16th International Power Electronics and Motion Control Conference and Exposition
Reducing of energy consumption in public transport –
results of experimental exploitation of super capacitor
energy bank in Gdynia trolleybus system
Mikoáaj Bartáomiejczyk
VSB – TU Ostrava, Fakulta elektrotechniky a informatiky
Katedra elektroenergetiky
Ostrava, Czech Republic
GdaĔsk University of Technology
Faculty of Electrical and Control Engineering
GdaĔsk, Poland
mbartlom@ely.pg.gda.pl
Abstract—Paper presents the result of test exploitation
supercapacitor energy bank in Gdynia trolleybus system. In the
first part of the article the basics of the regenerative breaking are
presented and the construction and control strategy of the
supercapacitor bank are described. The area of research and
method of measurement are explained. In the second part of
paper the results of tests and measurements are described.
Emphasis was placed on the comparison of different methods of
using regenerative braking energy. In the last part of the article
conclusions are presented.
Keywords - Supercapacitor, recuperation, trolleybus,
I. INTRODUCTION
European studies estimate that by 2015 passenger traffic
will increase by 40 percent and cargo by 70 percent [37].
Transport demand will increase as a result of economic growth.
Urban traffic is actually responsible for 40% of CO2 emissions
from road transport in Europe, transport sector in EU is
responsible for 30% of total energy consumption, 27% of total
greenhouse emission, 72 % of which are caused by road
transport [2]. Large bus fleets for public transportation still
have a great part of their vehicles using diesel motors [39]. The
emission of green house gases needs to be reduced by 60% at
least to 2050 year. A reduction of the green house gases is not
compatible with use of oil-derived fuels and internal
combustion engines. Moreover, oil price volatility and its
potentially insecure suppliers have serious impact on the
economy. The reduction of pollution emitted by transport
becomes a key issue, with a significant impact on the lives of
urban residents. Bus transit systems with electric traction are an
important contribution to the post fossil fuel mobility. Most
renewable energy sources provide energy in the form of
electricity. Electric motors thus have promising role in the
development of the way “beyond oil”. The reactivation of
trolley bus systems - grid bounded, but also cathenary free for
short distances e paves this way. The design of modern trolley
bus operations overcomes the existing disadvantages of
conventional buses using fossil fuel [35].
‹,(((
PEMC 2014
Antalya, Turkey 21-24 Sept 2014
Slobodan Mirchevski
Faculty of Electrical Engineering and Information
Technologies
University Sts. Cyril and Methodius
Skopje, Republic of Macedonia
mirceslo@feit.ukim.edu.mk
Unfortunately, still great amount of the electricity currently
produced comes from coal combustion, which is also a source
of pollution. The way to its limitation is increasing of
renewable energy sources use. But there is also an another
good way to reduce energy pollution caused by electrical
transport: the reduction of energy consumption in the transport
of electric - "energy saved is the cheapest form of energy."
One of the characteristics of electrical vehicles is the
possibility of energy recovery during braking, called
recuperation. Recuperation gives the possibility of reduction of
the energy demand of transport by re-use of breaking energy.
Over the recent years the issues associated with the use of
regenerative braking energy are becoming increasingly
important. This is caused by the increasing number of vehicles
equipped with the possibility to recover and the needs to reduce
electrical energy consumption.
In classical DC supply systems of public transport
(tramways, trolleybuses) recovered energy can be re-used by
auxiliary receivers in breaking vehicle or by the other vehicles.
In case of lack of vehicles which at the same time are
accelerating, this energy is burned in breaking resistors. In
order to avoid the loss of recuperated energy the storage energy
systems can be used. Reservoirs of electrical energy for storing
energy from regenerative braking are becoming popular, like
super capacitors or flywheels. Nowadays a lot of energy banks
are in operation in tram, trolleybus and metro systems. The
importance of optimization of storage devices for regenerative
breaking energy is becoming a significant issue [1, 2, 3, 4, 5,
6].
Storage devices can be divided into two groups: on board
energy storage devices, which are placed in the vehicles and off
board energy storage devices situated in traction substations or
in other places of supply systems. In terms of increasing energy
efficiency in literature there are two main object of research: on
board energy storage devices for light electrical vehicles (LEV)
like trams, trolleybuses and electro buses [7, 8, 9] or reducing
the energy consumption in heavy electrical vehicles (HEV,
railway, suburban railway, metro) [10, 11, 12, 13]. In contrast
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to this, the lack of research in field of off board storage energy x there must be a recipient of the energy generated
