As we talk about electric mobility cars, buses, and scooters. One of the fundamental differences is that the bus comes with a fixed route. So, the daily operation range can be defined with the next reloading possibility. Bus stops are designed in a planned manner where at a particular time, bus stops, and thus the strategic positioning is enabled with reloading points.
Due to this particular point, batteries are designed smaller so that heavy batteries can be avoided with the recharging possibility, and thereby the vehicle is lighter and more agile, and energy-efficient where smaller gradients can be coped with.
The bus also offers more space for the passengers that is a prerequisite in an operational concept of charging on the route as adherence to the timetable and extended idle times can be avoided for recharging. The flash charging stations with a limit of 600KW in 20 seconds can affect the local network with load peaks. Nevertheless, on the infrastructure side, the high load via battery storage can be smoothened with a flash charging station.
Once the bus is charged, stored energy from the charging station can be used to replenish it for several minutes so that the network can be protected. The grid current can replenish the energy storage units that are only one-tenth of the charging current with a realization of a low voltage grid connection.
The passengers take about 15 to 25 seconds to get on and off the bus, so the connection from the bus to the charging infrastructure takes as little time as possible. An automated establishment of the connection is achieved by The Energy Transfer System in less than one second.
The roof of the pantograph is positioned by a laser to establish the connection to the conductor rail in the charging infrastructure. The establishment of the charging connection as soon as the bus driver applies the parking brake. In this system, electric buses, therefore, don’t require overhead lines.