FEDERAL TRANSIT BUS TEST
Performed for the Federal Transit Administration U.S. DOT
In accordance with CFR 49, Volume 7, Part 665
Manufacturer: Proterra Inc.
Model: BE40
Submitted for Testing in Service-Life Category
12 Year /500,000 Miles
May 2015
Report Number: LTI-BT-R1406
The Thomas D. Larson
Pennsylvania Transportation Institute
201 Transportation Research Building
The Pennsylvania State University
University Park, PA 16802
(814) 865-1891
Bus Testing and Research Center
2237 Old Route 220 North
Duncansville, PA 16635
(814) 695-3404
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Page 2 of 150
TABLE OF CONTENTS
Page
EXECUTIVE SUMMARY .......................................................................................................................... 4
ABBREVIATIONS .................................................................................................................................... 6
BUS CHECK-IN ....................................................................................................................................... 7
1. MAINTAINABILITY
1.1
1.2
1.3
ACCESSIBILITY OF COMPONENTS AND SUBSYSTEMS ....................................... 22
SERVICING, PREVENTATIVE MAINTENANCE, AND REPAIR AND
MAINTENANCE DURING TESTING ........................................................................... 25
REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS ......................... 30
2. RELIABILITY - DOCUMENTATION OF BREAKDOWN AND REPAIR
TIMES DURING TESTING ................................................................................................................ 34
3. SAFETY - A DOUBLE-LANE CHANGE (OBSTACLE AVOIDANCE TEST) .................................... 38
4. PERFORMANCE TESTS
4.1
PERFORMANCE - AN ACCELERATION, GRADEABILITY, AND TOP
SPEED TEST ................................................................................................................ 41
4.2
PERFORMANCE – BUS BRAKING PERFORMANCE TEST………………………….. 45
5. STRUCTURAL INTEGRITY
5.1
5.2
5.3
5.4
5.5
5.6
5.7
STRUCTURAL STRENGTH AND DISTORTION TESTS - STRUCTURAL
SHAKEDOWN TEST ...................................................................................................
STRUCTURAL STRENGTH AND DISTORTION TESTS - STRUCTURAL
DISTORTION ...............................................................................................................
STRUCTURAL STRENGTH AND DISTORTION TESTS - STATIC
TOWING TEST ............................................................................................................
STRUCTURAL STRENGTH AND DISTORTION TESTS - DYNAMIC
TOWING TEST ............................................................................................................
STRUCTURAL STRENGTH AND DISTORTION TESTS
- JACKING TEST .........................................................................................................
STRUCTURAL STRENGTH AND DISTORTION TESTS
- HOISTING TEST ........................................................................................................
STRUCTURAL DURABILITY TEST ............................................................................
6. FUEL ECONOMY TEST - A FUEL CONSUMPTION TEST USING AN
APPROPRIATE OPERATING CYCLE .........................................................................................
51
55
67
71
74
76
78
108
7. NOISE
7.1
7.2
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INTERIOR NOISE AND VIBRATION TESTS .........................................................
EXTERIOR NOISE TESTS ......................................................................................
140
145
Page 3 of 150
EXECUTIVE SUMMARY
Proterra Inc., submitted a model BE40, electric-powered 41 seat (including the
driver) 42-foot bus, for a 12 yr./500,000 mile STURAA test. The odometer reading at
the time of delivery was 2,861 miles. Testing started on June 19, 2014 and was
completed on April 10, 2015. The Check-In section of the report provides a description
of the bus and specifies its major components.
The primary part of the test program is the Structural Durability Test, which also
provides the information for the Maintainability and Reliability results. The Structural
Durability Test was started on July 2, 2014 and was completed on April 3, 2015.
The interior of the bus is configured with seating for 41 passengers including the
driver. Free floor space will accommodate 38 standing passengers resulting in a
potential load of 79 persons. At 150 lbs per person, this load results in a measured
gross vehicle weight of 39,390 lbs. Note: at gross vehicle weight the front axle reaction
exceeds the front GAWR by 1,800 lbs.