systems for LEV is visible. The tram and trolleybus transport is during braking.
highly developed in plenty of European cities, a lot of tram and
trolleybuses operators are considering to put into service off Fulfillment of the first condition requires on the part of the
board energy storage systems. This causes the necessity to trolley drive system the creation of voltage on the collector
conduct the study of increasing the efficiency of regenerative higher than the nominal power supply voltage of the vehicle.
breaking by off board systems. The second condition involves the energy conservation
Another deficiency of the present science researches can be principle, which implies the need to balance the energy given
mentioned: there are a lot of publications available related to to and collected from the traction network. In the case of
the problems of design and management of the recuperated classic trolley substations, which are equipped with diode
storage energy systems [5, 8, 9, 34, 38]. However they are rectifiers, the only energy recipient may be another vehicle
oriented only on a highly specialized range of research, extracting electric energy. Another aspect related to the
restricted to re-using recovered energy only in storage systems. fulfillment of the second condition is the existence of possible
Studies on the global energy flow are very rare and performed flow of energy between the recuperation vehicle (braking) and
in limited area, f. g. very interesting analysis of the global vehicle collecting energy. Therefore, there must necessarily
energy supply tram system is presented in the paper [40], exist a galvanic connection between the vehicles, and
however, its experimental verification was not carried out. consequently the vehicles must be on the same power supply
There is visible lack of research works dealing with the supply section, or two different power supply sections yet powered
traction system from a wide point of view taking into account from one traction substation. In case of bilateral power supply
re-using of energy not only by storage energy systems but also of the traction network vehicles can be found in the area of two
by auxiliary receivers and other vehicles. different substations, however, bilateral power is rarely used
for the trolley traction.
The main aim of this paper is to present the results of
testing of supercapacitor energy system in trolleybus system of Fig. 1 shows the flow of energy from regenerative braking
Gdynia and to show the obtained measurement results of for vehicles that appear in one section of the power supply. In
energy load flow in trolleybus transport system including every this case, energy is carried by the traction network directly,
possible re-users of recovered energy. The main target of this without the involvement of the traction substation. This is an
research is to show the potential areas of energy consumption optimal variant of recuperation, characterized by the smallest
reducing by means of recuperation. The recordings of energy transmission losses. In real conditions, such recuperation may
consumption were conducted not only in supercapacitor take place only in case of high traffic density power sections,
system, but also simultaneously on vehicles in traffic which where on average there are at least a few vehicles.
allowed a realization of a multilevel analysis. The possible
ways of recovered energy re-using were presented in chapter 3,
the chapter 4 introduces the storage energy system tested in
Gdynia. The analysis of measurement and conclusion are
presented in chapters 5, 6 and 7.
II. ANALYSIS OF TRACTION NETWORK PERFORMANCE
FROM A STATIONARY POINT OF VIEW
The traction network together with the other elements of
the power supply system is a medium for electric energy
transmission for trolleybus power supply, both that derived
from the traction substation rectifier units and vehicles braking
Figure 1. Regenerative braking energy flow in case of vehicles on the same
in a regenerative way. As a result the characteristics and power supply section (A – accelerating vehicle, B – breaking vehicle)
operation of the power supply system are crucial for the course
of recuperation process in the trolleybus network.
During motor mode traction motor is supplied from DC
supply system (overhead cathenary) by traction converter.
Nowadays the 3 phase AC traction motors are the most
popular, in that case traction converter changes DC voltage into
3 phase AC voltage. On the other hand, when vehicle is
breaking the traction motor is excited by traction converter and
works as generator – changes the mechanical energy of vehicle
into electrical energy. This energy is converted by traction
converter and “push back” into supply system. Moreover, to
enable the recuperation of energy generated during braking it
is necessary to fulfill two main conditions:
Figure 2. Regenerative braking energy flow in case of vehicles on different
x the voltage generated by the vehicle during braking power supply sections of the same traction substation (A – accelerating
must be higher than the voltage of the traction network, vehicle, B – breaking vehicle)

