TOSA – Concept a Full Electric Large Capacity Urban Bus System Abstract

Swiss mobility days, Martigny, 07.04.2016, Olivier Augé/Global Product Manager & Innovation Agent ,ABB Sécheron TOSA – Concept A full electric large capacity urban bus system Abstract

15 seconds is the time needed at bus stops to disembark and embark passengers. That’s also the time we need to put some energy into the full electric TOSA large capacity bus. Like a trolleybus, the TOSA bus collects the required energy during its journey, but without overhead lines. Like an overnight charging battery bus, TOSA has autonomy to ensure the service, but with a small and long-life battery - no oversizing and limited recycling. At first glance, it looks like a paradox, but by selecting the appropriate technology and ensuring management of energy within the most optimal operating range means that a small battery has a much longer life time than the one used in an overnight charging battery bus. The technical architecture of this opportunity-charging principle, that we call Flash charging, will be presented along with its operational, economical and energy efficiency requirements. To achieve the energy transfer in such a short time, this bus has a laser controlled moving arm that connects to an overhead receptacle at some bus stops, e.g. every forth in Line 23. The docking procedure is fast, achieved in less than a second. The first TOSA articulated bus has been running in Geneva since May 2013. Concept and experience from the field will be shared, as well as the configuration for deployment on the full line 23 in Geneva by 2017.

40 $ billion ~140,000 In revenue employees (2014)

Present Formed in in ~100 1988 countries merger of Swiss (BBC, 1891) and Swedish (ASEA, 1883) engineering companies Our E-Bus offering overview Products and solutions for onboard and infrastructure

Prefabricated E-Bus substations

TOSA complete packaged solution

Fast DC chargers

Onboard components (traction motor, etc.)

Onboard components Drivetrain solution (traction motor, etc.) (traction converter and battery pack) Agenda

. The meaning of the project

. The concept and the technology

. Operational experience and next step

. An increase in urbanization and high mobility demands

. Traffic congestion

. The need for a transport system with high capacity (BRT)

. Public health: reduction in CO2 and noise emission

. Evaporation of carcinogenic substances (OMS) coming from diesel motors Group 1 (since 2012)

. Imagine vehicles with high energy efficiency

. Flexible system to be deployed rapidly

The four partners of the pilot project “TOSA 2013”: TPG: Operator OPI: Project coordinator SIG: Energy supplier ABB: Technology provider

1. Autonomy challenge Private usage – unpredictable Public usage - planned effective: 34 km per day* effective = requested requested: 150-300km Consequences on technology and investment: No over-dimensioning

2. Level of usage

Private usage – low Public usage – high 1h per day 9 -16h per day 12’500 km per year* 50’000km km/year (urban bus) Economical consequences of a transition from diesel to electric: High rate of usage of public transportation  economical trigger on the energy costs  positive return on investments * Mobility and transport – Statistics 2013 - OFS

TOSA is a world premier in sustainable mobility Doris Leuthard, Member of the Swiss Federal Council, Head of the Department of Environment, Transport, Energy and Communications

. Intelligent energy management

. Feeding stations

. Technology on the roof

Goal: Reduce the energy storage on board High energy efficiency and cost efficiency

510 34 490 32 470 30 450 Altitude Battery energy level 28 430

Altitude [m] Altitude 26 410

390 [kWh] level energy Battery

370 22

350 20 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 Distance [m]

Avantages Features • Driving hours (incl. waiting time at Layover time at terminus identical to terminus and dead mileage) operation with a fleet of diesel buses. • Fleet size to respect the timetable (charging in hidden time at terminus and bus • Infrastructure at terminal: footprint and grid stops) connection One (1) parking place at terminus

• High passenger capacity Small footprint and weight of batteries. • Low energy comsumption Roof mounted technology • BRT and single/double articulated bus • Battery lifetime Operating cycle in favor of battery lifetime: • Recyclying (battery) • Low DoD (depth of discharge) • Partial discharge Infrastructure at depot: Buses are harvesting energy during service. • Non dedicated parking place Consequently, recharge at depot is reduce to • Charging point and grid connection the minimum (e.g. 5mn charging at arrival)

Network Bus

Flash 2’30’’ Flash 15’’ 50 kVA, 400VAC 400kW, 500VDC

Terminus 3-4’ Terminus 3-4’ 200kVA, 400VAC 200kW, 500VDC

Depot 30’ Depot 30’ 120’ (4 buses) 50kW,500VDC 50kVA , 400VAC

Water-cooled Entirely automatic batteries pack Water-cooled traction energy transfer system chain

I transport passengers and not Two water-cooled motorized axis engine batteries

Entirely automatic energy transfer system (no action from bus driver) . Connection with high capacity power in 1 sec . Compensation for distance to sidewalk: 0 to 55cm . Receptacle; length 3m to optimize approaching speed . High power and safe: Respecting RNI norms and directives (ICNIRP) . Energy efficiency less than 1% loss

