2019 6th International Conference on Electric Vehicular Technology (ICEVT)
November 18-21, 2019, Bali, Indonesia
Energy Consumption Simulation and Analysis of
Rear-Driven Electric Bus with Regenerative
Braking
Metha Islameka
Department of Engineering Physics,
Institut Teknologi Bandung,
Bandung, Indonesia
methaislameka@gmail.com
Edi Leksono
Department of Engineering Physics,
Institut Teknologi Bandung,
Bandung, Indonesia
edi@tf.itb.ac.id
Abstract—The Indonesian government plans to change
the Transjakarta bus into an electric bus. Therefore, we
analyze the energy consumption of rear-drive electric buses
with regenerative braking to estimate the specifications of
the electric motor and the batteries needed for one cycle of
driving. BYD C6 and ITB electric buses will be compared
using the driving cycle in the Transjakarta corridor 1
(Kota—Blok M). Transjakarta corridor 1 driving cycle data
is collected several times to get varied driving cycles. The
electric bus energy consumption model was created using
Matlab/Simulink. The simulation is conducted by using the
data bus specifications of BYD C6 and ITB. The results show
that BYD C6 electric buses have more SOC battery
remaining in one cycle of driving due to a larger amount of
battery charge. However, ITB electric bus can recover more
energy from the regenerative braking system due to the
larger motor specifications.
Keywords—energy consumption, mathematical modeling,
regenerative braking, energy recovery, electric bus
I. INTRODUCTION
Electric buses are vehicles that use electricity as a
driving force. Because it does not use a combustion motor,
electric buses do not produce exhaust emissions which can
increase air pollution in an area (zero emission) [1].
Electric buses can also reduce noise pollution because
electric drive engines do not cause noise [2]. In addition,
like electric vehicles in general, maintenance of electric
buses is relatively easier and cheaper than buses with fuel
motor drives [3].
However, there are two main problems related to the
use of electric buses today. First, electric buses still cause
concern for users or better known as range anxiety. The
current energy storage density of batteries is still far lower
than gasoline fuel, so electric buses can only carry a
limited amount of electrical energy [4]. This is exacerbated
by the lack of availability of electric energy charging
station infrastructure. The second problem is related to the
efficiency of energy consumption that has the potential to
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Irsyad Nashirul Haq
Department of Engineering Physics,
Institut Teknologi Bandung,
Bandung, Indonesia
National Center for Sustainable Transportation Technology
Bandung, Indonesia
irsyad@tf.itb.ac.id
Brian Yuliarto
Department of Engineering Physics,
Institut Teknologi Bandung,
Bandung, Indonesia
brian@tf.itb.ac.id
be continuously improved. The use of electric power on
electric buses provides many opportunities to continue to
improve energy efficiency ranging from optimization of
the battery management system to the development of
certain systems to increase the reach mileage that can be
achieved by electric vehicles. [5]
In this work, an analysis of the energy consumption of
a rear-drive electric bus is performed to show which
electric bus specifications are better for certain driving
cycles. Types of electric buses used for comparison are
types of ITB medium electric buses and BYD C6 medium
electric buses. Comparisons are conducted with
simulations of the two electric buses on a model that has
been made before. Input on the electric bus energy
consumption model is the Transjakarta corridor 1 driving
cycles (Kota—Blok M) and the specifications of each
electric bus. The output of the energy consumption model
is SOC batteries of the electric buses that have been used.
II. EXPERIMENTAL METHOD
A. Electric Bus Specifications
The electric buses used in this work are ITB medium
electric buses and BYD C6 medium electric buses. Fig. 1
shows the display of those two types of medium bus. The
specifications of the ITB and BYD C6 electric buses are
shown in Table I. Some assumption data can be seen in the
BYD Medium C6 electric bus specifications. The
assumption data on BYD Medium C6 electric bus is wheel
radius data and total gear ratio. The values of the two data
are equated with the values of the ITB Medium-type
electric bus specification data because these two types of
electric buses are both medium types. Table II shows the
specifications of the electric motor used by ITB and BYD
C6 electric buses. The efficiency data of the motor used on
BYD Medium C6 electric buses uses assumption data of
90%. Table III shows the specifications of the batteries
used by each electric bus. The assumption data on BYD
105
Medium C6 type electric buses is on the voltage and
resistance values in the battery. Fig. 2. Block diagram of the electric bus model
BYD C6
1. Driveline Component
The driveline component contains modeling the force
balance on an electric bus. Fig. 3 shows the forces acting
on a moving electric bus.

