A pair of Electric scooter, in short, too electric scooter, E-Scooter or E-scooter called, is an electric scooter. The energy supply comes from a traction battery with several accumulator cells.

Contemporary history from the 20th century to the 2010s

Beginnings of development

The first electrically powered two-wheeler existed as early as 1911. From the 1950s onwards, many small workshops and hobbyists, but also well-known companies such as Puch and Peugeot, tried to bring electric scooters onto the market. While many of Puch's vehicles are no longer in everyday use, almost all of them have been in use since 1995 Peugeot Scoot'Elec still in everyday use.

The history of e-scooters began in factory halls, where small transport scooters were needed for goods and people and internal combustion engines could not be used due to the exhaust gases. In recent years, an extensive range of electric scooters (also known as electric scooters) has emerged on the market, with models that today have a range of around 50 km (with higher-quality battery technologies of over 100 km) and a speed of around 45 km / h or up to over 80 km / h.

Electric scooters in Germany

Simson

From 1992 Simson provided the electric scooter SR50 E or gamma E here. The development of the electric motor was completed in 1989 in the GDR, but the vehicle was only produced in small numbers. Range (max. 50 km) and price (5 DM) were progressive, but evidently not sufficiently attractive for the customer base at the time.

ID bike

The Stuttgart-based company has been developing and producing since 2009 ID bike GmbH that ELMOTO HR-2: This is an electric light motorcycle with a top speed of 47 km / h, a range of 65 km and a weight of 47 kg. In July 2018, GOVECS AG takes over the assets of ID-Bike.

GOVECS

Munich-based GOVECS AG, also founded in 2009, develops and produces electric scooters in its plant in Wroclaw, Poland. One focus is on electric scooters for the (food) delivery industry and for two-wheeler sharing companies such as emmy in Germany, Cityscoot in France, Felyx in Holland or eCooltra in Spain and Italy. The company sells its electric scooters the GOVECS GO! Series in Europe and the USA. In 2016, GOVECS, in cooperation with Robert Bosch GmbH, presented a remake of the "Schwalbe" as an e-scooter with a range of over 100 km, a motor power of 4 kW and a top speed of 45 km / h. Sales started in summer 2017 . Production of the Schwalbe as a light motorcycle version with 2018 kW engine output and a top speed of 8 km / h will start in summer 90.

MW Zschopau

Furthermore, in Germany the MZ Charlie manufactured, an electric folding scooter from Motorradwerke Zschopau GmbH. As a moped, it has a single seat and is limited in speed.

e-bility GmbH

E-bility GmbH, based in Remagen, has been providing the electric scooter since 2010 buddy electric here. There are three models on the market: 1950, 1953 and 1954L, both as a one- and two-seater. The 1953 and 1954L scooters have a motor output of 2 kW (2,7 HP), have a brushless wheel hub motor and various technical functions such as cruise control or the boost function. The new generation is equipped with lithium-ion batteries (51 V / 29 Ah per battery), which can be connected in parallel and are removable. With three batteries connected in parallel, the range can be increased to up to 150 kilometers, according to the manufacturer.

In 2015 a scooter was added, also with a wheel hub motor on the rear wheel and like the larger models with a top speed of 25 km / h.

efw Suhl

The efw-Suhl GmbH plans to launch a retro electric scooter that takes up the design of the Simson Schwalbe. The start of series production has been postponed several times, even according to the current status (August 2014) it is not foreseeable whether and when the electric scooter will be launched. At EICMA 2014, the Munich-based electric scooter manufacturer GOVECS announced that it would be launching an electric version of the cult scooter on the market.

BMW

In 2014 came with the BMW C Evolution the most powerful scooter on the market to date: With a top speed of 120 km / h, a peak output of 32 kW and a rated output of 11 kW, it is not a classic one Scooterbut rather a motorcycle. With a sales launch price of 15 euros, the C Evolution was also the most expensive series-produced scooter to date.

One

Also since 2014, the Berlin-based company Unu has been selling a scooter produced in China with a 1, 000 or 2 watt motor in the rear axle. After the introduction in Germany, sales were expanded to Austria, Switzerland in 000, to the Netherlands in 3 and to France in 000. In Germany, the 2015 km / h moped is the market leader in the electric scooter segment.