The first segment of the Structural Durability Test was performed with the bus
loaded to a GVW of 39,390 lbs. The middle segment was performed at a seated load
weight of 33,750 lbs and the final segment was performed at a curb weight of 27,370
lbs. Durability driving resulted in unscheduled maintenance and failures that involved a
variety of subsystems. A description of failures and a complete and detailed listing of
scheduled and unscheduled maintenance are provided in the Maintainability section of
this report.
Effective January 1, 2010 the Federal Transit Administration determined that the
total number of simulated passengers used for loading all test vehicles will be based on
the full complement of seats and free-floor space available for standing passengers
(150 lbs per passenger). The passenger loading used for dynamic testing will not be
reduced in order to comply with Gross Axle Weight Ratings (GAWR’s) or the Gross
Vehicle Weight Ratings (GVWR’s) declared by the manufacturer. Cases where the
loading exceeds the GAWR and/or the GVWR will be noted accordingly. During the
testing program, all test vehicles transported or operated over public roadways will be
loaded to comply with the GAWR and GVWR specified by the manufacturer.
Accessibility, in general, was adequate, components covered in Section 1.3
(Repair and/or Replacement of Selected Subsystems) along with all other components
encountered during testing, were found to be readily accessible and no restrictions were
noted.
The Reliability section compiles failures that occurred during Structural Durability
Testing. Breakdowns are classified according to subsystems. The data in this section
are arranged so that those subsystems with more frequent problems are apparent. The
problems are also listed by class as defined in Section 2. The test bus encountered no
Class 1 failures. The one Class 2 failure occurred with the body structure. Of the
remaining 32 failures 24 were Class 3 and eight were Class 4.
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The Safety Test, (a double-lane change, obstacle avoidance test) was safely
performed in both right-hand and left-hand directions up to a maximum test speed of 45
mph. The performance of the bus is illustrated by a speed vs. time plot. Acceleration
and gradeability test data are provided in Section 4, Performance. The average time to
obtain 50 mph was 39.54 seconds. The Stopping Distance phase of the Brake Test
was completed with the following results; for the Uniform High Friction Test average
stopping distances were 37.62’ at 20 mph, 66.58’ at 30 mph, 125.84’ at 40 mph and
173.46’ at 45 mph. The average stopping distance for the Uniform Low Friction Test
was 34.00’. There was no deviation from the test lane during the performance of the
Stopping Distance phase. During the Stability phase of Brake Testing the test bus
experienced no deviation from the test lane but did experience pull to the left during
both approaches to the Split Friction Road surface. The Parking Brake phase was
completed with the test bus maintaining the parked position for the full five minute
period with no slip or roll observed in both the uphill and downhill positions.
The Shakedown Test produced a maximum final loaded deflection of 0.190
inches with a permanent set ranging between -0.003 to 0.002 inches under a distributed
static load of 28,575 lbs. The Distortion Test was completed with all subsystems, doors
and escape mechanisms operating properly. No water leakage was observed
throughout the test. All subsystems operated properly.
The Static Towing Test was performed using a target load (towing force) of
32,844 lbs. All four front pulls were completed to the full test load with no damage or
deformation observed. The Dynamic Towing Test was performed by means of a frontlift tow. The towing interface was accomplished using a hydraulic under-lift wrecker.
The bus was towed without incident and no damage resulted from the test. The
manufacturer does not recommend towing the bus from the rear, therefore, a rear test
was not performed. The Jacking and Hoisting Tests were also performed without
incident. The bus was found to be stable on the jack stands, and the minimum jacking
clearance observed with a tire deflated was 3.6 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and
commuter courses. The results are reported in the fuel economy section beginning on
page 108.
A series of Interior and Exterior Noise Tests was performed. These data are
listed in Section 7.1 and 7.2 respectively.