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A more frequent way of regenerative braking energy flow
is presented in Fig.2, in which the braking vehicle and
receiving vehicle are on different power supply sections of the
same traction substation. Electric energy flows then through
the feeders and traction substation bus bars. This involves the
occurrence of energy losses in the transmission of energy over
a considerable distance.
The aim of super capacitors is to collect recovery braking
electric energy when it is not possible to absorb the electricity
generated during recuperation by other vehicles moving in the
area of the substations power supply. Energy stored in the
super capacitor can be utilized at the moment when a load on
the traction substation occurs.
Super capacitors may be placed in vehicles, traction
substations or at points of supply system, out of traction
substations. Placing super capacitors in the vehicles involves
increased trolley weight. As a result of this a passenger volume
declines. The weight of the vehicle tank is at a level of 500 kg,
which means capacity reduction by 8 persons, i.e. in the case of
the classic trolleybus length of 12 meters it is a capacity
decrease of 10%. Furthermore, such increase in weight causes
a rise in electric energy consumption, which reduces the
efficiency of energy recovery. Stationary electricity storage
tanks are not characterized by these defects.
Figure 3. Recovery energy load flow in case of placing a stationary
supercapacitor in the traction substation
From a technical point of view, the easiest solution is to
place a supercapacitor on the traction substation, as
schematically shown in Fig. 3. A super cap is then connected
to the substation bus bar. Such a solution does not require
costly investments in construction and it is not associated with
the problem of limited access to the urban area.
Figure 4. The load flow of the recovered energy
The load flow of the recovered energy in case of supply
system with stationary super capacitor energy bank is presented
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on Fig. 4. Part of the energy Erecuperation generated in traction
drive during the regenerative breaking is consumed by
auxiliary receivers in vehicle (lighting, heating, compressor,
hydraulic pump atc.) – this energy was marked as Eauxiliary.
Remaining amount of energy is turning back into supply
system, firstly is absorbed by the other vehicles running in the
supply system (Enetwork), remaining part Estorage is stored in the
supercapacitor bank.
III. THE SUBJECT OF RESEARCH
Gdynia is the city with more than 250 000 inhabitants,
placed on the north side of Poland by the Baltic Sea. At the
moment there are 85 trolleybuses exploited in the city of
Gdynia trolleybus network, out of which 50% are equipped
with recuperation braking systems. Energy saving, which is the
effect of recuperation in these vehicles, is at the level of 20%.
Trolleybus is the electrical rail-less vehicle of public
transport, supplied from two- wire overhead cathenary by two
current collectors. The supply voltage is 600 – 800 V.
Trolleybus cathenary is divided into supply sectors which are
supplied from traction rectifier substation by supply cables –
feeders. The length of each supply section is cca. 1 – 4 km, the
distance between substation is 2 – 10 km. The installed power
of substation is 500 – 4 000 kW.
In 2009, PKT Gdynia (The trolleybus transport company of
Gdynia) has partnered with the Traction Department of
Electrotechnical Institute in Warsaw (IEL) in order to introduce
to test operation super capacitor energy bank in trolleybus
substation. The task of projected equipment was accumulation
of regenerative braking energy. Supercapacitor system was
installed in April 2011. The research presented in this paper
aims to provide empirical model of determining the potential
savings of the energy consumption of the energy storage units.
The influence of the road traffic density on the amount of
energy accumulated in super capacitor unit was analyzed.
Figure 5. Supercapacitor energy bank installed In the traction substation
Póánocna in Gdynia ; 1 – supercapacitors modules, 2 –DC/DC converter with
the drive system, 3 – protection modules and filter
The test super capacitor bank was installed in the trolleybus
traction substation Póánocna. This substation was build in
1992, in 2010 was completely renovated. Now the substation
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Póánocna is equipmented with 2 rectifier units with
transformers of 1200 kVA and supplies 6 feeders. Nowadays it
is the biggest traction substation in Gdynia. The super capacitor
