Bi et al. (2015) compare plug-in and wireless charging of an electric bus fleet consisting of 67 buses. The study considers the electricity use, chargers, and lithium manganese oxide (LMO) batteries, but excludes other equipment life cycle stages.
Battery electric buses (BEB) present the most promising alternative to replace diesel bus (DB) fleets and reduce their environmental burden [ , , ], however, their massive deployment is subject to many challenges, namely the bus limited driving range and high capital costs [ 4, 5 ].
The electric double decker buses have 60 kWh and 300 kWh batteries, where both battery sizes are modelled with LTO, LFP, and NMC batteries. The authors do not specify the electricity use for the different BEBs or the number of battery replacements.
Bus energy consumption and battery size are sensitive to its transit service type. City bus Batteries oversized to accommodate small number of trips during the year. With the deployment of battery electric buses (BEB) increasing worldwide, proper battery sizing becomes more critical for operators as it dictates bus driving range and costs.
Intercity buses require a battery size between 320 and 680 kWh, the largest battery size among all types of bus service, depending on the choice of the charging infrastructure.
With the deployment of battery electric buses (BEB) increasing worldwide, proper battery sizing becomes more critical for operators as it dictates bus driving range and costs. In this paper, we present a battery sizing framework based on comprehensive energy needs assessment for BEB.