The use of electric buses is increasing all over the world; this is due to the aim of limiting pollution in heavily urbanized areas. Using electric buses is one element of the desire to drop local pollution to zero emissions. The necessary electricity can be generated through centralized production, and in the case of electric buses, the pollution level is directly proportional to the amount of electricity produced. Their limited onboard power needs optimization, both in terms of traction and in auxiliary energy consumption. Heating in electric buses consumes the most energy from the auxiliaries, which can reduce the range of the vehicle up to a half, or more in the coldest days of the winter months. In this context, a precise estimation of heat loss and of the energy necessary for heating electric buses is crucial. Using the heat transfer theory, the heat balance method, and the U-value estimation, this article estimates the heat loss for a typical 12 m electric bus for a harsh winter day. Thermal simulations were made in order to estimate the heat flux through the structure of the bus (windows, walls, roof, and floor). Heat loss components were calculated in order to determine the most affected zones of the bus. The calculated data for the energy necessary to heat the bus were compared with the heating system data from an electric bus. By optimizing the necessary auxiliary energy consumption, the emissions at the source of electricity production will be significantly reduced.

This article presents a real photovoltaic module with modeling and simulations starting from the model of a photovoltaic (PV) cell. I-V, P-V, and P-I characteristics are simulated for different solar irradiation, temperatures, series resistances, and parallel resistances. For a real photovoltaic module (ALTIUS Module AFP-235W) there are estimated series and parallel resistances for which the energetical performances of the module have optimal values for a solar radiation of 1000 W/m² and a temperature of the environment of 25°C. Temperature influence over the PV module performances is analyzed by using a thermal model of the ALTIUS Module AFP-235W using the finite element method. A temperature variation on the surface of the PV module is starting from a low value 40.15°C to a high value of 52.07°C. Current and power estimation are within the errors from 1.55% to about 4.3%. Experimental data are measured for the photovoltaic ALTIUS Module AFP-235W for an entire daylight.

In this article a thermal modeling is developed for a double sided linear induction motor which is used to drive a power supply system for an electric locomotive. Two cases were considered for the linear motor, with full plate armature and with sectioned plate armature. The thermal model has been obtained with Pro/Engineering software package and the mesh of the 3D thermal model has been done using tetrahedron solid elements types. Experimental validation of the model has been realized too. Errors between the simulations and the experimental data (between 1% and 4%) show that the proposed model can be used for accurate precision of the heat distribution on the linear motor.

The paper focuses on the development of hybrid battery charging systems for autonomous electric passenger vehicles. Aspects of elaboration and design methodology of the battery charging station are approached both from the three-phase electrical network, but also from a photovoltaic plant. A new structure of the battery charging station with power supply from a photovoltaic plant parallel to the public electricity grid was developed. The photovoltaic plant was dimensioned and the amount of electricity produced and consumed at the charging station was estimated. The excess of energy generated by the photovoltaic plant can be injected into the grid or, in offGrid mode, stored in buffer batteries.

In this article, simulations were realized for different power rectifiers used for testing DC fuses. Using the OrCAD PSpice software, a single-phase uncontrolled bridge rectifier and a single-phase controlledbridge rectifier are simulated for different loads. From the data analysis, some important conclusions were realized regarding the form of the temperature waveforms in transient conditions and quasi-steady state thermal conditions.

The heating, ventilation and air-conditioning (HVAC) system represents the main auxiliary load for any type of bus. Being the most significant energy-consuming auxiliary load for the electric us, it must be given special attention in an electric bus system design. To study the heat transfer and thermal optimization for passenger comfort in the electric bus computer-aided design (CAD) is used. The geometry of an electric bus interior is designed considering the main components of the vehicle: passenger cabin, driver’s cabin, windows, walls, and seats. Materials of the same type as those used in the real bus are considered for the geometry model. Based on the heat transfer theory, a thermal model and simulations are made for the heat transfer inside the elec- tric bus. The simulated data are compared with measurement data, and based on these, it can be concluded that the thermal model of the electric bus can be validated and used further for a wide variety of thermal simulation types.