ITB

Fig. 1. BYD C6 and ITB electric bus

Fig. 3. The forces acting on an electric bus
TABLE I. ELECTRIC BUS SPECIFICATIONS
The force acting on an electric bus or generally on
Description Symbol ITB BYD C6 Unit moving objects is based on the d'Alembert principle. The
Mass Electric Bus m 5325.28 5650 kg d'Alembert principle states that dynamic systems can be
Maximum Gross Mass mgross 7885.28 7255 kg simplified into static systems by adding fictitious forces,
Frontal Area Af 5.82 5.35 m2 also known as inertia forces. The value of this fictional
Wheel Radius r 0.37 0.37a m
Total Gear Ratio G 6.1 6.1a -
force or inertial force is as large as the resultant force F
Auxiliary Load P 2046.58 2052.25 W acting at the center of mass of an object that accelerates but
a.
Assumption data
has the opposite direction.
Ft(t) – FR(t) = 0 (1)
TABLE II. ELECTRIC MOTOR SPECIFICATIONS ON ELECTRIC BUS
Ft(t) = Fi(t) + Ra(t) + Rrl(t) + Rg(t) (2)
Description Symbol ITB BYD C6 Unit
Continuous torque τ 440 - Nm Where Ft(t) is a traction force acting on an object at a
Maximum torque τmax 700 550 Nm certain time and FR(t) is a resistance force that needs to be
Continuous Power Pmotor 150000 - W overcome by traction force at a certain time. The existing
Maximum power Pmaxmotor 220000 150000 W resistance force on an electric bus in the form of Ra(t) is
Motor Efficiency η 94 90a %
a.
aerodynamic resistance at a certain time, Rrl(t) is the
Assumption data
resistance of the wheel rotation at a certain time, Rg(t) is
the resistance of the road slope at a certain time, and Fi(t)
TABLE III. BATTERY SPECIFICATIONS ON ELECTRIC BUS
is a style of inertia at a certain time. Equation (3) is an
Description Symbol ITB BYD C6 Unit equation used to get the electric bus inertia value.
Battery Capacity E 60.5 135 kWh
Electrical charge C 168 - Ah Fi(t) = m a(t) (3)
Voltage V 360 540a V
Resistance R 0.03 0.1a Ω
Where m is the mass of the object, where in this study
a.
is the mass of the electric bus, and a(t) is the acceleration
Assumption data
of the electric bus at a certain time. Fig. 3 shows an
B. Modeling of Electric Bus Energy Consumption illustration of the various forces acting on an electric bus
Modeling on an electric bus is made based on the flow while moving. Calculation of each resistance that occurs
of power to each component of the wheel—battery. The on an electric bus is formulated in (4)—(6).
input used in the model is speed data based on driving Ra(t) = ρ Cd Af v(t)2 / 2 (4)
cycles and electric bus specifications. The output in the
model is battery DoD (Depth of Discharge) data and Rrl(t) = frl(t) W (5)
required battery energy consumption. Fig. 2 shows the Rg(t) = W sin θ (6)
block diagram of the electric bus.
Where ρ is the density of air, Cd is the aerodynamic
coefficient, Af is the surface area of the front of the electric
Driveline Gearbox Battery
bus, v(t) is the speed of the electric bus at a certain time,
INPUT OUTPUT frl(t) is the coefficient of resistance of the wheel rotation at
Braking Electric a certain time, W is the weight of the electric buses, as well
System Motor as sin θ refer to the slope of the road that the electric bus
Model
goes through. The value of the wheel rotation resistance

