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Category: E-Mobility

Citroen Ami

The Ami Wants to Be Your Friend in the City

In 2019, Citroën caused a stir at the Geneva Motor Show with its Ami mobility cube. Now the electric city speedster is going into mass production. The French want nothing less than to reform individual traffic in the inner city.

Citroën mobilized French families in the 1960s with the Ami, which was both practical and affordable. More than a million customers made the midsize car available as a sedan and station wagon, the best-selling car at the time. 

Citroën Ami 6

A good six decades later, the French automaker is now preparing to offer an affordable mobility solution. The name has remained the same, but unlike its predecessor, the new Ami is aimed exclusively at city dwellers.

Citroën’s Ami 2020

The cube-shaped mini-mobile is purely electric and only travels a good 70 kilometers.

This means that the production model introduced now falls short of the promises of the show car Ami One Concept. In 2019, Citroën first presented its idea for a city vehicle in a concept car at the Geneva Motor Show. 

However, the missing 30 kilometers alone will not decide the car’s fate; after all, 70 kilometers in the city is a relatively long distance. 

And because the small lithium-ion battery only has a capacity of 5.5-kilowatt hours, it can be fully charged again in just three hours, even from a household socket.  

Citroën has adopted the box design, which takes some getting used to, almost one-to-one from the concept car. The car looks relatively identical from the front and rear and, like the study, is reminiscent of a Lego car. 

Funny: Driver and passenger doors are identical. On the left, the door is hinged at the back, on the right at the front; Citroën wants to reduce costs with identical parts like these. The Ami has also retained its compact dimensions. The designers’ philosophy: a city car should take up as little space on the road as possible. 

Ami’s interior design

They have succeeded in doing so; at 2.41 meters in length, the two-seater undercuts even the first smart generation. Nevertheless, even two tall passengers sit surprisingly comfortably. The width is also absolutely suitable for big cities: the gnom measures just 1.39 meters (without exterior mirrors) and can thus easily wind its way through parked alleys. A further plus: the compact dimensions, together with small 14-inch wheels, ensure a tiny turning radius of 7.20 meters.

There is a little storage space on the dashboard and behind the seats, but there is not much room for comfort in the mobility cube: the passenger seat offers no adjustment options whatsoever, just like the duck, there are only folding windows, no infotainment system, manually adjustable exterior mirrors and plenty of hard plastic. 

But nobody will really be bothered by it on the way from the Eiffel Tower to Montmartre or from the Brandenburg Gate to Alexanderplatz. It might be more difficult for some people to do without the top speed: The Ami, which is powered by a 5 kW/7 PS electric motor, runs at a maximum speed of 45 km/h. That is enough in the traffic jam-stricken metropolises during the day. 

The strict speed limit, however, is a clever move by Citroën: in Germany, for example, the little dwarf is already allowed to be driven at the age of 16 with a scooter driving license; in his home country, even 14-year-olds are allowed to go on tour with it. 

The French are positioning themselves less as competitors to cars and more to mopeds and other two-wheelers – with a roof over their heads, a crash zone, and better transport possibilities. 

Citroën also wants to make access to the Ami as easy as possible: In France, it should be possible to lease the electric car for just under 20 euros a month, and anyone who wants to buy the little speedster can do so for only 6,900 euros. This also makes it interesting for companies that could use a few Amis as pool vehicles for their employees. In addition, the car manufacturer is integrating the car into its car-sharing service Free2Move, where it can be rented at the minute price of 26 cents. 

In addition to the classic Citroën dealerships, the Ami will also be available for purchase online.

One question remains, of course: Do you need a car to get to the supermarket, gym or city hall? No, many will say. Especially in cities, public transportation is relatively well developed. But there are just as many city dwellers who do not want to do without individual mobility. 

So the Ami might be just right for all those who don’t need a big car and certainly don’t need a status symbol.

Why are Electric Cars so Expensive?

Why are most electric cars only suitable for shorter distances?

Only very few electric cars achieve ranges of more than 200 kilometers, otherwise, the battery would be too large and heavy, because the energy density of rechargeable batteries is lower than that of petrol, for example.

One kilogram of petrol (around 1.33 liters) contains almost 12,000 watt-hours (Wh) of energy. Lithium-ion batteries in cars today have an energy density of no more than 140 Wh/kg. Since a typical electric car consumes about 20,000 Wh per 100 kilometers, it must carry about 150 kilograms of batteries.

