EfficienCE

– Today we are implementing a device for testing, which is not available for residents during the testing phase, but we hope that after it everyone will be able to use the service. It is quite an unusual device that allows for the installation of a mobile charger for electric vehicles. This kind of charger is not permanently connected to the ground and can be moved wherever we have a traction network, and uses energy that has been generated in the recuperation process – said Mrs. Katarzyna Gruszecka-Spychała, Vice Mayor of Gdynia for economy at the press conference.

An energy storage inverter has been designed and constructed by PKT within the EfficienCE project (Energy Efficience in Public Transport Infrastructure – INTERREG Central Europe), which is a device for processing excess braking energy and traction power. It allows for capturing excess energy generated by the braking of trolleybuses from the grid, and for the management of this energy. Interestingly, the inverter uses a used battery that will serve as an energy storage.

On the other hand, a mobile charging station for electric cars was built as part of the project CAR (Creating Automotive Renewal – INTERREG South Baltic) by the city of Gdynia, allowing them to be charged with different ranges of power and electric current.

The synergy effect of the projects is a station that can be connected to the trolleybus traction network anywhere in the city. A prototype storage energy inverter with a connected mobile charger for electric cars was launched in June at the parking place of Gdynia trolleybus depot.

The results of the study are as follows:

• All associated costs for the electrification of bus line No. 6 in Maribor are lower than the purchase of new buses with diesel engines. The purchase of an e-fast charger for e-buses is more efficient than slow charging solutions, such as overnight charging of e-buses, considering the length and altitude difference of bus line No.6.This is the most reasonable way is to install two fast charging stations with at least 150kW or one charging station with at least 300kW. For occasional charging, the most efficient way is smart charging, which allows the level to be maintained in the appropriate phase to keep the battery in good condition. Fast charging stations at bus route termini should allow top-down charging with pantographs.
• The bidder for e-buses should offer to calculate the cost for the entire life cycle of the battery. The e-bus procurement tender should allow for sufficiently neutral technological requirements to allow bidders to choose different technological solutions that offer the most favourable battery and bus life cycle within the tender.

The study also analysed the characteristics of different types of batteries, namely LTO (Lithium – Titanate), NMC (Lithium Nickel Manganese Cobalt Oxide) and LMP (Lithium Metal Polymer).

For more information, visit the Interreg EfficienCE website. 

Results

The PV system with a nominal power of 60 kWp generated 58.377 kWh green energy in the first full year of operation; that is 5.7% of the station’s yearly energy consumption. The table below summarises key data about the PV installation, such as the amount of the CO2-savings.

Photo: Replacing of the battery station (PMDP)

Each phase of the tests runs for one week (working days only). The tests started on the 11th January, and according to the schedule, they are to be finished by the 5th March, covering the following cases:

• Phase 0: testing of the installed battery station by its producer, feeder nr. 40 inactive;
• Phase 1a: standard traffic, battery station inactive;
• Phase 1b: standard traffic, both battery station and feeder nr. 40 inactive;
• Phase 1c: standard traffic, battery station active, feeder nr. 40 inactive;
• Phase 2a: both battery station and feeder nr. 40 inactive, feeder nr. 41 supplied from the central converter station;
• Phase 2b: feeder nr. 40 inactive, feeder nr. 41 supplied from the central converter station, battery station active;
• Phase 3a: standard traffic of central converter station, partial trolleybuses operation on affected lines (14 and 16), battery station inactive;
• Phase 3b: standard traffic of central converter station, partial trolleybuses operation on affected lines (14 and 16), battery station active.

So far, all the tests are running according to the planned schedule. An unexpected, but welcomed circumstance was the unusually long period of days with sub-zero temperatures that enabled gathering data even under extreme conditions. As in the case of the test series done in last autumn with the old battery station, the data gathered is sent to Gdańsk University of Technology, PMDP´s co-partner within the Interreg EfficienCE project for detailed analysis. The outcomes will be known after the last running test.

Source: Interreg EfficienCE

Author of the article: Martin Liška (PMDP)

Cover photo: PMDP

Photo: Virtual panorama tour to the trolleybus depot (PKT)

During the online site visit, people can have a look at many locations in the organization:

• workshop hall
• trolleybus washroom
• one of the substations supplying power to the trolleybus grid
• parking area
• conference room
• dispatcher’s office
• warehouse
• lacquer rooms

19 short videos were prepared in various places, and by clicking on the speakers, visitors can listen to individual experts talking about particular aspects of Gdynia trolleybus transport system, ranging from its tradition and history, plans for further expansion, EU projects realized to more technical subjects such as functioning of the trolleybus grid power management centre, battery trolleybus fleet in Gdynia or the role of the depot building in the Energy Management System.