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ABBREVIATIONS
ABTC
- Altoona Bus Test Center
A/C
- air conditioner
ADB
- advance design bus
ATA-MC - The Maintenance Council of the American Trucking Association
CBD
- central business district
CW
- curb weight (bus weight including maximum fuel, oil, and coolant; but
without passengers or driver)
dB(A)
- decibels with reference to 0.0002 microbar as measured on the "A" scale
DIR
- test director
DR
- bus driver
EPA
- Environmental Protection Agency
FFS
- free floor space (floor area available to standees, excluding ingress/egress areas,
area under seats, area occupied by feet of seated passengers, and the vestibule area)
GVL
- gross vehicle load (150 lb for every designed passenger seating
position, for the driver, and for each 1.5 sq ft of free floor space)
GVW
- gross vehicle weight (curb weight plus gross vehicle load)
GVWR
- gross vehicle weight rating
MECH
- bus mechanic
mpg
- miles per gallon
mph
- miles per hour
PM
- Preventive maintenance
PSTT
- Penn State Test Track
PTI
- Pennsylvania Transportation Institute
rpm
- revolutions per minute
SAE
- Society of Automotive Engineers
SCH
- test scheduler
SA
- staff assistant
SLW
- seated load weight (curb weight plus 150 lb for every designed passenger seating
position and for the driver)
STURAA - Surface Transportation and Uniform Relocation Assistance Act
TD
- test driver
TECH
- test technician
TM
- track manager
TP
- test personnel
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Page 6 of 150
TEST BUS CHECK-IN
I. OBJECTIVE
The objective of this task is to log in the test bus, assign a bus number, complete
the vehicle data form, and perform a safety check.
II. TEST DESCRIPTION
The test consists of assigning a bus test number to the bus, cleaning the bus,
completing the vehicle data form, obtaining any special information and tools from the
manufacturer, determining a testing schedule, performing an initial safety check, and
performing the manufacturer's recommended preventive maintenance. The bus
manufacturer must certify that the bus meets all Federal regulations.
III. DISCUSSION
The check-in procedure is used to identify in detail the major components and
configuration of the bus.
The test bus consists of a Proterra Inc., model BE40. The bus has a front door
equipped with a Ricon, model RIFR25517-10600000 electric fold-out handicap ramp
located forward of the front axle. The rear passenger door is located forward of the rear
axle. Power is provided by 8 Proterra model TerraVolt100a Lithium Titanate fastcharge battery packs, energizing, a UQM High Voltage Drive Motor, model PP220
coupled to an Eaton model EEV-7202 transmission.
The measured curb weight is 12,090 lbs. for the front axle and 15,280 lbs. for the
rear axle. These combined weights provide a total measured curb weight of 27,370 lbs.
There are 41 seats including the driver and room for 38 standing passengers bringing
the total passenger capacity to 79. Gross load is 150 lbs. x 79 = 11,850 lbs. At full
capacity, the measured gross vehicle weight is 39,390 lbs. Note: at gross vehicle
weight the front axle is 1,800 lbs. over the front GAWR.
Effective January 1, 2010 the Federal Transit Administration determined that the
total number of simulated passengers used for loading all test vehicles will be based on
the full complement of seats and free-floor space available for standing passengers
(150 lbs. per passenger). The passenger loading used for dynamic testing will not be
reduced in order to comply with Gross Axle Weight Ratings (GAWR’s) or the Gross
Vehicle Weight Ratings (GVWR’s) declared by the manufacturer. Cases where the
loading exceeds the GAWR and/or the GVWR will be noted accordingly. During the
testing program, all test vehicles transported or operated over public roadways will be
loaded to comply with the GAWR and GVWR specified by the manufacturer.
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Page 7 of 150
VEHICLE DATA FORM
Page 1 of 7
Bus Number: 1406
Arrival Date: 6-11-14
Bus Manufacturer: Proterra
Vehicle Identification
Number (VIN): 1M9TH16J0ES816064
Model Number: BE40
Date: 6-11-14
Personnel: T.S., S.R. & E.D.