Electric scooter in Austria

IO scooter

In Austria, electric scooters from Brunn am Gebirge-based company IO Scooter are quite common, with several different models being offered. The smallest model Scooby with a motor power of 600 watts and a maximum speed of 25 km / h is considered a bicycle according to Austrian law and can therefore be driven by persons over the age of 12 without registration, insurance or driving license (including accompanied by an adult). The 1500GT, Florenz and Vienna models, with an engine output of 1,5 to 3 kW and a top speed of 45 km / h, fall into the L1e vehicle class. In addition, the Vienna XE, King Kong and Manhattan models are three vehicles in the 125 cc class (L3e) with top speeds of up to 80 km / h.

Linz AG

In 2010, Linz AG gave away as part of the campaign e365 youth MOBILE 100 IO Florence electric scooters for young people between 15 and 21 years from the Linz area. Linz AG currently (as of September 2014) operates a total of 100 charging stations for electric vehicles in the Linz area and some other municipalities in Upper Austria. The use of these charging stations is free until further notice.

E-scooter in China

The low prices and the fact that they are considered bicycles there made e-scooters very popular in the PRC even before 2010.

China is the first country to sell more electric vehicles than gasoline vehicles for the first time in 2006 (19 million electric vehicles, 13,4 million gasoline vehicles). The electric scooter is now part of everyday life like the famous Chinese bicycle 20 years ago. In some large cities and metropolitan areas such as Guangzhou and the surrounding area, scooters with internal combustion engines are prohibited.

Electric scooter in France

Scoot'elec from Peugeot

A Peugeot electric scooter was built in Europe between 1995 and 2005. It had a range of approx. 40 km and a charging time of approx. Two hours at any normal socket. The battery consisted of 3 STM-5-100-MR-NiCd batteries from Saft with 100 Ah and 6 V - 1,8 kWh. The energy consumption was 6-8 kWh per 100 km with an engine output of 2,8 kW. The weight of the two-seater, which cost around € 3 at the time, was 450 kg with the battery. The battery life was specified as 115 charging cycles (2 km), after which 000 percent remaining capacity could be achieved.

Peugeot stopped production at the end of 2005. The last vehicles were delivered in Germany until mid-2006. The reason for the setting was the high cost of a new control unit, which, unlike most Chinese scooters, could switch 500 amps (a comparable one for forklifts with currents of up to 1 amps costs around 000 euros). However, all replacement and replacement parts were available until at least December 2. The successor model is the e-Vivacity with LiIon battery.

Electric scooter in the Netherlands

trikke

It has been since mid-2014 Trikke eV 6.1 available on the German market. It is street legal, has a total weight of almost 24 kg and a top speed of up to 25 km / h. With one battery charge, ranges of up to 40 kilometers can be achieved, the battery can be changed without tools.

Electric scooter in Poland

Vector

The Vectrix VX-2007 scooters by Vectrix Corporation, which have been produced in Poland since 1, marked the upper performance range for electric scooters with a top speed of 2014 km / h and a peak power of around 110 kW until the BMW C Evolution was launched in 20. In contrast to the majority of scooters in Germany, which are limited to 45 km / h, these vehicles are not classified as mopeds, but as motorcycles or motorcycles.

Electric scooter in Spain

MUVI from Torrot Electric

The MUVI is an electric scooter that the Spanish company Torrot Electric, based in Girona, Spain, launched in 2016. The 2 models City and Executive are currently available, which differ in their engine power (2,65 kW or 3 kW) and top speed (45 km / h or 60 km / h). Both versions have two removable lithium-ion batteries with a total capacity of 2,4 kWh. According to the manufacturer, the range is up to 85 km.

Typology and characterization

Common designs of electric scooters

As with all scooters, the existence of a footwell behind the steering front wheel is characteristic of the frame construction of the electric scooter. It allows the driver to sit in the non-riding posture that is typical of a scooter when a bench is available. In contrast to a motorcycle, the rider's knee with his machine is not possible, which reduces the rider's lateral stability. Compared to the motorcyclist, the scooter driver may have to hold the handlebar ends with a stiffer arm position. In contrast to motorcyclists, it is more difficult for the scooter driver to quickly drive through tight bends.

