Towards the inductive on-road charging system for electric buses: Inspection of the Hungarian electric mobility fleet

Nádasi, Réka; Tóth, Csaba; Balog, Péter

doi:10.1016/j.trpro.2019.09.062

Cited by 5 publications

(2 citation statements)

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“…Securing interoperability between the EVs' charging infrastructure is one of the success factors that will impact the widespread use of electric vehicles in general and EBs in particular and will require special cooperation between the EBs' and chargers' manufacturers. Several projects worldwide examine various solutions for the charging opportunities, e.g., conductive and inductive power transfer (IPT) [2]. In this work, EBs and fast-chargers from various venders were developed, the interoperability between the EBs and fastchargers were tested.…”

Section: Contributionmentioning

confidence: 99%

“…As well as emitting no CO 2 , Electric Buses (EBs) make much less noise and have less operational cost than the diesel-powered ones. Public transportation means could play a vital role in minimizing CO 2 emissions as they have average operating hours of around 16-20 h per day, compared with private cars, which have around 1-2 h per day [1,2].…”

Section: Introductionmentioning

confidence: 99%

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Optimization and Analysis of Electric Vehicle Operation with Fast-Charging Technologies

Al-Saadi

Mathes

Käsgen

et al. 2022

WEVJ

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This work presents three demos, which include Electric Buses (EBs) from four various brands with lengths of 12 m and 18 m and an Electric Truck (E-truck) for refuse collection. The technical operation of these EVs were analyzed to implement further operational cost optimization on the demo vehicles. The Electric Vehicles (EVs) were tested against superfast-charging solutions based on Pantograph (Type A & Type B) on the route lines (and depots) and based on Combined Charging System Type 2 (CCS2, Combo2) from various brands to validate the interoperability among several vendors and support further EV integration with more affordable solutions. The optimization includes the calculation of the EBs’ consumption at various seasons and under various operating conditions in order to use optimum battery system design, heating system, optimum EB fleet operation and size and to find the charging solutions properly. The results showed that the EB consumption increases in some cases by 64.5% in wintertime due to heating systems, and the consumption in urban areas is more than that on the route lines outside cities. In the E-truck demo, where the electric heater was replaced with a heat-pump to optimize the energy consumption, it was found that the consumption of the heat-pump is about half of the electric heater under certain operating conditions. Under strict EB schedule, Pantograph charging solutions with power ratings of 300–600 kW have been adopted to charge the batteries of the EBs within 4–10 min. In order to minimize the cumulative costs of energy, (pantograph) charging infrastructure depreciation and battery degradation, as well as depot charging (at the bus operator’s depot), was adopted with a power level of 50–350 kW based on CCS2 and pantograph.

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Section: Contributionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%