 2016, first technical visit to CAF in March 2017,test result review in Busworld Kortrijk OCT 2017; 31 Aowei Technology
Full line Catenary-Free - Wuhan E.Lake Line
20km range; 3min charging time (800V/1500A); 47 kWh; Won tender in NOV 2015； Design complete in MAY 2016； IPI complete in AUG 2016, and start delivery； Delivery of all 26 vehicles completed in JAN 2017；
32 Aowei Technology
Partial Catenary-Free - South Yun’nan Honghe Line
12 km w/o line; Charged at 800 kW for 3 min (down size grid power and costs compared to Full Catenary free) (410～547V/300A); 9.5x2 (3 compartment tram) or 9.5x4 (5 compartment tram) kWh; Won tender in OCT 2015; Design complete in JAN 2016; IPI complete in APR 2016 and start delivery；
Delivery of all 34 vehicles by end of 2017； 33 Aowei Technology
Cross-section Catenary – Free - Xinjin, IT Avenue, Songjiang Line
3 km w/o line; 5.3kWh UC is charged for 3 minutes at 100kW when it is connected to the power lines; 10.6 kWh UC is charged for 3 minutes at 200kW; Design of Xinjin Line completed in 2014, delivery completed in 2015； Design of Songjiang Line and delivery completed in 2016； Won IT Avenue Line Tender in JAN 2016,design completed in OCT, delivery started in DEC 2016, 45 vehicles operated by MAR 2018;
34 Ultracapacitor system for ships
• Aowei Technology has designed and produced several kinds of ultracapacitors, which are suitable for hybrid electric ship and pure electric ship respectively.
• The hybrid electric ship can be defined as one kind of ship equipped with two or more power sources including energy storage units, energy sources or energy Hybrid electric ship used Aowei ultra-capacitor converters which at (Working voltage 410～547V; Standard charge current 300A) least one of them can • 9,5 kWh / 17 kWh Ultracapacitor + 300 kW diesel provide electricity.
35 Ultracapacitor system for marine
At present, pure electric marines generally use lithium-ion battery or UC + Li-ION battery
The high energy ultracapacitor developed by Shanghai Aowei has 10 times higher energy than traditional EDLC. It has fast charging speed, so it is very suitable for pure electric marines such as ferry vessels used in fixed lines.
Powered by ultra capacitor, large ferries could operate completely by electricity
• The energy system is composed of identical ultracapacitor system circuits connected in parallel and connected through the electric cabinet. The total effective energy of the scheme was 380kWh, but it has been replaced by 1000kWh. (Working voltage 616～820V; Standard charge current 1500A) • The energy is adjustable because the whole system is composed by numbers of standard modules or
boxes: • 2-3 km range
• Charging at 1,5 MW or up to 250 kWh/10min charging time (820V/1500 A) 36 Aowei port electric tractor project (20 kWh)
- Maximum traction weight 70 tons - Heavy-duty driving range ~ 7km - Maximum grade 5-8% - Charging time ≤ 6min
Three supercapacitor port electric tractors have been successfully operated at Shanghai Port. Currently, they have been running for one year and achieved good energy-saving effects.
Remarks: The electricity price is 1.224 yuan / kWh. TEU=twenty-foot equivalent unit
37 Thank you!
www.chariot-electricbus.com
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