The non-riding posture is partially abandoned when using a tubular seat saddle in the construction instead of a bench, then the thigh closure applies, not the knee closure.

Also typical of the design are the small wheels typical of scooters in connection with high speeds; However, these reduce the slip resistance on wet roads and thus increase the possibility of aquaplaning. That is why more powerful e-scooters are built with larger wheels in order to achieve more driving stability and thus more safety.

Basically, the following types can be distinguished:

1. E-scooter with a stiff, clad chassis construction with a bench for one or two people
2. Foldable e-scooter with tubular seat saddle for one person
3. Foldable e-scooter without a seat as a standing scooter for one person
4. Segway standing scooter
5. E-scooter without seat as a pull scooter for the leisure area for one person

Driving license and type approval

Electric scooters are offered in various EC vehicle classes. A driver's license is required to drive them. The following requirements must be met.

Germany

• Light moped, e.g. MZ Charly from MZ / MuZ, up to 20 km / h and helmet-free. Depending on age, test certificate for mopeds.
• Mopeds: E-mopeds from Solo and Herkules from the 70s. With helmet compulsory up to max. 25 km / h
• Small motorcycle L1e up to 45 km / h top speed at least with a driving license M from 16 years or B
• Light motorcycle L3e up to 80 km / h top speed:
  • Grade 3 or 4 (acquired before April 1, 1980),
  • Class 1b (acquired after April 1, 1980) or
  • of class A1.
• L3e motorcycles / motorcycles with or without a sidecar driving license class A

Electric scooters must meet the national technical requirements for motor vehicles (e.g. two independent braking systems, lighting system, horn, tires). The EU directive 2002/24 / EU for motor vehicle law states that all electric vehicles, except pedal assisted Bicycles, as motor vehicles (up to 45 km / h as L1e moped). You therefore need a national type approval. A EU approval (General operating permit) requires a national type approval. A CoC (a so-called certificate of conformity, CoC paper, Certificate of Conformity, Certificat de conformité) is not sufficient.

Switzerland

In Switzerland, vehicles up to a maximum of 45 km / h are referred to as category F e-scooters or electric scooters and are accelerated with a handle like a moped. A helmet, license plate, driver's license and insurance are required. Some of the many small e-scooters available are permitted at lower speeds, but most are not allowed at all, except on private property.

Austria

In Austria, electrically powered single-track vehicles with an engine output of max. 600 watts and a design speed of no more than 25 km / h as a bicycle, see Bicycle Ordinance.

Electric scooters in everyday life

Advantages and disadvantages of the electric scooter

The main advantages of e-scooters compared to conventional scooters are:

• low noise
• no exhaust fumes
• Less maintenance: By eliminating the internal combustion engine, clutch and variable speed gear, there are fewer wearing parts.
• low operating costs and effort
• no increased engine wear with frequent use on short journeys
• no dependence on fossil primary energies for fuel; more ecological in terms of the overall environmental impact (greenhouse gas emissions in CO₂-Equivalents for distances to be covered in everyday life: E-Scooter 7 kWh_el/ 100 km: 18 g CO₂-eq / km; for comparison: four-stroke motorcycle 5,6 l / 100 km: 208 g CO₂-eq / km)
• You can charge at home or virtually any other power outlet.

Disadvantages of the electric scooter:

• high purchase price
• Long charging time compared to refueling
• shorter range
• high weight (especially with lead batteries)
• poorly developed charging infrastructure in many regions (public facilities, parking lots, etc.)
• In order to optimize the service life of the battery, the performance of most models is often weaker than that of comparable vehicles with internal combustion engines, which is particularly noticeable when driving up slopes, especially with heavy lead-acid batteries as traction batteries
• As wearing parts, batteries have a limited lifespan. If handled incorrectly, they can lose capacity or fail well before the calculated service life.
• Replacement batteries are quite expensive and can make up almost half the price of the vehicle on some models
• Use in winter is only possible to a limited extent, as the usable capacity of the batteries is reduced in extreme cold.