What makes the battery so expensive?

The battery is the most expensive part of the electric car. In the E-Smart, for example, only the battery system costs an estimated 6,000 to 7,000 euros. That’s because battery modules consisting of several cells are connected together to achieve energy quantities of 15 to 30 kWh, which is usually required by an electric car. This means that a single battery can contain several hundred small individual modules.

Above all, however, demand affects the price: lithium-ion batteries suitable for use in cars cost a good 500 euros per kWh today. With large-scale production, the costs could be reduced to 130 to 160 euros in the future.

How long does an e-car battery last?

Experts estimate the service life to be ten years and more – provided that the battery is always kept at a good temperature. This means that heat generated during charging can permanently clog the battery. For that reason, it should be kept at a temperature of 25 to 45 degrees Celsius. In addition, the frequency and, above all, the intensity of charging and discharging have a decisive influence on the battery’s durability.

This is why batteries in electric vehicles are only discharged to around 20 percent of their capacity. This means that several thousand charging and discharging cycles are possible before performance drops significantly. The manufacturers guarantee mileages of between 100,000 and 160,000 kilometers. But real long-term experience is lacking.

How high is the fire risk?

In mid-2011, a Chevrolet Volt caught fire after a crash test; a year later, a Chinese e-taxi went up in flames. It’s individual cases like these that fuel discussions about the fire risk of lithium-ion batteries. Accident researchers are reassuring, however: In principle, drivers of series-produced electric cars are not exposed to higher risks in the event of a collision than in a comparable vehicle with a combustion engine.

Even the recent battery fires at Boeing’s “Dreamliner” cannot automatically be used to derive safety risks for electric cars: The aviation company uses lithium cobalt dioxide batteries – one of the most flammable lithium-ion variants. Less explosive materials are used in cars.

How much does battery production pollute the environment?

Assuming a service life of 150,000 kilometers, modern batteries account for a maximum of 15 percent of the total environmental impact caused by the manufacture, operation and disposal of electric cars, according to the results of a Swiss study.

According to material testers, regular charging has the greatest impact on the life cycle assessment. If, for example, a common European electricity mix is used to charge the car, the environmental impact is much greater than the battery itself.

Through recycling and dual-use, however, batteries could become more environmentally friendly in the future, since a large proportion of the raw materials can be recovered. In addition, cells that are already too weak for cars can be used for years as stationary energy storage devices, for example in homes with photovoltaic systems.

sweden's electric road

Charging Electric Cars while Driving

In Sweden, the world’s first electrified road has gone into operation, allowing the batteries of all types of electric vehicles to be charged while driving.

In Hong Kong there is an “Electric Road”, but it is only called that. In Arlanda, Sweden, there is indeed an electric road, because it allows electric vehicles to be charged while driving. The technology is in the road.

E-Road test track north of Stockholm in operation

The Director General of the Swedish Transport Authority Trafikverket, Lena Erixon, the Minister of Infrastructure Tomas Eneroth and the inventor of the conductor rail Gunnar Asplund officially inaugurated the electrified road on the eRoadArlanda on 26.04.2018.

The technology works like this: a sliding pantograph under the truck takes current from the conductor rail on the ground. The pantograph can move sideways and is automatically folded down into the conductor rail and back up again. The loading capacity is 200 kW.

Electric overhead line versus conductor rail in the ground

The newly patented technology of charging via a rail in the ground has the advantage over charging via an overhead line that it is suitable for all electric vehicles – not only for trucks or buses. Any type of electric vehicle can be charged in this way while driving. If this technology were used across the board, even electric cars with small batteries would have an unlimited range. Another advantage is that the conductor rails require lower investment costs than overhead lines and have less impact on the landscape

Electrification of road traffic – CO2 reduction

The eRoadArlanda electrified road was opened in mid-April 2018 and is now being tested under demanding road and weather conditions over an extended trial period of at least one year. During this period, the project’s purpose-built, fully electric trucks will transport goods between the freight terminal at Arlanda Airport and the nearby logistics facility of the logistics company PostNord.

“The electrification of road transport is an important factor in reducing overall carbon dioxide emissions in society. Carbon dioxide emissions from trucks account for about a quarter of the total emissions from road transport. So the development of electrified roads can be an important piece of the puzzle in reducing emissions from the transport sector,” says Annika Ramsköld, Head of Sustainability at Vattenfall.

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