## 5 Validation Results
### Gothenburg  
The demonstration for Gothenburg city took place in the month of May and October using 12 m bus. Measurement data are available for a total of 3 days, with 2 days in May and 1 day in October. The demonstrations focus on different charging characteristics, with the May demonstration clearly focusing on shorter duration opportunity charging in the constant voltage (CV) mode, and the October demonstration focusing on the longer duration opportunity charging in the constant current (CC) mode. The duration of the May demonstration was between 12 h to 14 h per day, while the October demonstration was limited to below 3 h. The Gothenburg demonstration had access to continuous driving cycle data; thus, the actual speed measurements were used as inputs after suitable preprocessing. Furthermore, the Gothenburg demonstration also had access to the road inclination profile and ambient temperature profile, in addition to the velocity profile, as inputs. Thus, more relevant simulations could be produced for the validation process. The speed tracking and battery SoC level were validated by comparing the measured values against the simulated values. Table 6 lists the estimates made for the simulations, which achieved a high correlation between the simulated and measured SoC. Figure 7: \(Cont.\)Figure 7: Osnabruck driving scenarios during the 18 m electric bus demonstrations. Figure 8: _Cont._  
Figure 9 shows the results of the October 13 th demonstration based on the assumptions listed in Table 6. The total demonstration was conducted over 2.5 h with the bus standing idle for the first 40 min. The bus charged using an opportunity charger, with a rated power of 450 kW, at the 1.5 h mark. The simulation tracks the speed accurately with minimal deviation between the simulated and measured outputs. The battery SoC is also tracked accurately; however, there is a deviation between the measured and simulated outputs when the bus is standing idle. The energy usage during that time is very high according to the measured SoC values, which cannot be reasonably explained, unless the speed signal is missing/corrupted. \begin{table}
\begin{tabular}{c c c c} \hline \hline
**Parameter to Be Estimated** & **March** & **April** & **May 12 th** \\ \hline \multirow{3}{*}{Passenger load} & Only driver initially, full load between & \multirow{3}{*}{Driver only} & Only driver when idle (i.e., at end of \\  & 1 h and 4 h, then half load until 13 h, then & & the route or during charging), full load \\  & driver only until end & & when bus is moving \\ \hline \multirow{2}{*}{Cabin setpoint temperature} & \multirow{2}{*}{20 \({}^{\circ}\)C} \\ \hline Charging type & & Opportunity \\ \hline Charging power & 450 kW (current decay has a \(\beta=0.23\) in CV mode, which is activated when SoC \(>87.5\%\)) \\ \hline Battery capacity & & 200 kWh \\ \hline Initial battery age & & New batteries with no degradation \\ \hline RBS cutoff velocity & RBS active when vehicle speed above 1.5 m/s \\ \hline \hline \end{tabular}
\end{table} 
Table 6: Estimation of the driving scenario configuration for Gothenburg demonstration. Figure 8: The SoC output profile of the 18m bus subject to the driving and charging scenario in Figure 7 using the estimates given in Table 5, and showing the correlation between the simulated outputs and measured values. Figure 9: Validation of the October 13 th demonstration of 12 m bus in Gothenburg city using the estimates in Table 6. (**a**) Scenario inputs, (**b**) Scenario outputs and validation. Figure 10 shows the results of the May 27 th demonstration based on the assumptions listed in Table 6. The total demonstration was conducted over 13.5 h with the bus standing idle for the first 1 h. The bus was charged using an opportunity charger, with a rated power of 450 kW at 22 different instances. The first charging instance occurs entirely in the CC mode and the second charging instance happens partially in both CC and CV modes, while the remaining charging occurs entirely in the CV mode.