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coefficient can be determined using (7) [6]. Equation (8) is
used to calculate the amount of sin θ.
frl(t) = 0.01 (1 + (v(t) / 147))
sin θ = i(t) / (i(t)2 + j(t)2)1/2
Where i(t) is the elevation value of the road that was
passed at a certain time and j(t) is the value of the distance
between the position points of each data collection at a
certain time. Both of these data were obtained using GPS.
2. Braking System Component
The braking system component contains a braking
force control system that has been pre-treated on the
driveline component. The amount of braking force is
distributed based on the front and rear axle braking ratio,
the value of which is obtained from the maximum value of
the front and rear axle braking forces of the vehicle [7].
Equation (9) shows the braking force ratio for the front
and rear axle of the vehicle.
Kbf / Kbr = Fbfmax / Fbrmax
Where Kbf and Kbr each represent the proportion of
the total braking force for the front axle and rear axle and
Fbfmax and Fbrmax respectively are the maximum braking
forces for the front axle and rear axle. Determination of
the maximum braking force on the front and rear axles is
limited by the ideal braking distribution curve. This value
limits when the front and rear wheels will be locked. If the
braking force ratio is above the ideal braking distribution
curve, the rear wheels will be locked earlier than the front
wheels. Conversely, if the braking force operation falls
below the ideal braking distribution curve, the front
wheels will be locked before the rear wheels [8]. If the
braking forces on the front and rear wheels follow the
ideal braking distribution curve, the front and rear wheels
will be locked together when the braking force reaches the
adhesion limit between the road and the wheels [9]. The
ideal braking distribution curve is formulated by (10) and
(11) [10].
Fbf = μ ((W / L) (lr + (μ h)))
Fbr = [(W/h) (lr2 + (4hLFbf/W)1/2) – ((Wlr/h) + 2Fbf)]/2
(11)
Where Fbf and Fbr are respectively the braking force
on the front axle and rear axle, μ is the coefficient of
friction between the wheels and the road, L is the distance
between the front and rear axles on an electric bus or
wheelbase, lr is the distance between the rear axle and the
center of mass from electric bus, and h is the distance
between the center of mass and the surface/road.
3. Gearbox Component
The gearbox component contains the conversion
dynamics of translation to rotation. Equation (12)–(14)
shows the conversion of that quantity.
ω(t) = G v(t) / r
τt(t) = r Ft(t) / G
τregen(t) = r Fregen(t) / G
Where ω(t) is the angular speed of the motor at a
certain time, G is the total gear ratio, r is the wheel radius,
τt(t) is the motor traction torque at a certain time, τregen(t)
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is the regenerative torque at a certain time, and Fregen(t) is
a regenerative force at a certain time.
(7) 4. Electric Motor Component
Electric motor component also serves as generators.
(8) This component contains the conversion of torque from
the gearbox component into power on an electric motor.
The amount of torque that enters the electric motor
component is limited by the maximum specification data
of the electric motor used. Equation (15) shows the limits
on the allowed electric motor power.
Pmotor(t) = τ(t) ω(t) (15)
With restrictions,
τ(t) < τmaxmotor
τ(t) < Pmaxmotor / ω(t)
Where Pmotor(t) is the electric motor power at a certain
time, τ(t) is the torque of the electric motor at a certain
(9) time, ω(t) is the angular speed of the electric motor at a
certain time, τmaxmotor(t) is the maximum torque of the
electric motor, and Pmaxmotor(t) is the maximum power of
an electric motor.
5. Battery Component
The battery component contains the conversion of
power from an electric motor to DoD that has been used
on a battery on an electric bus. Input on this component is
the power coming out of the motor, auxiliary load,
voltage, and resistance in the battery. Auxiliary load in the
form of constant power needed during the electric bus
runs, namely from the use of air conditioners, fans, and
lights. Equation (16) shows the calculation of the amount
of current entering the battery based on available input
data.
I(t) = (Voc – (Voc2 – 4 Rint Prequired(t))1/2) / 2Rint (16)
Where I(t) is the current that enters the battery at a
certain time, Voc is the open circuit voltage of the battery,
Rint is an internal resistance in the battery, and Prequired(t) is
(10) the total power needed of the electric bus at a certain time.
Next is to calculate the battery's internal power using (17).
Pbatt(t) = Voc I(t) (17)
Where Pbatt is the battery power based on the amount
of incoming current, the value of which is obtained from
(16), at a certain time. From these power data, the
researcher can find out the decrease in electric bus energy
during the trip using (18).
Ebatt(t) = E0 + (− ( )) (–Pbatt(t)) dt (18)
Where Ebatt is the amount of battery energy used at a
