Figure 2 - available via license: Creative Commons Attribution 4.0 International
Content may be subject to copyright.
Source publication
This paper presents an electrical infrastructure planning method for transit systems that operate with partially grid-connected vehicles incorporating on-board batteries. First, the state-of-the-art of electric transit systems that combine grid-connected and battery-based operation is briefly described. Second, the benefits of combining a grid conn...
Context in source publication
Context 1
... least three kinds of chargers have been in use in Opportunity Charging (OC) systems: depot and terminal charging with powers around 40 kW to 60 kW, on-route fast charging of 400 kW, and on-route ultrafast charging above 500 kW. It is important to mention that on-route charging systems require pole-mounted connectors, as seen in Figure 2, which automatically locate the input contact on top of the bus to start feeding the battery. Moreover, a high-power charging requires a special battery chemistry, being Lithium-titanate (LTO) the most commonly used because its high C (8-10), and its long lifespan (more than 10,000 cycles), which is required for a demanding routine. ...
Similar publications
![FIGURE 4. (a) Loads power profiles [35]. (b) DG sources power profiles...](profile/Chandan-Kumar-18/publication/355169954/figure/fig1/AS:1078364496506880@1634113539091/a-Loads-power-profiles-35-b-DG-sources-power-profiles-36_Q320.jpg)
A smart transformer (ST) based meshed hybrid distribution network is realized by extending ST low voltage dc (LVDC) link to form a LVDC line which connects dc buses of existing distributed generation (DG) converters. This paper proposes a method for optimal operation in such ST based meshed hybrid distribution network. A CIGRE LV residential distri...
Citations
... This technique had two objectives: one was from the vehicle's side to show the correct size of batteries and power trainability, and the other was from the system side to locate and size the route segments to be electrified. It was observed that the method proved to be efficient to find the least practicable cost elucidation [40,41]. ...
Bus rapid transit (BRT) system is a sustainable mode choice alternative and traffic management method for traffic congestion problems in urban areas. As an extent of total demand management, BRT has broadly been implemented in many countries. BRT has proven to be progressive in alleviating traffic congestion and the difficulty of finding parking spaces in city centers. Currently, people driving their automobiles to work cause traffic congestion along Karachi’s main corridors. People cannot be persuaded to use public transit until their travel patterns are understood. Therefore, the disparity between public and private transportation must be addressed. This research aimed to develop a model to shift car travelers toward Karachi’s Green Line BRT and investigate the factors that influence car travelers’ decisions. A questionnaire-based survey was carried out on single-occupant vehicle (SOV) users in the Green Line corridor of Karachi. This study investigated the elements that influence SOV users’ willingness to adopt the BRT system and studied the possible ways of attracting car drivers to BRT. Data were examined using descriptive-analytic techniques such as the contingency table approach in conjunction with a Chi-square test of the independence/association model in SPSS. Furthermore, binary logistic regression was applied to the highly mediated associated variables. The research’s outcomes were geared at the imposition of parking fees at workplaces to deter individuals from parking their automobiles there. SOV travelers can be diverted to BRT services using this strategy. The research findings will assist policymakers and serve as a foundation for scientific investigations on the travel demand model for the BRT system.
... In this line of research, Mpousdra et al. (2018) investigated the use of online electric vehicles in the context of BRT systems. In-motion charging was also recently considered by Díez and Restrepo (2021) for planning a BRT line whose vehicles would be partially connected to the grid; those authors proposed a model that determined battery and powertrain capacity of buses, as well as the BRT segments in which catenary should be installed for efficiently supporting bus operations. ...
Battery-assisted trolleybuses (BATs) are among the options to be considered for electrifying bus fleets in cities, with established trolleybus catenary networks. BATs charge on the move using existing trolleybus catenaries and can extend their routes using onboard batteries. As such, in cases where thermal bus lines overlap to some extent with a trolleybus catenary network, these may be replaced by BATs; such a case has the advantage of avoiding either opportunity charging facilities or the use of (heavy) electric buses operating under a depot-charging scheme. Aiming at exploiting these operational advantages, this paper proposes a transit route network electrification problem dealing with the optimal selection of existing bus lines to be operated by BATs. The proposed model was applied to a real-world case study in Athens, Greece, with results showing that design objective prioritization largely affects the degree of electrification attained.
... In [30], the planning of an EB charging station including renewable energy and flywheel is studied. The authors of [31] present an electrical infrastructure planning method for transit systems that operate with partially grid-connected vehicles incorporating onboard batteries in Medellin, Colombia. In [32], a standardized framework for micro-scale analysis of potential charging locations for EBs aiming at easing the analysis process and promoting the expansion of EBs was presented. ...
Many governments are pushing for cleaner transportation. In particular, public transportation allows massive transportation of passengers, but it remains highly polluting, especially in high elevation cities. Thus, the progressive introduction of electric buses (EBS) will allow mitigating these environmental concerns. However, some technological problems must be addressed considering the massive penetration of EBs. The lack of flexibility and the time connection of scheduling for public transit make EBS harder than internal combustion ones. This work studies the impact of charging EBs at the bus station and suggests a new way to take EB aggregators into account to reduce energy costs while fulfilling grid restrictions. In addition, to find a different number of charging spots to be installed, a scheduling analysis is conducted.
This paper shows the results of an in-depth techno-economic analysis of the public transport sector in a small to midsize city and its surrounding area. Public battery-electric and hydrogen fuel cell buses are comparatively evaluated by means of a total cost of ownership (TCO) model building on historical data and a projection of market prices. Additionally, a structural analysis of the public transport system of a specific city is performed, assessing best fitting bus lines for the use of electric or hydrogen busses, which is supported by a brief acceptance evaluation of the local citizens. The TCO results for electric buses show a strong cost decrease until the year 2030, reaching 23.5% lower TCOs compared to the conventional diesel bus. The optimal electric bus charging system will be the opportunity (pantograph) charging infrastructure. However, the opportunity charging method is applicable under the assumption that several buses share the same station and there is a “hotspot” where as many as possible bus lines converge. In the case of electric buses for the year 2020, the parameter which influenced the most on the TCO was the battery cost, opposite to the year 2030 in where the bus body cost and fuel cost parameters are the ones that dominate the TCO, due to the learning rate of the batteries. For H2 buses, finding a hotspot is not crucial because they have a similar range to the diesel ones as well as a similar refueling time. H2 buses until 2030 still have 15.4% higher TCO than the diesel bus system. Considering the benefits of a hypothetical scaling-up effect of hydrogen infrastructures in the region, the hydrogen cost could drop to 5 €/kg. In this case, the overall TCO of the hydrogen solution would drop to a slightly lower TCO than the diesel solution in 2030. Therefore, hydrogen buses can be competitive in small to midsize cities, even with limited routes. For hydrogen buses, the bus body and fuel cost make up a large part of the TCO. Reducing the fuel cost will be an important aspect to reduce the total TCO of the hydrogen bus.