Charging stations

The use of charging stations together with adapted chargers can open up completely new perspectives for the distance that can be covered, but is less necessary for e-scooters than for electric cars. A problem for all electric vehicles with higher capacities of the traction battery has so far been that on the household power supply (230 V / 10 A or 16 A) with the mains plugs that are available everywhere, only a charging power of up to 2,3 kW can usually be used. With Schuko sockets, which are common in Germany and Austria, only a continuous current consumption of 10 A (only briefly 16 A) is permitted; Swiss households, on the other hand, are usually protected with 10 A (SEV 1011, T1x). The full power of 60309 A / 16 kW can be used via a charging plug in accordance with IEC 3,6 (caravan plug). For currently common traction batteries in e-scooters with storage capacities of 1,5 kWh - 5 kWh (Vectrix VX-1Li), accelerated charging can be carried out at household sockets in 45 min - 2 h: 30 min, with caravan sockets in 25 min - 1 h : 25 min. The available traction batteries can handle the necessary charging currents. However, the effort for correspondingly powerful chargers as well as for monitoring and control increases.

Commercial charging stations provide connections for significantly higher charging capacities. On the vehicle side, suitable chargers and quick-charge batteries (e.g. certain LiFePO₄- battery variants or similar) and a compatible cable / plug combination (with plug according to IEC 60309 or IEC 62196) to be carried on board. In Germany, the Mennekes plug is preferred. Its transferable power of up to 43 kW can only be used to a very limited extent in the electric scooter. This connection option is advantageous for charging stations that no longer offer a household or caravan connection for normal household electricity (230 V / 16 A), although this is the minimum standard connection for all electric vehicles.

The complete integration of a fast charging system (in the chassis or in the frame) is less of a technical challenge than a cost aspect for the manufacturer. Most electric scooter models currently do not contain such a feature, mainly for cost reasons (as of 2012).

Lending system

Since the incessant triumph of small electrically powered vehicles and the manufacturers' sales boom, a corresponding rental system has also developed e-scooter sharing called. So far (as of summer 2018) there should be around 20 rental e-scooters worldwide, for which more than a million users have registered. The analysts also name the borrowers Young urban professionalsthat usually start spontaneous actions.

Six providers have established themselves in Milan, Madrid and Barcelona. In Paris there are four (including the start-up City scooter) and two in Berlin: Emmy, a Berlin start-up, in which the state-owned investment bank Berlin has put money, with a light scooter in the design of the Simson Schwalbe with red paintwork and red lettering on a white circle as well Stroke, founded by Bosch with the help of management consultancy Boston Consulting.  Stroke, represented in Berlin with 1000 electric scooters in gray-green paintwork, is already expanding to Paris and Madrid, where 2018 scooters and 1700 scooters respectively had been brought by the end of June 850. The number of registered users for the Emmy is 50, for which 000 scooters are available; 600 scooters are to be added by the end of 200. Emmy started in 2015 with 5 users.

Operating costs and mileage costs

Preface

The pure operating costs as consumption costs are very low with the electric scooter. They are determined by the electricity costs, but only represent a small part of the kilometer costs / actual total costs.

At today's electricity prices (as of 2012, Germany: around € 0,25 / kWh), the operating costs for a 100 km journey are around € 1. In winter or when not in use for a longer period of time, there may be additional electricity costs for battery heating or maintenance charging. By using an external timer, charging and battery heating can be activated in good time before use and additional energy consumption can be minimized. Other operating costs such as oil consumption, vehicle washing and maintenance costs are usually not incurred or are insignificant.

The kilometer costs include all costs for the use of the scooter, broken down into the kilometers driven. In addition to the technical design, they are very much dependent on the annual mileage (user profile) and user behavior. The following applies: Kilometerkosten = (Betriebskosten + Fixkosten + Werkstatt / Reifenkosten + Abschreibungskosten) / Gefahrene Kilometer .

