Electric buses offer a range of benefits, including a drastic reduction of greenhouse gas emissions compared to personal transit, or to conventional diesel buses. Unfortunately, electric buses also require additional planning to ensure affordable and reliable operation. This thesis proposes two contributions that help to model and plan electric bus deployments, and generally examines how system-focused thinking is required for this application. First, a novel data driven method for estimating the energy consumption of a bus is presented and validated against 1 Hz driving data. Rather than requiring ad hoc data collection, or entire theoretical drivecycle patterns, this new method leverages existing low fidelity driving data from public transit feeds. This data driven method can be used to quickly and accurately model the driving patterns and energy consumption of a whole fleet of buses, as is demonstrated for a case study in Victoria, BC, Canada. Second, using the energy estimating methods previously mentioned, the electricity demand profile for a high-power electric bus charging hub is modelled for various locations and charging systems. Using this modelled demand profile, the potential for using a stationary energy storage system to reduce the peak power demand is investigated. The advantages of three different energy storage technologies (lithium ion, redox flow, and flywheel energy storage systems) are explored. Energy storage was found to be optimal for most charging scenarios modelled, with lithium ion providing the most economical solution for 65% of cases considered. Both the data drive energy estimation modelling, and the energy storage feasibility study constitute novel contributions to the literature. These contributions help to advance the knowledge surrounding electric bus planning and modelling, and help to underpin the systems level thinking required for electric bus deployments. / Graduate

This thesis presents a battery electric bus energy consumption model (ECONS-M) coupled with an electrochemical battery capacity fade model (CFM). The underlying goals of the project were to develop analytical tools to support the integration of battery electric buses. ECONS-M projects the operating costs of electric bus and the potential emission reductions compared to diesel vehicles for a chosen transit route. CFM aims to predict the battery pack lifetime expected under the specific driving conditions of the route. A case study was run for a transit route in Victoria, BC chosen as a candidate to deploy a 2013 BYD electric bus. The novelty of this work mainly lays in its application to battery electric buses, as well as in the coupling of the ECONS-M and the electrochemical model to predict how long the batteries can last if the electric bus is deployed on a specific transit route everyday. An in-depot charging strategy is the only strategy examined in this thesis due to the charging rate limitations of the electrochemical model. The ECONS-M is currently being utilized in industry for the preparations of Phase I and II of the Pan-Canadian Electric Bus Demonstration & Integration Trial led by the Canadian Urban Transit Research and Innovation Consortium (CUTRIC). This project aims to deploy up to 20 battery electric buses for phase I and 60 electric buses for phase II across Canada to support the standardization of overhead fast chargers and in-depot chargers, which in a first in the world. At this time, the developed CFM can not support any final claims due to the lack of electrochemical data in the literature for the high capacity lithium-ion cells used in electric buses. This opens the door to more research in the ageing testing of batteries for heavy-duty applications. / Graduate

-Design of a conceptual bus using results to determine current trends in public transport. -Integration of electronic mirrors to increase safety, use of clean electrical components without emissions, use of lidar sensor built into the lights, air purification -Electric bus design in terms of design, production technology and ergonomics, production of a physical model and posters. -Work brings insight into current trends in public transport, and offers solutions for integration into design.

Background:Rising greenhouse gas levels through the use of traditional ICE technology in the transport industry have created a worldwide environmental crisis. Battery Electric Bus adoption is a prominent alternative currently being discussed in the public transport industry and represents an inevitable change towards a sustainable future. Purpose:The establishment of a theoretical framework that analyzes primary and secondary data todefine the factors promoting BEB implementation. Method:The study follows a qualitative research approach gathering data in the form of semi-structured interviews which are analyzed to develop an objective theory. Conclusion:The results show that the primary factors influencing diffusion of BEBs are technology factors, macro-economic factors, and socio-political factors. The research defines the relationships between them to further understand their effects on BEB diffusion. The findings develop a theoretical framework around these factors and their effects on one another and the diffusion of BEBs in the industry.

