Eaton Launches 1 MW HyperCharger

DEC 11 2013 BY MARK KANE 21

Eaton recently announced that it raised the bar for the EV charging infrastructure by introducing its 1 MW DC HyperCharger for electric vehicles.

Of course, this is not designed for passengers cars, but rather for heavy duty electric vehicles like buses.

Proterra EcoRide BE35

Proterra EcoRide BE35

According to press release, the first HyperCharger units are already being used – we believe that by Proterra electric bus fleets:

“Designed to charge the world’s largest fleets of electric buses, the on-route charger was recently installed in several cities, including Tallahassee, Fla., Worchester, Mass. and Stockton, Calif.”

Eaton added that it achieved the highest energy density in its class and that:

“On a recent demonstration route, the HyperCharger recorded an average of eight charges and 240 miles per day utilizing 100 percent on–route charging.”

The power of HyperCharger is scalable from 200 kW to 1 MW, so customers can order the unit with the right power for their needs.

Michael Dadian, product line manager, Electrical Transportation Infrastructure, Eaton statedd:

“Eaton has a long history of developing electrical and hybrid power systems for trucks and busses. Our new HyperCharger is the latest example Eaton’s leadership in building a charging infrastructure across North America and helping to set the stage for mass adoption of EVs.”

* We sent an email out to Eaton for more images of this HyperCharger.  The company promises us it will send images soon.  When/if Eaton does, we’ll update this post.

Categories: Charging


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21 Comments on "Eaton Launches 1 MW HyperCharger"

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The business and eco cases for EV buses inside cities are no-brainers.

So, does “on-route charging” for a bus just mean a maxxed-out charger at most stops? Because that’s really all you need for intra-city bus power.

“Most stops” is probably too capital intensive – these things aren’t cheap enough to put at many or most stops. Its also likely operationally expensive as well – more parts to maintain, fix, worry about getting ripped off, etc.

What is likely is that at end-of-route stops where the bus stops for 5-15 minutes, the bus is recharged by one of these chargers. Which would explain why its available up to 1MW – 1MW for 5 minutes is 83kWh, and 250kWh in 15 minutes.

That’s great!
An e-bus takes about 1 kWh/km, or 1.6 kWh/mile.
So, 1 MW means about 160 kWh every 10 minutes. Therefore 100 miles every 10 minutes!

Mh… in theory one minute of charging to fill an I-MiEV. But of course his batteries would explode 🙂

Not necessarily, Mitsubishi is known to use lithium titanate batteries (Toshiba SCiB) in some models so those should be capable of some very fast charging indeed. Probably more like 10 minutes though.

Last thing I read about SCiB was 18 minutes to 95%, 15 minutes to 80%.
They are using a 10.5 kWh SCiB, in the cheaper model (as you said).

It’s faster than A123 Systems: 20 minutes to 80%.
Altairnano Nanosafe battery, which I believe is what they use in Proterra e-buses, charges in 5 to 10 minutes (I read different versions…) to almost full.
They are nanotitanate based, like SCiB.
A123 Systems are nanophosphate based (Lithium Iron Phosphate)

To my knowledge, these are the 3 faster charging available.

Proterra say they use their proprietary TerraVolt™ Energy Storage System, which charges from 0% to 95% in as little as 6 minutes (with >92% energy charge efficiency).
I remember to have read in the past they use Altairnano batteries, but they don’t seem to want to publicize that thing…
They’re not making the cells themselves, anyway.

Some back of the envelope calcs – at 400V, 1MW would pull 2500 Amps. What kind of “wire” and connectors are they going to use. I’m not at all sure of the engineering issues with something like that. The wire charts go up to OOOO gauge (for 380 Amp capacity). Heck, I bet contact surface area would have to be huge. Probably not practical for even 1000A.

Which is why you operate at much higher voltages. This, of course, creates huge safety concerns for anyone who doesn’t know what they’re doing.

Higher voltages (600V), multiple conductors in parallel (0000 x 3).

Electric public transit, what an idea. If only we’d have thought of it sooner.

A lot of cities had streetcars and and electric buses up till the 1950’s but after that the oil and gas lobby had them all ripped apart and their tracks buried under pavement.

Of course this is not designed for passenger cars?

That is all wrong! That kind of charging rate is what really can make THE difference.

It only works with batteries that can take the sort of C rates involved like lithium titanate. That chemistry is found in Honda’s Fit EV yet Honda doesn’t any fast charge capability at all on that car. Of course it is vocal anti plug-in so it probably didn’t want the public to get too excited about this product.

Unless there is relatively continuous usage from many busses sharing the same charging points, this needs to be coupled with some kind of local energy storage to avoid huge utility Demand Charges from the spikey usage.

EcoRide™ BE35
Our proprietary TerraVolt™ Energy Storage System can be charged in under 10 minutes. The cells are packaged in proprietary 23-volt modules along with our proprietary battery management system (8 modules per box) in a package that fits neatly within the composite floor structure in order to maintain a lower center of gravity and even weight distribution.

TerraVolt Energy Storage Systems

Anyone see the 2 fans on top of the thing? Assumedly one for supply and the other for exhaust, this thing must be horribly inefficient if they need that much FAN to keep the thing from melting.

Hey Bill,

Probably both are exhaust, and since most of these big AC-DC converters run about 93% or less efficiency, that means 70kW of heat to get rid of at 1MW.

In Northern Sweden in Umea, they use the excess heat from their 300kW charger to heat the bus waiting enclosure during the winter! Summer it isn’t so useful.

Probably not going to be many at that 1MW size. I predict that most bus routes will end up using around 250kW chargers, without storage. The duty cycle should reach about 60-70% on a properly planned bus route, so storage wouldn’t be that useful, and be expensive and somewhat maintenance intensive (you have to cool and heat the batteries as well to keep them happy).

The issue about the wire gauge is not trivial. First, its heavy; second, its inflexible; and third — it’s expensive! Not just to buy but to replace. Put that on a street in Brooklyn and start a stopwatch to see how long before a copper thieve snips it off.

Eaton is a great company, but this is bizarre. What do the utilities think of this? What are the costs of the upstream infrastructure? How many different places can support such a charger?

And then — who is it that’s going to plug this puppy in in a driving rainstorm?

To my mind, the answer is inductive charging. They can do 150 KW to 200 KW across an air gap that can be filled with a puddle of water and at 90% or better efficiency. That’s proven. Why would any one want to plug in this monster when you can charge a vehicle automatically by just standing over a charging station built into the pavement?