Fixed costs

The insurance costs for the legally required motor vehicle liability insurance are around € 60 per year. The costs for comprehensive insurance are optional. A vehicle tax is only due (in Germany) if the e-scooter is not approved as a small motorcycle according to EC vehicle class L1e or L2e. Scooters with higher quality battery types are often (partially) rented out. The rental costs are then part of the fixed costs.

Workshop / tire / battery costs

The workshop costs are lower than for comparable scooters with internal combustion engines, since, for example, regular oil and spark plug changes are no longer necessary, as is most of the adjustment and maintenance work on mechanical components (clutch, gearbox). The brake wear is significantly lower on scooters with recuperation.

The tire costs are comparable to other scooters and are determined by the performance and driving style.

With the e-scooter, costs may arise due to the traction battery wear part, which can differ greatly in terms of technical design, user profile and user behavior. If the traction battery needs to be replaced during use, additional costs will apply. They can be described for each kilowatt hour taken. The order of magnitude for these costs is approximately for open NiCd batteries at 2 cycles = 000 € / kWh; NiMH batteries at 0,30 cycles = € 1 / kWh; for lead batteries wound for low internal resistance with 000 cycles = 0,80 € / kWh; LiFeYPo200 batteries at 1 cycles = € 4 / kWh. Depending on the battery type and size, consumption of the scooter in kWh / km and depending on the need to replace the batteries, the battery wear can have a significant impact on the cost per kilometer.

The user profile has a strong influence on battery wear. Regular use (driving to work) without utilizing the maximum range, battery or motor power offers the most favorable basis for a long service life and thus low kilometer costs. Low annual mileage and irregular use, on the other hand, can lead to significantly higher costs per kilometer, since batteries lose performance and age faster even if they are not used, are not cared for and are in an unfavorable state of charge during longer breaks in use. The problems of winter temperatures known from car starter batteries apply analogously to lead-based traction batteries and also lead to a reduced current-carrying capacity for lithium batteries.

On the other hand, battery wear can be reduced by driving in a way that is easy on the battery, especially in the case of lead-acid batteries by (frequent) voluntary range limitation to 30% and immediate recharging to 100%. In the case of lithium-based batteries, for example lithium iron phosphate accumulators, a discharge below 20% must be avoided, which is ensured by the battery management system regardless of the user if the technology is fully developed. In winter, battery heaters come into consideration in order to guarantee the current carrying capacity.

Depreciation costs

The acquisition costs for a scooter range between € 1 and € 000 for models with a top speed of 4 km / h. In order to be able to buy an equivalent e-scooter at the end of its useful life without external financing, the purchase price must be saved again or the savings rate must be allocated to the kilometers driven.

Technology

Power Type

With the mass of scooters, brushless DC wheel hub motors have practically established themselves as the standard. Their position in the rear wheel reduces space requirements and the number of parts for the drive, but increases the unsprung mass. For this reason, some devices also use motors that transmit their power to the rear wheel via a toothed belt, for example the E-Vivacity from Peugeot. Chain drives are rarely found.

Batteries

In the area of ​​e-scooters, as in other areas of electromobility, energy storage devices, especially in the form of traction batteries / accumulators, are a central element of intensive development work. In the 2010s, different types are widespread, which are either permanently installed by the manufacturer or provided as removable battery packs. They all require charging processes and control modules that are tailored to the respective number of cells, battery chemistry and nominal voltage. Even within lithium technology, different nominal voltages require careful exchange.

The useful capacity of accumulators is temperature-dependent and, in connection with the physicochemical properties of the electrolyte and electrodes (reduced electron mobility), takes on significantly lower values ​​than at room temperature. To reduce this effect, the accumulators can be heated when it is cold.

The service life of the batteries is decisive for economical operation. It can be described by the amount of charged and withdrawn energy, the number of charging cycles (full and partial cycles) or the calendar life. In the case of a scooter, this can also be expressed by the mileage per battery pack. All of these details are related to one another and can be influenced to a large extent by the technical design, environmental conditions and usage behavior. It shows that battery cells that are used with flat charging cycles and low currents in relation to their capacity and are rarely operated at the upper and lower limit voltages achieve the longest service life. Ranges of over 50 km can only be achieved with large capacities (in Wh). A positive side effect for the service life is that, with the same motor power, the battery cells are loaded with lower discharge currents than is the case with smaller battery packs.