bank was placed in the space reserved for a possible
installation of the third rectifier group (Fig. 5). The scheme
substation Póánocna supply area is presented on Fig. 6.
The super capacitor energy bank consists the following
main components (Fig, 7):
x Input module with the protection relays and the input filter
(F1, XO, CF1),
x DC/DC converter (T0, T1, T2, D0, CF2, X1) with power
150 kW,
x 4 supercapacitor modules LS Mtron 201.6 V 41 F (SC1)
x super capacitors discharge resistor R2.
Energy capacity of currently installed super capacitors
modules is 0,7 kWh. Figure 5 a, b shows the inside the
supercapacitor system.
Figure 6. The scheme of supply area of Póánocna substation
Figure 7. Principal scheme of the super capacitor energy bank
The difficulty of the control is to decide when to store
energy and when to provide energy. The initial stage of the
tests of supercapacitor power management system was done
following only the feeder voltage UF: the recovering energy of
the trolleybus is rising the voltage UF that starts charging, but
as a result of super capacitor charging, the voltage UF is
decreasing and can cause turning off of the storage energy
system. As a result of it oscillation occurred. It was decided
that the power management can’t be done following only the
input variables, but several states have to be defined [32]. The
second problem was related to the diurnal (daily) variation in
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Antalya, Turkey 21-24 Sept 2014
voltage of DC bus bars. As the trial operation shows,
variability of DC voltage caused by changes of 15 kV AC
supply lines voltage is significant and makes it difficult to
determine the threshold of starting points of charging and
discharging. So threshold of charging / discharging was based
not on a actually value of UF but on the average 5 minutes
values of UF: UF_5min.
Figure 8 represents the 3 defined states: charging, neutral
and discharging; and the transitions conditions based on
defined voltage limits. Starting of charging is based on the
feeder voltage and continues until the current ISC reaches the
zero values, which means termination of recuperation breaking
in trolleybuses. Analogically, starting of discharging is based
on the feeder voltage criterion and continues until the current
ISC reach the zero values, which means lack of receivers for
energy on the supply sector or fully discharge of the super
capacitor.
In the early tests problems were also connected with the
task of setting the proper current value of supercapacitor
charging. In several vehicles different algorithms of managing
the recuperation were applied, that caused the instability of
system voltage during charging of the storage system and huge
problems with the control of DC/DC converter of
supercapacitor. Charging current was too high (higher than
current recuperated by trolleybuses at the moment) which
caused unnecessary charges of the battery super capacitor from
rectifier or too small, resulting in non-use of all recovered
energy. As a result of these tests, the algorithm of setting the
charging current value was implemented, assuming occurrence
was extremely small (with the current 10 A) charging super
capacitor from substation rectifier (Fig. 9).
Figure 8. Principal scheme of the super capacitor energy bank
Location of the super capacitor system on Póánocna
substation was dictated by the organizational and operational
aspects, but from an energy point of view this substation is not
optimal for the installation of storage system. Póánocna
substation has a vast supply area where a large number of
vehicles move, which increases the probability of the flow of
energy through regenerative braking vehicle - vehicle.
Therefore, the amount of unused energy recovery is small and
the installation of the super capacitor energy bank becomes
ineffective. In order to carry out research work of storage
system for reaching the greatest possible range of operating
conditions, the operating system of traction substation was
modified by connecting the super capacitor bank directly to
selected feeders, without possibility of flow recuperated energy
to other feeders [4]. It creates the conditions which are present
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in the traction substation equipped with one power supply and
it allows to test the super capacitor system by working in
different conditions of road traffic.
IV. MEASUREMENTS
The main target of the measurement was to examine the
work of supercapacitor system with individual supply sections,
which allows to check storage system in different traffic
conditions.

