Minimization of Construction Costs for an All Battery-Swapping Electric-Bus Transportation System: Comparison with an All Plug-In System

Abstract

Abstract:The greenhouse gases and air pollution generated by extensive energy use have exacerbated climate change. Electric-bus (e-bus) transportation systems help reduce pollution and carbon emissions. This study analyzed the minimization of construction costs for an all battery-swapping public e-bus transportation system. A simulation was conducted according to existing timetables and routes. Daytime charging was incorporated during the hours of operation; the two parameters of the daytime charging scheme were the residual battery capacity and battery-charging energy during various intervals of daytime peak electricity hours. The parameters were optimized using three algorithms: particle swarm optimization (PSO), a genetic algorithm (GA), and a PSO-GA. This study observed the effects of optimization on cost changes (e.g., number of e-buses, on-board battery capacity, number of extra batteries, charging facilities, and energy consumption) and compared the plug-in and battery-swapping e-bus systems. The results revealed that daytime charging can reduce the construction costs of both systems. In contrast to the other two algorithms, the PSO-GA yielded the most favorable optimization results for the charging scheme. Finally, according to the cases investigated and the parameters of this study, the construction cost of the plug-in e-bus system was shown to be lower than that of the battery-swapping e-bus system.

A Method for Evaluating and Optimizing Electric Bus Routes’ Efficiency that Uses Multi-perspective Charging and Passenger Flow Management--With Case Analysis in Hangzhou, China

“…The scarcity of charging stations meant that vehicles sometimes need to spare even more time from operating and driving to the nearest charging station, costing them a longer period unable to be utilized. Researchers in [11] proposed that ideally, the charging problem will be alleviated by technologies of changing a depleted battery with a new one, but this solution is proved to be excessively difficult and incompatible with the traditional plug-in charging mode at the moment [12]. In addition, the travel distances for EBs are usually restrained to about 150-200 kilometers in city traffic, which means they can usually operate for 3-4 rounds in a route that have a length of about 50 kilometers a round.…”

Analyzing technical perfection of city electric buses of various types

“…Над створенням і випробуваннями електробусів підтипу ONC-V працюють фахівці автобусобудівних підприємств Китаю [14], Польщі [15] та інших країн, а також виробники зарядних станцій. Порівняльний аналіз електробусів двох підтипів -ОС-В та ONC-V, з урахуванням необхідних зарядних станцій та станцій заряджання і заміни тягових АКБ, наведений у роботі [16].…”

“…Для міських електробусів приймається пас q = 0,125 м 2 /пас., що становить 8 пас./м 2 (максимальна величина) Мінімальна кількість одинарних пасажирських сидінь, які повинні бути встановлені у пасажирському салоні міських електробусів, становить, відповідно до [16]:…”

Battery swapping station for electric vehicles: opportunities and challenges

“…These features can persuade as well as dissuade the concept of electrification of the buses. The merits of using an electric bus can be that the bus utility can be optimised to satisfy the schedule to a certain extent with minimal harm to the environment [54, 55]. One grave issue that would require attention would be of charging the batteries once they are depleted.…”