certain time, E0 is the initial energy of the battery, and ti is
time i second from driving cycles. A large decrease in
battery energy can be seen by multiplying the value of
(12) Pbatt(t) by -1 and using (19) as E0.
(13) E0 = 3.6 106 E SOCinitial (19)
(14) Where E is the capacity of the battery and SOCinitial is
the initial predetermined SOC. In this study, the initial
SOC was considered to be 100%. Next is to determine the
amount of SOC based on the amount of energy.
SOC(t) = (Ebatt(t) / E) 100 (20)
107
 Where SOC(t) is the amount of SOC battery at a
certain time.
C. Collecting Driving Cycle
The driving cycle used to estimate the energy consumption
needed by two types of medium electric buses, namely
BYD Medium C6 electric buses and ITB Medium type
electric buses is a driving cycles based on corridor 1
Transjakarta. This is conducted based on the plan to
change Transjakarta buses into electric buses.
(a)
Fig. 1 Corridor Transjakarta route 1 (a) Kota—Blok M and (b) Blok M—
Kota
Fig. 4 shows the Transjakarta corridor 1 route. Drive cycle
recording using the GPS-based OsmAnd Android
application and speedometer. The application will record
any changes in position at a certain time with GPS. Next is
to calculate the speed based on the point of each position at
each time with (21).
v(t) = Δs(t) / Δt
Where v(t) is the speed of a moving vehicle, in this
study it is an electric bus, at a certain time, Δs(t) is a
change in vehicle position at a certain time, and Δt is a
change in the time it takes for a vehicle to move position.
Because the GPS feature basically records changes in
position within a certain time, researcher will only take
position change data from the vehicle to calculate how
much speed is between one point and another. This is
because the calculation error between the speed value of
the application is a fairly large around 20-30%. Here is one
example of the difference in speed values calculated based
on the application and use of (21) in the driving cycle from
Kota to Blok M on February 9, 2019 in the first 110
seconds.
25
20
Speed (m/s)
15
10
5 (y – y1) / (y2 – y1) = (x – x1) / (x2 – x1)
0 Where y is the value of new data to be searched, y1 is
0 10 20 30 40 50 60 70 80
Application Calculated
Fig. 2 Comparison of speed values based on application usage and
calculation
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Fig. 5 shows a comparison of speed values based on
the use of the Android application to record speed on a
vehicle and calculations using a record of changing
position in a certain time span. Significant differences were
seen in the first second and 50th seconds. Because the
differences in speed values were quite significant, the
speed data used as the driving cycle in this study chose to
use speed values based on calculations. Calculations made
are also based on the position record of the GPS-based
speed record application.
In addition to the differences in the speed value of the
application and based on calculations, there are some data
corrections made such as speed data that should be 0 m/s,
speed data that are not recorded every second and data
whose speed changes are not reasonable. Examples of data
that should have a value of 0 m/s is when a vehicle is at a
stop that should have a speed of 0 m/s because the vehicle
is stopping but instead it is recorded that there is a speed
value. To overcome this, researcher examined each point
based on longitude and latitude recorded from the GPS
feature. The researcher then changed the speed value when
b) the vehicle was at the stop to be 0 m/s. Following is an
example of changing the speed value to 0 m/s at the
Glodok from the February 9 driving cycle from Kota to
Blok M with the same data as Fig. 5.
25
20
Speed (m/s)
15
10
(21)
5
0
0 10 20 30 40 50 60 70 80 90 100 110
Before After Time (s)
Fig. 3 Change the speed value to 0 m/s at Glodok
Fig. 6 shows changing the speed value at 70 to 100
seconds to 0 m/s. Based on the latitude and longitude
checks of the GPS feature, it shows that at 70 to 100
seconds, the vehicle is at Glodok. So, the researcher
changed the speed value to 0 m/s. This is also done for
other data that should have a value of 0 m/s while at the
bus stop. Next is to overcome data that is not recorded at a
particular second. The minimum time interval to record the
point for each change is 1 second. As can be seen from the
fragments of data in Fig. 4 and Fig. 5 that GPS does not
consistently record data every second.
To overcome this anomalous data, (22) is used to
perform linear regression for each blank data between two
data.
(22)
90 100 110 the value on the first point, y2 represents the value at the
Time (s) second point, x is the second for the value of new data to
be searched, x1 is the second on the first point, and x2 is
second on the second point. The following improvements
were made to the same data as in Fig. 5.
108
 Commission for Europe) Regulation. Fig. 8 shows
25 changing data spikes by linear interpolation.
20
III. RESULTS AND DISCUSSIONS
Speed (m/s)

