SUSTAINABLE BUS 2-2023

IN THE SPOTLIGHT
are talking about an eight-meter bus.
The fuel cell power is 30 kW. It receives
hydrogen stored in three Luxfer cylinders
mounted on the rear part of the
roof. Capacity: 10.8 kilos compressed
at 350 bar.
The operating logic of the fuel cell and
batteries (173 kWh) are governed, explains
Rampini, by the Energy Balancing
System, i.e. an electronic unit capable of
communicating with all the on-board
systems and which supervises the energy
production by implementing special
algorithms for achieving maximum performance.
Behind Hydron: Sixtron and Eltron
Let’s move on to the other two protagonists
of the new Rampini range: Sixtron
and Eltron. The first is a simple rebranding
of the E60, which was already
restyled a few years ago. The second is
the new name of the E80, presented in
mid-September in a renewed version that
made it identical in design to the compa-
ID CARD
Rampini Rampini Rampini
Sixtron Eltron Hydron
Length mm 6,110 8,000 8,000
Width mm 2,100 2,200 2,200
Height mm 2,980 3,250 3,250
Overhang ant. / post. mm 1,190 / 1,220 1,885 / 2,415 1,885 / 2,415
Wheelbase mm 3,700 3,700 3,700
Entrance height mm 70 (kneeling) 80 (kneeling) 80 (kneeling)
Doors width mm 1,100 - -
Passenger capacity / seats n 34 / 10 48 / - 48 / -
GVW kg 8,850 12,000 12,000
Motor brand model Siemens 1Pv5138 Siemens Siemens
Output kW 122 235 235
Torque Nm - 950 950
Fuel cell module output kW / / 30
Hydrogen tanks capacity kg / / 10,8 a 350 bar
Battery formula LFP LFP LFP
Battery capacity kWh 143 / 170 210 / 281 173
Charging options plug-in / pantograph plug-in / pantograph Plug-in
ny’s little one.
Let’s start with the first, then. Originally
created thanks to the bodywork intervention
of the Spanish CarBus, Sixtron
is the result of a series of changes that
have involved aesthetics, modulation of
the spaces inside the passenger compartment
and driveline.
Last but not least, the overall length has
been increased by 100 millimeters com-
Under the Sixtron’s hood
there is the Siemens
1PV5138 three-phase
asynchronous central
electric engine with 122
kW (22 more than the
previous version).
Batteries? In the name
of LFP, with two options:
143 and 170 kWh.
Rampini quantifies the
vehicle’s autonomy at
175 and 215 kilometers
respectively on the basis
of the E-Sort 1 test.
pared to the product signed with CarBus.
Under the hood there is the Siemens
1PV5138 three-phase asynchronous
central electric engine with 122 kW (22
more than the previous version).
Siemens motor, LFP batteries
Batteries? In the name of LFP, with two
options: 143 and 170 kWh. Rampini
quantifies the vehicle’s autonomy at 175
and 215 kilometers respectively on the
basis of the E-Sort 1 test. Compared to
the previous version, the entire inverter-DMS
package has been re-proposed.
The axles? The front with independent
wheels signed by ZF and the rear made
in-house has been confirmed. The maximum
capacity is 31 passengers. The air
conditioning is provided by Autoclima,
while a heat pump intervenes in the cold
periods.
On the eight-meter, everything changes.
Moving on to the Eltron, up to 48
passengers can board on the two-door
version, 46 on the three-door version.
Compared to the E80, of which it is an
evolution, the length goes from 7.7 to
eight round meters. The wheelbase is
the same as the Sixtron, indicating a
unique platform for the two vehicles.
The motor, like its ‘brother’ with fuel
cell module, has a maximum power of
235 kW. As for the battery, mounted on
the roof, the choice is between 210 and
281 kWh. The first option makes it possible
to free up a ‘slot’ of space on the
roof where to place the pantograph (in
a backward scan: two modules, pantograph,
air conditioning system, two other
pairs of battery modules).
One of the peculiarities of the Rampini’s
battery-powered buses is the fact
that they can be equipped with a pantograph
as well as charge the batteries by
connecting to the tram catenaries. Obviously,
these options are added to the
standard plug-in charging in the depot
according to CCS2 standard.
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