TABLE I. THE MAIN PARAMETERS OF TRAFFIC DENSITY

Section Length of the Number of Number
section the courses of
by hour vehicles
Wiejska 1,7 km 22 1,2

Gazownia I 1,3 km 24 1,2

KcyĔska 1,35 km 22 2

Gazownia II 1,3 km 9 0,47

Gazownia III 1,3 km 18 0,6

Pustki 2,5 km 8 0,8

KcyĔska Wiejska 2,5 km 44 3,2

Gazownia Wiejska 2,45 km 48 2,4

Gazownia IV 1,3 km 24 1,2

Gazownia V 1,3 km 24 0,6

The measurements of work of storage system with

Figure 9. The simplified scheme of control strategy
Figure 10. A fragment of the recording of super capacitor system
operation, blue line – voltage of feeder, red line – super capacitor current,
green line – load of substation rectifier.
Figure 10 shows a fragment of the recording of super
capacitor system operation. Curves 1, 2, 3 mean: the feeder
voltage, storage system current and current absorbed from the
rectifier groups. A positive value of storage system current
means charging, negative - discharging. One of the moments
of super capacitor charging was marked by purple color. The
increasing of the supply voltage during recuperative braking is
visible. At the time of the load of the supply feeder the
discharge of the supercapacitor occurs, load current is
distributed between the storage system and rectifiers (circling
by the brown color).
individual supply sections lasted 10 days, 5 supply feeders of
Póánocna substation were measured. The measurements were
carried out during day between 9:00 and 19:00, at this time the
intervals of trolleybus traffic are constant. The measurements
of the section Gazownia were made 4 times in different road
conditions. Measurements “KcyĔska Wiejska” and “Gazownia
Wiejska” show that two supply sections slit together on the
measurement period. The main parameters of measured supply
sections are presented in Table 1. The intensity of traffic can be
expressed by the average number N of vehicles on section.
The tasks of carrying out measurements on the traction
substation work required a change of electrical working
scheme of substation [4]. As a result constant supervision of
substation work by the staff was needed. Following that, the
number of measurement days was limited to 10. Nevertheless,
in order to increase the credibility, the measurements were
performed for as long as possible, for 11 hours per day. In this
way, during every day of the measurements, up to 50 vehicles
that carried up to 260 courses and have completed 700 km of
the analyzed areas were involved. Such a number of
measurement data was conducted to minimize the effect of
differences between individual drivers driving techniques and
temporary changes in traffic conditions.
The measurements were realized in two places: in traction
substation and in the vehicles. The main target of these
measurements was to follow the amount of energy taken from
the substation and stored in super capacitor. This value was
compared with the recording of the energy consumption of
vehicles. As a result the energetic balance was obtained.

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During measurements the following characteristics were The results of the measurements performed in vehicles are
observed: presented in Fig. 12, which presents the relative amount of
energy recovered Erecovered in trolleybuses equipped with the
x In the Póánocna substation: system of recuperation breaking.
o voltage and current of the super capacitor storage
system,
o voltage and current of the supply feeder.
x In vehicles:
o voltage and current of the traction drive,
o voltage and current of the auxiliary receivers.
Trolleybuses in Gdynia are equipped with the energy
consumption management system which records values of
energy absorbed in trolleybuses and follows the GPS position.
It allows precisely setting the values of energy taken by
trolleybus in individual supply sections (Fig. 11).
As a result of measurement realized on Póánocna substation Figure 12. The relative amount of energy recovered Erecovered in trolleybuses
the following values were obtained: equipment with the system of recuperation breaking
x total amount of energy taken by feeder during day,
Fig. 13 shows the values of Eauxiliary, Enetwors and Eauxiliary
x total amount of energy Estored saved by super capacitor related to the total energy consumed by trolleybus during
system during day. running in individual supply sections. Fig. 14 and Fig. 15
present the relation between the average number of the vehicles
As a result of measurement on vehicles the following values on the individual supply sections and the values Enetwork and
were obtained: Estorage referred to Erecovery.
x total amount of recuperation energy Ereuperation
recovered by traction drive in every trolleybuses on the
chosen supply section,
x total amount of auxiliary energy Eauxiliary consumed
from the recovered energy Ereuperation in every
trolleybuses on the chosen supply section,
The part of recovered energy consumed by other vehicles
Enetwork was estimated as a difference between energy Ereuperation
and Estored (Fig. 4).

