Estimation of the Size of the Battery for Hybrid Electric Trolley Busses Using Backward Quasi-Static Modelling

Abstract

The city of Arnhem is known for its trolley busses, which operates in a network of over-head grid lines, leading to zero local emission. However, extending the driving range of the trolley busses beyond the over-head grid network is technically challenging and economically demanding due to the infrastructure requirements. This led to their participation in EUREGIO project e-Bus 2020 IMC. The aim of the project is to develop, design and optimize a hybrid driveline for trolley busses using an additional traction battery. Using the over-head grid network for In Motion Charging (IMC), eliminates the need for a separate charging infrastructure needed for regular electric busses. This paper presents a backward quasi-static modeling approach to estimate the battery capacity for the required range extension. The viability of the battery is verified using a scenario analysis.

A Review of the Key Technical and Non-Technical Challenges for Sustainable Transportation Electrification: A Case for Urban Catenary Buses

“…FC1 in figure 1), at 600-750Vdc (V SN ), depending on the substation and the trolleybus city. The minimum bus voltage for operation is 400V [5,31], consequently, the trolleybus lines are divided into isolated sections to limit the resistive voltage drops in the catenary and transmission losses, and for reasons such as fault protection. The sections are from a few hundreds up to 2 km in length, depending on the trolleygrid city.…”

“…If the braking trolleybus has an on-board storage system (also known as a dual-source 439 978-1-6654-9681-0/22/$31.00 ©2022 IEEE trolleybus [22,24,32,33]), it can harvest this braking energy to be later used while accelerating. In the absence of on-board storage, this power can be fed to buses on the same section, on a connected section under the same substation busbar (Bus1 and Bus2 in figure 1), or wasted in on-board braking resistors [22,24,31]. The braking energy cannot be sent back to the LVAC grid because of the unidirectional rectifiers at the substation.…”

“…The braking energy cannot be sent back to the LVAC grid because of the unidirectional rectifiers at the substation. A new generation of trolleybuses, namely the In-Motion-Charging or IMC bus, combines the advantage of a trolleybus and of a battery electric bus (e-bus) [8,31,[34][35][36][37][38]. IMC buses are equipped with an on-board battery that is charged while the bus is in-motion.…”

Feasibility studies of micro wind turbines installed on electric vehicles as range extenders using real-time analytical simulation with multi driving cycles scenarios

“…This provides designers with various models to simulate various aspects of EVs. 20 According to Irani, 21 the QSS-TB can be used to model various aspects of vehicle performance, identify trade-offs between different aspects and explore the impacts of different decisions on vehicle cost, performance, energy efficiency and emissions. On the other hand, it also has the capability of modelling for regenerative braking and traction control, simulating battery life, estimating battery charging requirements, modelling electrical networks, estimating battery heating, modelling power losses in digital circuits and estimating regenerative braking power generation demands.…”

“…It can help electrical vehicle designers explore different driving cycle profiles for the battery pack and parametric settings for the battery cell chemistry. As Tomar et al 20 reported, the QSS toolbox can simulate the electric vehicle's battery consumption in different driving cycles.…”