In this report the problem of constructing a bus depot with electrical buses despite the lack of grid capacity, was analyzed. A potential solution is investigated, namely smart control of heat pumps in industries. The possibility of allocating grid capacity to the bus depot by reducing power consumption in heat pumps during peak hours, is taken into consideration. The maximum amount of released capacity in an industrial area is calculated through the controlling of heat pumps. This investigation was made through simulations with a simplified building energy model (lumped capacity model) which was applied to a reference building. After mapping the area Boländerna and the geothermal wells located there, IKEA Uppsala was chosen as the reference building, since a third of the total number of wells were found in that area. To take the whole capacity of Boländerna into account, the model was scaled up to estimate the total, possible reduction of power. The bus depot requires 6 MW nighttime and 4 MW daytime, the total amount of electrical power that could be withdrawn, if all heat pumps were on maximum heat, in the chosen area were 0.75 MW and by controlling the heat pumps during an optimized level, the amount of 142 kW could be made available to the electric grid. 142 kW is not enough cover the need for the bus depot but it could supply the need for a slow charger to one of the buses and is therefore a possible sub-solution to the larger problem.

The collective electric transport can be considered as one of the best alternatives to reduce the concentration of pollutants in urban centers, because it reduces the number of vehicles in circulation and eliminates most of the problems arising from the use of fossil fuels. Currently, in this alternative, there is a wide range of options available, however, with the advancement occurred in recent years in terms of battery technology, the pure electric bus has stood out due to advantages related to its flexibility, sustainability and adaptability to the existing infrastructure. However, the use of these vehicles requires special recharging stations, which drain a lot of energy of the grid, in a short time, a feature that generates a significant impact on electrical systems. Moreover, the high amount of energy required for the operation of these vehicles precludes the use of technology in certain places, because it requires large investments in infrastructure for power supply, which often do not is available locally in the short term. Based on this, this dissertation presents a study of the impact generated in the electrical distribution system caused by the replacement of a diesel bus fleet by electric buses in a small town in southern Brazil. The study was based on the measurement of energy consumption through data related to the lines and the vehicle driving cycle, applied to an electric bus model, it was developed with Matlab software. Actual data of the lines was used, as distance, speeds, tilt, number of passengers, among others, obtained through a GPS equipment and information provided by the company analyzed. At the end were generated values related to the energy consumption of vehicles in each of the lines, the electricity consumption increase generated by the substitution in question and an estimate of the daily load curves based on the operating hours of the analyzed lines. / O transporte elétrico coletivo atualmente pode ser considerado como uma das melhores alternativas para a redução da concentração de poluentes em centros urbanos, pois reduz o número de veículos em circulação e elimina a maioria dos problemas decorrentes do uso de combustíveis fósseis. Atualmente, neste tipo de alternativa existe uma vasta gama de opções disponíveis, entretanto, com o avanço ocorrido nos últimos anos em termos de tecnologia de baterias, os ônibus elétricos puros vem se destacando devido a vantagens relacionadas a sua flexibilidade, sustentabilidade e adaptabilidade as infraestruturas existentes. Porém a utilização destes veículos requer estações de recarga especiais, as quais causam um impacto significativo nos sistemas elétricos, pois geram um grande acréscimo de demanda de energia, o que em alguns casos pode sobrecarregar os sistemas. Além disso, a elevada quantidade de energia necessária para a operação destes veículos inviabiliza o uso da tecnologia em determinados locais, pois requer um alto investimento em infraestrutura para o fornecimento seguro e confiável de energia. Baseado nisto, esta dissertação apresenta um estudo do impacto gerado no sistema elétrico de distribuição ocasionado pela substituição de uma frota de ônibus a diesel por ônibus elétricos em uma cidade de pequeno porte situada no sul do Brasil. O estudo foi baseado na mensuração do consumo energético através de dados relacionados às linhas e ao ciclo de condução dos veículos, aplicados em um modelo de ônibus elétrico, o qual foi elaborado através do software Matlab®. Foram utilizados dados reais das distâncias nas linhas, velocidades, relevo das vias, número de passageiros, entre outros, obtidos através de um equipamento de GPS e informações fornecidas pela empresa analisada. Ao final foram gerados valores relacionados ao consumo dos veículos em cada uma das linhas, o acréscimo de consumo de energia elétrica gerado pela substituição em questão e uma estimativa das curvas de carga diárias baseadas nos horários de operação das linhas analisadas.