The manufacturers often state the nominal capacities of lead-acid batteries for unrealistic discharge times between C3 (3 hours) and C20 (20 hours), with lithium technology C1 or C0,5 values ​​are common. Depending on the motorization and driving style, however, in reality significantly higher discharge currents can occur with electric scooters, which reduces the capacity of the batteries not the nominal capacities reached. This phenomenon is known as the Peukert effect.

Inexpensive electric scooters are usually equipped with lead-gel batteries - often referred to as a "modern silicon battery" as a reference to the electrolyte bound in silicon. Disadvantages are the even lower real capacity under load, their short service life of about three years and, above all, their weight and size. Most of these electric scooters have a maximum range of around 50 km / charge and cause higher kilometer costs due to the need to change the battery. Lead-acid batteries can withstand around 350 full charge cycles before they become inoperable.

High-quality electric scooters are equipped with NiCd (for example: Scoot'elec) or NiMH batteries (for example first generation Vectrix VX-1) or increasingly with lithium-based batteries.

A significant reduction in weight and an increase in range can be achieved with lithium-ion batteries, for example as lithium-polymer batteries or lithium-iron-phosphate batteries (for example: Kumpan electric). The disadvantage is the significantly higher acquisition costs: € 300 to € 1400 more than a scooter with older battery technology. Advantages are the higher load capacity, both when loading and unloading (driving) and the better handling due to the lower weight. For lithium-ion batteries, the technical information provided by the manufacturer generally relates to half the current strength of the cell capacity (0,5 C), which corresponds better to the usage profile in e-scooters.

lifepo₄-Accumulators can achieve over 1000 full charge cycles. As a rule, however, the batteries are used in partial cycle operation, which enables a significantly higher total number of cycles within the service life (LiFePO₄: 3000 cycles at 80% DOD, 5000 cycles at 70% DOD (manufacturer's specifications for single cells). Lithium-ion and lithium-polymer batteries are somewhere in between.

Battery management systems and balancers

Although even with older battery technologies based on lead or nickel, the drifting apart of the cells of a traction battery often led to premature failure, compensating systems for electric scooters were and are not available from the manufacturer. With these traction batteries, the cell drift is usually countered by appropriate charging programs, which are intended to bring the charge states of the cells into line by targeted overcharging within permitted limits. Overcharging leads to cell heating and, in the case of liquid electrolytes, to gases.

Due to the high sensitivity to overcharging, incorrect treatment, strict manufacturer specifications and constant further development of power electronics, battery management systems (BMS) are used in rechargeable batteries using lithium technology. In addition to temperature control, diagnostics and range determination, these take over charge and discharge control. A balancer function is also integrated, which compensates for the inevitable cell drift. The quality of this electronics has a strong influence on the long-term performance and service life of the battery cells. A good BMS excludes incorrect handling due to environmental influences (e.g. temperature limits) and use (e.g. current flow and voltage limits) and thus prevents damage and excessive wear on the battery. In addition, it informs the user and often offers the functionality of an on-board computer.

Energy recovery (recuperation)

A recuperation, or regenerative brake, the energy recovery by converting kinetic energy from downhill driving and braking into useful energy using the inertia of the moving vehicle, increases the range of the electric scooter per battery charge. It requires a motor controller that can use the drive motor not only in the motor but also in the generator area to charge the traction battery, as well as suitable motor technology.

In contrast to electric cars, recuperation is not generally used in electric scooters, mainly for reasons of cost. This may change, as electric scooters are also increasingly measured by their economic efficiency with increasing economic pressure. On the one hand, the recuperation protects the battery system of an electric scooter, which contributes to its profitability, on the other hand it increases its initial purchase price (due to the manufacturer's development and production costs).

Manufacturers

Most of the electric scooters are produced in China and Taiwan today. Some European manufacturers have essential parts of their vehicles manufactured in China.