Terminal Transformer-rectifier Feeding and control Station

Front side

Back side Back LV feeding inside the Energy TFS transfer pole (other side) at Airport

. Service

. Incidents

. Measuring energy consumption

. Measuring the noise

Service

. Since 26 Mai 2013, 3 days per week + event at PALEXPO: 9:00-17:00 (100 days in service after Geneva Motor Show)

. More than 5’000 connections with the infrastructure until the end of the last Motor Show (including changing contact pieces)

. ~ 11'500 km until today

Distance of reference: TPG depot  Airport  TPG depot

Network to wheel* 1.59 kWh/km Battery to wheel* 1.46 kWh/km

1.59 1.55 1.51 1.46 1.46 1.31 0.99 drive kWh/km kWh/km kWh/km kWh/km kWh/km kWh/km 0.28 auxiliary Entry of the point of point of Elect. Exit at bus on-board view of the view of the Exit of the bus CC Network stop converter battery battery

* Variable consume excluded. Following some estimations:

• Air-conditioning / heating : 0.4 - 0.8 kWh/km + 1.6 kWh/km (max.) • Passengers: 0.8 kWh/km for 10t

Network to wheel* Battery to wheel*

Route of the demonstrator: Airport  Palexpo  Airport (3.1 km) 1.76 kWh/km 1.56 kWh/km

With slight rise: depot  Airport (9.6 km, +25m difference in altitude) 1.77 kWh/km 1.57 kWh/km

With slight descent: Airport  depot (9.6 km, -25m difference in altitude) 1.48 kWh/km 1.34 kWh/km

Acceleration phase From 20 and 30 km/h, maximum acceleration (difference between 20 and 30 is low) . Diesel bus (EURO5) 78 dB (A) . TOSA: 70 dB (A) Approach at bus stop . Diesel bus (EURO5) 78 dB (A) . TOSA: 69 dB (A) One delta of 10 dB(A) corresponds a doubling of the noise

. TOSA pilot-route – Geneva, bus line 23

. Technical progress

Tribune de Genève,12.3.2014 Agenda 2014-2018 Department of the Environment, Transport and Agriculture (DETA), published 14.4.2014

Configuration of the - P+R47 1' infrastructure: 2' . 4 Flash downhill 3' . 8 Flash uphill 4' Aéroport 5' . 3 terminus stops 6' . 4 DFS at depots 8' 9' 10' 11' 14' 15' 17' 20' 22' 23' 26' 32' 33' 34' 36' 38' 39' 40' 42' Line 23: 13.0-14.7km

Inverted rectifier of the drive used as charger . Disposal of the allocated charger

ETS: Recognition of the infrastructure type and automatic equipment of the connection arm . Increase in information amount for the infrastructure type and independence vis-à-vis SAIEV

Network Bus

Flash 4’15’’ Grid AC Flash 20’’ connection 55 kVA, 400VAC DC 600kW, 600VDC

Energy Energy MF charger Storage Unit transfer

Grid Terminus 3-5’ connection Terminus 3-5’ 436kVA, 400VAC 400kW, 600VDC

filtering IGBT Energy rectifier transfer

Depot 30’ Grid Depot 30’ connection 120’ (4 buses) 50kW,600VDC 55kVA , 400VAC Galvanic Rectifier Plug insulation

Height under the girder: >4.5m . According to European legislation

Flash with or without storage . Size reduction of infrastructure

Energy storage: Super capacity  Lithium Battery . About 1/2 reduction of storage size for same capacity . Reduced grid connection cost . Management of “train” of buses

114 à 4 pass./m2 133 à 5 pass./m2 (17.5 m2 + 44 asiss)

156 à 4 pass./m2 182 à 5 pass./m2 I transport even more passengers and not batteries. (25.1 m2 + 56 assis)

Allow to assess the energy needs of the route taking into account the elevation profile, number of stops and the commercial speed

An full electric bus systems designed according operation and total cost of ownership requirements Timetable high-power in-route charging at some bus stops and short layover time at terminal  same driving hours and speed as a diesel fleet

High-passenger All technology on the roof (all floor for passengers) for articulated and capacity double-articulated buses. Long-life battery thanks to in-route charging principle, the high-power/low energy battery pack is used in its optimal operating range Grid Connection fee and energy cost optimized through embedded peak shaving functionality Frequency and in-route charging (15’’) while passengers are disembarking-embarking at BRT some bus stops and layover time compatible with high frequency lines (up to 4’000 pass./hours) Light infrastr. at Either free parking after fast (2-4mn) high power charging upon arrival or depot low-power (50kW) mutualized charging for four buses. Homogenous TOSA bus configuration (e.g. battery size) is line independent. The line fleet profile determine the required infrastructure. Partners, support and collaboration Demonstrator project

Partners

With the support of

In collaboration with