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Electric buses often have batteries installed on the roof structure to have a better space utilization. This increases the height of the centre of gravity of the vehicle, affecting its roll stability. The existing vehicle setup uses an anti-roll bar to provide the roll stiffness. However, increasing the roll stiffness of the anti-roll bar for providing the required roll stability of an electric bus is limited due to the increase in weight of the anti-roll bar, its material properties and the design constraints. An alternate for the air suspension system is identified through a literature study. The identified system, an interconnected hydro-pneumatic suspension, is modelled analytically and compared to the air spring system. Multi-body simulations are performed to understand the roll performance.\par The thesis work also estimates the system's energy efficiency, and the feasibility of packaging the system within the existing vehicle architecture is studied in CAD software. The roll gradient of the vehicle is shown to improve compared to the existing air-spring system. The study also find that implementation of hydraulic-interconnected system can result in reduction of the unsprung mass of the vehicle. / Elektriska bussar har ofta batterier installerade på takkonstruktionen för att få ett bättre utrymmesutnyttjande. Detta ökar fordonets tyngdpunktshöjd och påverkar dess krängstabilitet. Den befintliga fordonskonfigurationen använder en krängningshämmaren tillsammans med luftfjädrar för att ge den krängsstabilitet som krävs. Men att öka krängstyvheten hos krängningshämmaren för att ge den nödvändiga krängstabilitet hos en elektrisk buss är begränsad på grund av ökningen av vikten av krängningshämmaren, dess materialegenskaper och konstruktionsbegränsningar. Ett alternativ till luftfjädringssystemet identifieras genom en litteraturstudie. Det identifierade systemet, ett sammanlänkat hydro-pneumatiskt fjädringssystem, modelleras analytiskt och jämförs med luftfjädringssystemet. Multibody-simuleringar utförs för att förstå fordonets krängprestanda. par Avhandlingsarbetet uppskattar också systemets energieffektivitet och möjl-igheten att paketera systemet inom den befintliga fordonsarkitekturen studeras i CAD-programvara. Fordonets krängningsgradient har visat sig förbättras jämfört med det befintliga luftfjädringssystemet. I studien konstateras också att införandet av hydrauliskt sammankopplade system kan leda till en minskning av fordonets ofjädrade massa.

Diploma thesis deals with use of combustion chamber to drive the electric bus charging unit. Based on the research and analysis of operation economy, a turboexpander with an air pressure tank is selected to drive the charging unit. A thermodynamic design is created for this variant. Based on this design a unit layout is proposed. Layout drawings are created for the proposed layout.

Concern regarding sustainability and climate change is increasing, which is forcing countries world-wide to take action. The Swedish government has set a goal of fossil-free tra_c until 2030. Battery Electric Buses (BEB) might be one of the solutions needed in order to reach this goal. However, currently its prevalence is at an early stage.   The purpose of this study is to investigate how the technological transition towards BEBs in Sweden a_ects the public transport operators (PTOs). Moreover, to investigate how a third party service provider of Fleet Management System (FMS) services can support the PTOs in this transition.   The research has been carried out in co-operation with a PTO and a FMS service provider. The research contributes to their current understanding of how they will be a_ected by the emerging technological transition. This thesis also contributes with new empirical data of the technological transition towards electric vehicles within public bus transport, seen as a Large Technical System. Conceptually it contributes, by exploring how external companies can support the technological transition towards BEBs, with the application of Technological Transitions theory and the Multi Layer Perspective framework.   The methodology used is a case study of the technological transition towards BEBs in Sweden. Data was collected through twelve semi-structured interviews with researchers, PTOs, public transport authorities (PTA), a BEB manufacturer and a FMS-service company. Parallel to this a questionnaire was distributed to the twenty largest PTOs in Sweden. Moreover data was collected from company visits, pilot-project results and internal documentation.   Our findings show that there are thirteen perceived barriers present among the PTOs, in the process of BEB adoption. Six of these barriers relate to component aspects of BEBs, and seven relate to managerial aspects. Perceived barriers linked to component aspects of BEBs are; Variation in solutions and lack of technical standards, the Charging infrastructure, Shorter range or decreased load capacity, Unknown functionality in cold climate, Reliability and Durability. Perceived barriers linked to managerial aspects of BEBs are; Lack of knowledge and experience, Behavioral change, Economy, Maintenance, Ownership of infrastructure and buses, Business models and Varying requirements from PTAs. The barriers FMS-service providers can address are primarily, due to the technological nature of the services, present at niche level. PTOs together with FMS-service providers are encouraged to together strive towards gaining deeper knowledge about the new emerging echnologies. Through this, PTOs could be enabled to overcome the aforementioned barriers. Three reverse salients were also identi_ed, linked to the aforementioned barriers. If the everse salients are assessed, BEB acceptance among PTOs could be increased. The three identi_ed reverse salients are, the battery technology, the charging infrastructure and the contracts/ownership. The co-operation with the commissioning PTO and FMS-service provider has led to valuable access to Swedish public transport actors, and has aided in a deeper understanding of the phenomena. Although, this co-operation might have exposed us to a risk of being influenced.