## 5 Validation Results  
### Osnabruck  
The demonstration for Osnabruck city took place in the months of March, April, and May using an 18 m bus type. Measurement data are available for a total of 9 days, with 2 days each in March and May, and the rest in April. The demonstrations focus on different charging characteristics, with the March and April demonstration clearly focusing on low-power depot charging, and the May demonstration focusing on the high-power opportunity charging. The measurement data provided included the time, speed, and distance travelled data taken at 5-minute intervals. The sampling rate of the provided data is not sufficient to perform simulation and, therefore, each five-minute interval was replaced by the standard SORT driving cycle whose mean velocity was adjusted to match the measured speed value if the distance covered by the adjusted driving cycle was less than or equal to the actual distance traversed during that five-minute interval. If, on the other hand, the adjusted driving cycle covered a larger distance than the actual measured value, the simulation was conducted assuming a constant velocity for that five-minute interval. The measurement also consisted of the battery SoC level at different points during the demonstration. These SoC values are used to verify the simulation results by comparing the simulated SoC values with the actual demonstration SoC values at the same point in time. The simulation assumptions were tuned to give the scenario configuration that provides a simulation with the closest match between the simulated SoC values and measured SoC values.  
Figure 7 illustrates the driving and charging scenario constructed from the demonstration data provided for March 29 th and 31 st, April 7 th, 12 th & 13 th, and 20 th & 21 st, and May 6 th and 12 th. The driving and charging scenario will be shown within the same plot. There is no charging taking place between the 20 th and 21 st; the vehicle is switched off and restarted the next day. The estimated (average) power of the charger used during the March and April demonstrations is 18 kW, thus making it an AC charger in the depot; the estimated power of the charger used for the May demonstrations is 290 kW, thus making it a DC fast charger used for opportunity charging. The charging duration is determined by the type of charger, with opportunity charging active for 10 minutes, while the depot charging is active for hours. The total increase in battery SoC during charging was used to estimate the rated power of the charger.  
Table 5 lists the estimates of the driving scenario that gave the closest SoC match between the simulated values and demonstration measurements. Based on these estimates, Figure 8 shows the validation output of the simulation framework.  
\begin{table}
\begin{tabular}{c c c c} \hline \hline
**Parameter to Be Estimated** & **March** & **April** & **May 6 th** & **May 12 th** \\ \hline Passenger load & Driver only & Full load & Full load followed by driver only \\ \hline Cabin setpoint temperature & 20 \({}^{\circ}\)C & 15 \({}^{\circ}\)C & 20 \({}^{\circ}\)C \\ \hline Charging type & Depot & Opportunity \\ \hline Charging power & 18 kW & 290 kW \\ \hline Battery capacity & \multicolumn{3}{c}{120 kWh} \\ \hline Initial battery age & \multicolumn{3}{c}{Relative capacity degradation of 20\%} \\ \hline RBS cutoff velocity & \multicolumn{3}{c}{RBS active when vehicle speed above 1.5 m/s} \\ \hline \hline \end{tabular}
\end{table}
Table 5: Estimation of the driving scenario configuration for the Osnabruck demonstration.