15
A. Electric Bus Model
10
Electric bus modeling is conducted using
5 Matlab/Simulink R2018. Fig. 9 shows the flow of speed
0 and acceleration input from the driving cycle until it can
0 10 20 30 40 50 60 70 80 90 100 110 determine how much energy the vehicle needs is seen from
After Before Time (s) the amount of remaining SOC in the battery.
B. Driving Cycles
Fig. 4 Filling blank data with linear interpolation
Fig. 10 shows variations of driving cycles. The
Fig. 7 shows the difference between before and after average of each condition from the first condition is

Fig. 6 Electric Bus System Block Model

filling in the blank data between points with linear
interpolation. This is also done for all data lost in each
driving cycle so that each driving cycle will have an
interval of 1 second each. Next is overcoming data that has
an unnatural spike in value. Basically, the rate of
acceleration and deceleration of a vehicle is classified by
comparing the value of the acceleration or deceleration
with the acceleration of gravity.
z(t) = a(t) / g
Where z(t) is the braking force or acceleration of a
vehicle at a certain time, a(t) is an acceleration or
deceleration of a vehicle, in this study is an electric bus, at
a certain time, and g is an acceleration of gravity.
16.52, 4.9, 13.5, and 2.6. Based on these averages, it can
be seen that Condition 4 shows the most congested traffic
conditions. It can also be seen from the time needed for
one cycle in condition 4 requires the most time.
C. Comparison Results
The electric bus model simulation is conducted using
the ITB Medium electric bus data and BYD Medium C6
type electric bus data. This is because the type of ITB
(23) electric bus and BYD C6 are both Medium types. The ITB
Medium type electric bus is better on the performance of
the electric motor while the BYD Medium C6 electric bus
has a battery energy capacity that is up to 2 times more
than the capacity of the Medium type ITB electric bus.

25
20 100 Condition 1
Speed (m/s)

Condition 2
15
Condition 3
Speed (km/h)

10 Condition 4
50
5
0
0 10 20 30 40 50 60 70 80 90 100 110
0
Before After Time (s) 0 50 Time (minute) 100 150

Fig. 5 Changing data spikes with linear interpolation Fig. 7 Driving cycles with various conditions

There are several data spikes that cause the value of 50 Non-regen Regen
Energy (kWh)

acceleration and deceleration even to exceed 1g. To

overcome this, researcher deleted the spike data and
replaced it with linear interpolation. Data improvements
continued until the acceleration and deceleration values of 0
C6 ITB C6 ITB C6 ITB C6 ITB
the vehicle were below 0.8g. That value is determined
based on the maximum limit of the ECE (Economic Condition 1 Condition 2 Condition 3 Condition 4

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Fig. 8 Driving cycles with various conditions Technology (NCSTT) under USAID-SHERA Program,
and World Class University (WCU) Program managed by
The mass of C6 electric bus vehicles and ITB Medium Institut Teknologi Bandung.
type electric buses are respectively 7255 kg with a
passenger capacity of up to 24 people and 7885.28 kg with REFERENCES
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ACKNOWLEDGMENT
This research was partially funded by Lembaga
Pengelola Dana Pendidikan (LPDP), the Indonesian
Ministry of Research, Technology and Higher Education
through National Centre for Sustainable Transportation

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