Figure 13. The relatively amount of recovered in all scale of supply section –
the average number of the vehicles on the supply sections is presented in the
brackets.

It can be noted, that the load flow of the recovered energy

Figure 11. The scheme of measurements
strictly depends on the density of traffic on the supply sections.
In the case of supply sections with high traffic intensity
(Wiejska, Gazownia I and IV, KcyĔska, KcyĔska Wiejska,
Gazownia Wiejska) the main part of the recuperated energy
was absorbed by other vehicles which are running on the
supply sections (Fig. 1, 2), which can be easily explained by
the fact that high number of vehicles increase the probability of
occurrence of recovered energy on the way vehicle – vehicle.
On the other hand, when the intensity of traffic is small
(Gazowownia II, III and V) the super capacitor absorbs the

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significant part of the recuperated energy. The auxiliary
receivers take 3,5 – 11 % of recovered energy, the amount of
consumption mainly depends not on the traffic condition, but
on the weather (heating and air condition in vehicles).
The relation between density of the traffic and the relative
amount of recovered energy absorbed by other vehicles Enetwork
and saved by super capacitor bank Estrorage is well seen on Fig.
14. It can be easily noted, that high traffic intensity conduct
flow of regenerated energy on the way vehicle – vehicle, low
traffic intensity conduct flow of regenerated energy on the way
vehicle – super capacitor.
Figure 14. Relation between the average number N of the vehicles on the
individual supply sections and the value Enetwork and Estorage referred to Erecovery.
V. SUMMARY
Regenerative braking of vehicles allows significant savings
of electricity consumption of up to 35%. The use of energy
storage in the analyzed case resulted in a decrease in energy
consumption of 15%. It should be noted that the energy savings
resulting from the use of super capacitor bank depends strongly
on the operating conditions. In Gdynia city only 50% of all
trolleybuses are equipped in regenerative breaking. In the
future the number of vehicles with recuperation will rise and as
a result the saving effect of storage energy system will be
significantly larger.
Among people dealing with energy transport traction the
possibility of recovery of electricity by vehicle - vehicle is
often underestimated, and thus the possibilities of energy
savings resulting from the installation of the super capacitor
energy system are overestimated. In many countries, especially
in eastern and central Europe, it is common to have centralized
power supply with extensive areas of power and a large
number of vehicles in motion. It can be concluded that, under
these conditions, the benefits of the storages system will be
negligible. In many cases the possibility of recuperation on the
way vehicle – vehicle can be increased by reconfiguration of
the supply system. It can be achieved by realizing the bilateral
supply of traction cathenary. This increases the area of galvanic
connected supply sectors and as a result the number of vehicles
in traffic which can exchange recuperated energy with each
other increases. It is necessary to note the importance of
consumption recovered energy by auxiliary systems in vehicle.
Although, as measurements showed, the usage of recuperated
energy is slight, but can be increased by improving the
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management system of auxiliary receiver, for example by using
recovered energy to heating of vehicle.
It must be concluded that the energy recuperation allows to
save up to 40% of total energy costs. This is an extremely
important issue from the point of view of energy saving in
public sector [41-46].
The comparison of the regenerative breaking efficiency in
different configuration of the supply system and traffic
condition is the main contribution of the article. The aim of the
research was not only testing of the supercapacitor device, like
as in many other science publications, but analysis of the whole
traction energy system with energy bank. It allows to define the
best requirements of the installation of the new supercapacitor
systems in terms of the best usage of the regenerated energy.
ACKNOWLEDGMENT
This paper has been elaborated in the framework of the
project Opportunity for young researchers, reg. no.
CZ.1.07/2.3.00/30.0016, supported by Operational Programme
Education for Competitiveness and co-financed by the
European Social Fund and the state budget of the Czech
Republic and project SGS 2014/45 - Negativní pĤsobení
trakþního napájení, zpČtné vlivy napájení na energetické
parametry el. strojĤ a zaĜízení NN malého výkonu.
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