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Waarom rijden we niet allemaal elektrisch?Why don’t we all ride electric buses?Erik Lenz 05.10.2016 VOC Arnhem

Vossloh Kiepe: 66 Years electric busesElectric buses since 1950

Electric bus nr. 3333

Aachen / Germany 1950

San Francisco / USA 2016

Energy & Energy transfer into the vehicleComparison with Battery vs. Diesel

Energy storage

Diesel 5 000 Wh / kg effective*Battery (LTO) 50 Wh / kg**

Factor 100 higher Energy density

Energy transfer (charging Power)

Diesel tanking 31 000 kW effective***Battery charging 300 kW continuous

Factor 100higher Energy transfer

* Energy density of diesel 11,8 kWh/kg x 40% (efficiency of combustion engines)** Battery Unit including cooling*** Source http://www.hectronic.com/tanken/zapfsaeule-hecpump

130 l / min tanking speed x 60 min / h x 10 kWh/l x 40% = 31 000 kW Power (energy transfer)

3 Transfer of electrical energy into a vehicle = chal lenge

Understand basic Physics (refreshment from school)Verify the plausibility of suggestions

I) Power [W] x time [h] = Energy [Wh] {Watt hour}

50 W x 2 h = 100 Wh

II) Electrical Power [W] = Current [A] {Ampere} x Tension [V] {Voltage]

560 000 W = 700 A x 600 V

III) k {kilo} = 1 000 / M {Mega] = 1 000 000

560 000 W = 560 kW = 0,56 MW

A plausibility checked is fast and easy for everybody

Understand basic Physics (refreshment from school)Verify the plausibility of concepts

Transferring electrical energy (…into the vehicle)

Power [kW] x time [h] = transferred Energy [kWh]

300 kW x 5 min / 60 min/h = 25 kWh (opportunity charging)

400 kW x 15 sec / 3600 sec/h = 1,6 kWh (flash charging)

Flash charging

1,6 kWh - How much is this in km? GUESS

1,1 km (12m bus – 1,5 kWh/km) 0,64 km (18m bus – 2,5 kWh/km)0,46 km (24m bus – 3,5 kWh/km)

1,6 kWh - How much is that in diesel fuel? GUESS

0,16 l (10 kWh/l)Kölsch

0,16 l

Transferring electrical energy into a vehicle is a bottleneck

Power [kW]

Time [min]

Effi

cien

cy c

ompe

nsat

ion

Charging electrical energy Defining the limits by 3 parameters

Charging electrical energy = Current x Voltage x Ti me

1) Current [Ampere] limited by

- Heat

- Contactor

2) Voltage limited by

- Insulation levels in the vehicle

3) Time

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Welding equipment: starting with 55 - 160 Ampere

The only free parameter is the TIME (if you have it )

Energy

18 hrs Time [h]

Power[MW]

Average energy consumption over 18 hours

100 buses(articulated)

Example of daily operation: 250 km

Energy consumption:250 km x 2,5 kWh/km = 625 kWh / bus

For a e-bus fleet of 100 buses � 62 500 kWh

20

16

12

8

4

The energy consumption is equally distributed over the day

Recharging of the consumed Energy How to get the energy into the e-bus fleet?

1h

3,5 MW

3 hrs Time [h]

P[MW]

4

12

20

16

Overnight charging in 3 hours

Energy

1h

100 buses

Recharging the consumed Energy

62 500 kWh / 3h = 21 MW

8

21 MW100 buses

(articulated)

Charging the fleet in 3 hours � very high power required!

Recharging of the consumed Energy How to get the energy into the e-bus fleet?

Berlin - Marzahnpower station:

36 MW electric power

169 m chimney

optimized Time [h]

P[MW]

4

12

20

16

Energy

1h

8

Big fleet size might be not feasible! Even if battery technology improves

14 MW100 buses

(articulated)And for fleet of300 articulated buses:14 MW x 3 = 42 MW

Recharging of the consumed Energy How to get the energy into the e-bus fleet?

Optimized Overnight charging

Recharging the consumed EnergyOptimized during 4,5h � 14 MW For 100 articulated buses

9 hrs Time [h]

P[MW]

Opportunity charging

Energy

1h

4

8

12

16

20

Infrastructure is active ca 37% of a 24h day10

Recharging the consumed Energyduring ca 50% of operation time

62 500 kWh / 9h = 7 MW 100 buses(articulated)

Recharging of the consumed Energy How to get the energy into the e-bus fleet?

18 hrs Time [h]

P[MW]

In Motion Charging (IMC)

Energy

1h

Example of daily operation: 250 km x 2,5 kWh/km = 625 kWh625 kWh x 100 buses = 62 500 kWh

62 500 kWh / 18h = 3,4 MW20

16

12

8

4

Infrastructure active 18h (=75%) a day ���� moderate power

100 buses(articulated)

Recharging of the consumed Energy How to get the energy into the e-bus fleet?

P[MW]

Comparison of the concepts

201612

84

Power demand of an 18m fleets

IMC charging infrastructure has:the highest degree of usagethe lowest demand on power

���� lowest cost for power stations

14MW19%

7MW37%

3,4MW75%

Overnight Opportunity IMC

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Charging time for different vehicle sizes and velocitiesStanding charging: idle time due to opportunity / flash charging

Velocity of Bus 12m standard bus 18m articulated bus 24m double artic bus

15 km/h 5,4 min 9%9

min15%

12,6

min21%

20 km/h 7,2 min 12%12

min20%

16,8

min28%

30 km/h 10,8 min 18%18

min30%

25,2

min42%

Assumed charging power: 250 kWEnergy consumptions: 12m: 1,5 kWh/km; 18m: 2,5 kWh/km; 24m: 3,5 kWh/km

Higher velocity Longer vehicle

���� more energy consumption per hour ���� longer charging time / idle time

���� higher costs due to x% additional buses (& driver?)

