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Harmonisation - The EnergyBus Standard

Best Practice: EnergyBus (EB) is the first and thus far only standard worldwide which has been developed from the start for Light Electric Vehicles (LEVs).

In 2002 design work commenced, aiming to provide a solution for the infrastructure and safety problems of the future. The first users of the EB Standard are involved in product development. The organization is made up from companies and institutions such as Bosch, Panasonic, Deutsche Bahn, Philips, Rosenberger, Winora, ExtraEnergy, the ItRI Institute, the Fraunhofer Institute and many more, including individuals.

The electrical, data protocol mechanical definitions were published as pary of the LEV Conference in March 2011, and are now available to members worldwide. Membership is open to all.


The consortium that makes up the EnergyBus organisation has attempted to invent as little as possible new, and wherever possible to employ the tried and tested. For information transfer between charger and vehicle CANBus was chosen, and as data protocol CAN Open is used. CAN Open is a machine language comparable to open source software systems.

In collaboration with CAN in Automation (CiA), also a membership organization, Application Profile CiA 454 has been developed. Using this, all information which is typically used in LEVs can be transmitted.

Thus the charger can query the charge status of the battery (or batteries), or the bike’s display can request the charger status and display it. Safety critical information can also be swiftly processed, for example details of whether a new component is compatible, so as to decide whether to allow the system to be switched on or not.

A Technical Committee of the EnergyBus Consortium is also working on a system which would combine lighweight electric vehicle charging with theft protection and locking. The so-called ChargeLockCable would turn the charger cable into a bicycle lock.


If you want safety and freedom of choice, there is no way around the need for a standard charging connector. EnergyBus is the first to offer this and new members who want to use and further develop EnergyBus are very welcome to join.



  • Public infrastructure through which any vehicle can connect to any charger point, needs a standardised connector. This must offer protection against the weather, incorrect insertion and overcharging via “electronic handshaking”.

  • A standard for LEVs consists of connector(s) and a communications protocol which controls the status and language between electrical components. Certain data, for example all safety critical items, are prioritized. At the same time, component and vehicle manufacturers can transmit their own data.

  • A BUS system distributes information and electrical energy via parallel cables, as in a bus network. The components are the ‘bus stops’ at which data packages get on and off, carrying their messages in machine code.

  • The European Union forbids the financing with public money of systems which favour or advantage particular companies. So a standard must be open to all, as membership of the EnergyBus organisation is.

  • Instead of creating many competing standards, it would be best to unite around one. This brings long term advantages to all participants.
Translation: Peter Eland, prepared within the EU GoPedelec! project: GoPedelec! Handbook (German version), Go Pedelec! Handbook in Czech, Dutch, English, Hungarian, and Italian

Picture and online release: Angela Budde

19 September 2012

Updated: 5 November 2012



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