EnergyBus is an open standard for the integration of and communication between electric components of light electric vehicles based on DC. It includes standards for both a communications and power distribution bus and a corresponding connector system. Data transmission is based on CAN bus, specifically CANopen. EnergyBus is standardized through CAN in Automation in CiA-454. The EnergyBus specification is published by the EnergyBus Association, based in Germany. Members are individuals, as well as manufacturers of components, vehicles, systems, and retailers. Bosch, Panasonic, Sanyo, Deutsche Bahn, Philips, and VARTA. One major goal of the EnergyBus E-Bikes
The standard EnergyBus is defined on several layers. The physical layer consists of the plug and socket used to connect separate components. The EnergyBus connector contains 6 contacts. Two contacts are for DC power up to 1.5 kW. Two wires carry auxiliary DC power to drive non-power components, such as energy management systems and sensors. Finally, two wires carry the CAN data bus high and low lines. Currently, EnergyBus power lines support DC voltages between 12 and 48 volts DC. The current is currently limited to 30 A, for a capacity of up to 1.5 kW. An extension up to 60 A is in the works, also 300 A is under draft. The Information Bus layer ensures the components of the electric-, drive- and security-system of a vehicle charging system well together, even if they are put together without planning. The Information Bus definitions define messages and they are exchanged for specific use cases. The attributes of each message, and values inside the message itself, are defined. All definitions are specified for more than 10 different types of components.
Benefits to the system user: One loader can be used for batteries of different producers and chemistries. This is safe and secure under the conditions of changing batteries. This also allows batteries to be upgraded through the years while keeping the power adapters. Plug’n’Play electric energy island systems based on DC power can be built, so that the addition of batteries after the initial design at 12V-48V is possible without security risks. Benefits for component manufacturers: Vehicle designers and electric systems architects can easily add new components. Such components therefore have an advantage in comparison with less intelligent components. Benefits for system integrators: EnergyBus adds speed and flexibility to the design phase. The design can be built on ready made definitions and therefore needs EnergyBus components can be put together with reduced complexity. The offered system is upgradeable, to new battery chemistry or parallel batteries, for example, without changes in the software.
A full range of E-Bike components is available as of 2012, including electric motors by Acron, 300 watt power conversion adapters by Panasonic Industries with Electragil Software, bike lights by Phillips, several designed batteries by HighTech Energy, and human interfaces by Marquardt. For island systems in Kaco. Electragil, a Swiss company located close to Winterthur, markets an integrated E-Bike component system. Pironex, a German company, located at the Baltic Sea, provides a large scale of EnergyBus products such as smart charger, battery-adapters and input / output-devices. Mobipus, a Taiwan company, located in New Taipei City, provides complete line of PMSM motor controller (from 48v to 300v) for electric motorcycle and scooter and battery management system.
The Impulse, the first E-Bike based on EnergyBus, was introduced by TourDeSuisse (TDS) in Switzerland in 2012 (not to be confused with the E-Bike Impulse available in Europe by a different brand). The Impulse is built on the Electragil system. The GobaX G1 is a E-Bike for heavy goods transport introduced in 2012 by gobaX. The Copenhagen Wheel, an integrated motor, sensor and battery for bike support, is equipped with an EnergyBus connector.
Public charging stations for pedelecs have been deployed in the Tegernsee region.
There are numerous applications in stationary systems. Examples are repeater stations in mobile communication networks, measurement stations, off-grid housing, DC village grids, and off-grid water pump stations. The Fraunhofer ISE is using EnergyBus in electrical island systems in Egypt with PV and batteries, including the Kaco converters.
Other applications in discussion are motor home equipment, boating and bike port systems.
EnergyBus is young. Therefore, not all the expected definitions are finished. Members are expected to help in finishing the definitions and documentation. This situation is not valued by everybody.
General adoption was reached with version 1.0, released in late 2011, for both power adapter and battery. The major accomplishment in this version is the physical definition of plug and socket, as well as the interworking of the power adapter.
There is broad activity in progress on the standard. The International Standard is expected to be published in 2014. An international ISO / IEC standard will be published end of 2014. Additional activity is underway to develop a Charge Lock Cable.
Discussion of what today is EnergyBus started around the year 2000, centered on the topic of hybrid light electric vehicles like ExtraEnergy and Andreas Fuchs. Those ideas went through many iterations. There are patents pending
The EnergyBus organization is set-up as a German association. The driving people behind the organization are Andreas Fuchs, Mo-Hua Yang and Hannes Neupert. EnergyBus works with partner organizations: for example, the role of the standardization work, Opi2020 is working on international standardization, and EnergyBus GmbH is set to provide end-to-end testing.