New Flyer Xcelsior

The first battery-electric Xcelsior buses were a powertrain option within the regular Xcelsior line; development was announced in 2011, a prototype was shown in 2012, and regular production began in 2014.[1] The original battery-electric Xcelsior bus, offered as an XE40, used a permanent magnet traction motor built by Siemens.[2] In October 2017, the Xcelsior CHARGE sub-line was introduced including a nice ABS and TCS for transmissions.[1]

An XE40 battery-electric bus operated by TriMet in Portland, Oregon, connected to an overhead recharging apparatus (2019)

The Xcelsior CHARGE variant (XEnn) uses the Siemens ELFA2 electric drive system with different options for battery capacity, depending on the charging speed and range required.[3] The traction motor used has an output of either 210 or 280 hp (160 or 210 kW) and 1,033 or 1,475 lb⋅ft (1,401 or 2,000 N⋅m).[4] Batteries are supplied by XALT Energy[5] or A123 Systems (XE60 long-range models and XHEnn fuel cell models).[4] On-route rapid charging is provided through an overhead pantograph designed to be interoperable with the SAE J3105 standard supplying 300–450 kW. Shop or depot charging may be performed using SAE J3068 and J1772 connectors supplying up to 150 kW.[4][6]

At Altoona, the as-tested empty weight of an XE40 was measured at 32,770 lb (14,860 kg) with a capacity of 76 (38 seated passengers + 37 standing passengers + 1 driver) for a total GVW of 43,550 lb (19,750 kg). It was equipped with 4 XALT Xsyst 7 (7 kWh) batteries and a SPHEROS fuel-fired heater. When accelerating from a constant speed, the bus emitted an average maximum noise level of 66.1 dB(A),[7] considerably lower than the average maximum noise level of 70.4 dB(A) measured from a conventionally-powered XD40.[8]

A New Flyer Xcelsior XE60 operating for the New York City Transit Authority.

The articulated XE60 adds a second driven axle, using the ZF AxTrax AVE[9] on the middle axle.[1] The AxTrax AVE (formerly known as the AVE 130)[10] uses two electric motors (one per wheel), each with a maximum continuous/peak output of 160 / 340 hp (120 / 250 kW) and maximum continuous/peak torque of 6,000 / 16,200 lbf⋅ft (8,200 / 22,000 N⋅m).[11] Each motor is an asynchronous three-phase AC motor operating on 650 VDC with an input current of 250 (continuous) to 340 (peak) amps, using a single-speed reduction gear ratio of 22.66:1. The complete axle assembly weighs 2,760 lb (1,250 kg)[12]

The as-tested empty weight of an XE60 was 52,070 lb (23,620 kg) with a capacity of 120 (50 seated passengers + 69 standing passengers + 1 driver) for a total GVW of 70,170 lb (31,830 kg).[11] Compared to the diesel-powered equivalent XD60, the XE60 is heavier (XD60 GVW is 58,600 lb (26,600 kg)) and holds slightly fewer people (XD60 capacity is 123 people: 49 seated, 73 standing, 1 driver).[13] Depending on the driving route/style, the XE60 tested at Altoona had a predicted range of 145 to 246 mi (233 to 396 km).[11]

The CHARGE model can be equipped with a hydrogen fuel cell (XHEnn), which acts as an on-board charger to extend range.[14] Earlier New Flyer fuel cell buses were based on the preceding Low Floor chassis, designated H40LFR, and integrated by an outside vendor. In 2016, New Flyer received an order for 25 XHE40 buses under the California Air Resources Board Air Quality Improvement Program (AQIP).[4] The XHE40 uses a MAN SE model 1350 rear axle with a traction motor from Siemens; like the XE60, the XHE60 also uses a MAN 1350 rear axle as a pusher, but adds a ZF AxTrax AVE middle axle as a puller for traction-challenged conditions.[15]

An XHE60 tested at Altoona weighed 49,890 lb (22,630 kg) empty; with a total capacity of 132 (1 driver, 50 seated, 81 standing), the estimated GVW was 69,750 lb (31,640 kg). The fuel cell was a Ballard HD85 with an 85 kW output.[15]