Opportunity/Flash charging is mainly suitable for: ���� Low average velocity lines� Short vehicles13

In Motion Charging (IMC)

- During 9h - 18h of operation time

- With powerful* air cooled power supply

- 50% of the energy** (for 50% wireless)

- During passengers transportation

Transferring electrical energy Concept of e-bus charging: Standing vs In Motion Charging

Standing charging

- During limited time slots

- With limited power

- 100% of the energy (traction, heating, etc)

- No service during charging

* In Motion Charging possible with up tp 525 kW continuous

** The rest goes straight to the motor – bypassing the battery

btw: Energy transfer from cooper wire via coal to vehicleis used also for trams, locomotives up to high speed trains copper wire

coal

IMC is the most powerful charging concept for battery buses � bottleneck resolver

When batteries get better …What will actually change?

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If the battery :- Price will be reduced by 20% � TCO will be reduced slightly.

- Energy density will increase by 15% � Three passengers more *

- Power density will increase by 15% � see energy density

* 1500kg Battery , thus 225kg less weight

The charging challenge remains!… or gets worse**** if more energy gets installed for increasing the range �

longer charging time

Which vehicles size do you need? Recommendation of concepts:

Standard � Battery bus * or IMC Bus **

Articulated � Battery bus with Range Extender or IMC bus

� Battery bus with Range Extender,

Double articulated Trolleybus or IMC bus

Which e-bus concept would be suitable for your city?Size matters!

* For lines with suitable requirements like range, available charging time and space for charging station** For lines with high energy consumption: speed, acceleration, slopes, heating & air-condition, big fleet

Standing Charging Charging In Motion

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IMCfits for all

sizes

Electric busesstandardmoderate

articulatedhigh

double articulatedvery high

Bus TypeOperation Capacity

Sta

ndin

g C

harg

ing

Plug

Overnight Charging

Düsseldorf (D)

Berlin (D)

R&D / Dresden (D)

Inductive

Pantograph

Braunschweig (D)

Opportunity Charging

standard moderate

articulatedhigh

double articulatedvery high

Bus TypeOperation Capacity

Mov

ing

Cha

rgin

g

Fuel Cell

Range Extender

Seattle (US)

Diesel Electric withBattery Mode

For Backup Battery

Sax Hybrid+ (D)

For Wireless Sections

Hamburg (D)

Luxemburg (L)

San Francisco (US) Lucerne (CH)

Dayton (US) Esslingen (D)

In Motion Charging

Electric buses

Charging roads (c-roads) for IMCHow to plan an IMC overhead wire system

Take care about timeWireless Section(s)• 80% to 20% of line*• 80% to 20% of time*• ca 4km per section

(max 15km)

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Charging RoadsCharging time

� Slow roads� End stations

Energy consumption� Steep roads

Inexpensive installation� Straight roads

* Depending on velocity(s), vehicle length, etc

Charging roads (c-roads) for IMCTime under over head wires: Bus length and velocity

Velocity(s) [km/h]

Line

with

over

head

wire

[%] Double articulated

Articulated

12m Standard bus

12m IMC bus with 30km/h requires only 20% wires

Modern e-bus propulsion systems Why the wires?

� Reliable e-bus concept with very high availability � Low vehicle reserve needed

� Highest energy efficiency

� “Unlimited” energy available “just in time” � convenient for heating & air conditioning, infotainment

� High passenger capacity possible up to 220 pers/bus (with few personnel)

� Fast with powerful climbing characteristics

� Range of Zero Emission operation is “unlimited”

� IMC battery charging is easy on battery and therefore on battery live time

� Universal interface for battery charging (not tying up to an unique provider with monopole)

� Bus driver doesn’t have to wait for battery recharging (TCO)

� Low peak power requirement for substations

� Most economical zero emission bus operation for medium to high transportation capacity

� Allows big fleets of electrical buses

Trolley bus = ? = Quality of Life

https://en.wikipedia.org/wiki/Mercer_Quality_of_Living_Survey

Trolley bus

Trolley bus

Trolley bus

Trolley bus

Trolley bus

5 (15) Trolleybus system

33%

Quality of Life RankingTOP 15 Cities in the World

5 (15) Trolleybus system

33%

100%of these cities have

overhead wires

Over head wires = ? = Quality of Life

https://en.wikipedia.org/wiki/Mercer_Quality_of_Living_Survey

Quality of Life RankingTOP 15 Cities in the World

Modern e-bus propulsion systems One platform – plenty solutions

Vossloh Kiepe How can we help you?

ZERO EMISSION

Erik LenzVossloh Kiepe GmbHKiepe-Platz 1D - 40599 Düsseldorf

Tel: + 49 211 7497 473Fax: + 49 211 7497 1473Mob: + 49 172 8563 411

E-Mail: E.Lenz@vkd.vossloh.com

Tell us your needs …

… and we can advice you the right e-bus concept

Disclaimer

The presentation contains forward-looking statements that are based on current estimates and assumptions made by the management of VOSSLOH to the best of its knowledge. Such forward-looking statements are subject to risks and uncertainties, the non-occurrence or occurrence of which could cause a material difference in future results including changes in political, business, economic and competitive conditions, regulatory reforms, effects of future judicial decisions, foreign exchange rate fluctuations and the availability of financing. Neither VOSSLOH nor any of its affiliates, advisors or representatives shall have any liability whatsoever (in negligence or otherwise) for any loss arising from any use of this presentation or its content or otherwise arising in connection with this document. VOSSLOH does not undertake any responsibility to update the forward-looking statements contained in this presentation.

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