WEIGHT:
Individual Wheel Reactions:
Weights
(lb)
Front Axle
Middle Axle
Rear Axle
Right
Left
Right
Left
Right
Left
CW
5,540
6,550
N/A
N/A
7,980
7,300
SLW
6,500
7,850
N/A
N/A
10,020
9,380
GVW
8,200
9,260
N/A
N/A
11,240
10,690
Total Weight Details:
Weight (lb)
CW
SLW
GVW
GAWR
12,090
14,350
17,460
15,660
N/A
N/A
N/A
N/A
Rear Axle
15,280
19,400
21,930
23,840
Total
27,370
33,750
39,390
Front Axle
Middle Axle
GVWR: 39,550
Dimensions:
Length (ft/in)
42 / 7.5
Width (in)
102.0
Height (in)
134.0
Front Overhang (in)
104.0
Rear Overhang (in)
111.0
Wheel Base (in)
296.5
Wheel Track (in)
Front: 86.5
Rear: 77.0
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Page 8 of 150
VEHICLE DATA FORM
Page 2 of 7
Bus Number: 1406
Date: 06-11-14 & 06-12-14
CLEARANCES:
Lowest Point Outside Front Axle
Location: Body
Clearance(in): 8.8
Lowest Point Outside Rear Axle
Location: Transmission Cradle
Clearance(in): 7.9
Lowest Point between Axles
Location: Body
Clearance(in): 8.0
Ground Clearance at the center (in)
8.0
Front Approach Angle (deg)
8.2
Rear Approach Angle (deg)
8.8
Ramp Clearance Angle (deg)
3.1
Aisle Width (in)
Front: 25.8
Rear: 25.1
Inside Standing Height at Center
Aisle (in)
Front: 91.0
Rear: 74.2
BODY DETAILS:
Body Structural Type
Composite Monocoque Body
Frame Material
High Strength Low Alloy Steel Suspension Interfaces
Body Material
Composite
Floor Material
Composite
Roof Material
Composite
Windows Type
Window Mfg./Model No.
Number of Doors
■ Fixed
□Movable
Arrow / AS3 DOT411
1
Front
1 Rear
Mfr. / Model No.
Front: Ventura / IG41100
Rear: Ventura / IG41250
Dimension of Each Door (in)
Front: 36.0 x 74.8
Rear: 41.7 x 76.1
Passenger Seat Type
Mfr. / Model No.
Driver Seat Type
Mfr. / Model No.
Number of Seats (including Driver)
1406
□ Cantilever
■Pedestal
□ Other
(explain)
USSC / 4 One / Gemini
■Air
□ Spring
□ Other
(explain)
Recaro / 8H8.31.A21.VC11
41 or 35 + 2 Wheelchair positions
Page 9 of 150
VEHICLE DATA FORM
Page 3 of 7
Bus Number: 1406
Date: 06-11-14 & 06-12-14
BODY DETAILS (Contd..)
Free Floor Space ( ft2 )
61.5
Height of Each Step at Normal
Position (in)
Front
Step Elevation Change - Kneeling
(in)
1. 15.5
2. N/A
3. N/A
4. N/A
Middle 1. N/A
2. N/A
3. N/A
4. N/A
Rear
2. N/A
3. N/A
4. N/A
1. 16.0
Front: 2.9
Rear: 2.8
ENGINE
Type
□C.I.
□ Alternate Fuel
□ S.I.
■ Other (Electric)
Mfr. / Model No.
UQM High Voltage Drive Motor: 20080033 / PP220 S/N 100058
UQM High Voltage Controller: 15045 / 1000T-018
Location
□ Front
□Rear
■ Other (explain):
Midway underneath of
vehicle
Fuel Type
□ Gasoline
□ CNG
□ Methanol
□Diesel
□ LNG
■ Other (explain):
Battery Power
Fuel Tank Capacity (indicate
units)
N/A
Fuel Induction Type
□Injected
Battery Packs Mfr. / Mod. #
8 – Proterra / Terra Volt100
Alternator (Generator) Mfr. /
Model No.
N/A
Maximum Rated Output
(Volts / Amps)
Air Compressor Mfr. / Model No.
Maximum Capacity (ft3 / min)
Starter Type
Starter Mfr. / Model No.
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□ Carburetion
■ Electric
N/A
Gardner Denver / Hydrovane / 0009-0010-07
10.3
□Electrical
□ Pneumatic
□ Other
(explain)
N/A
Page 10 of 150
VEHICLE DATA FORM
Page 4 of 7
Bus Number: 1406
Date: 06-11-14 & 06-12-14
TRANSMISSION
Transmission Type
Mfr. / Model No.
□ Manual
■Automatic
Eaton / EEV-7202
Control Type
□ Mechanical
Torque Converter Mfr. / Model No.
N/A
Integral Retarder Mfr. / Model No.
N/A
■Electrical
□ Other
SUSPENSION
Number of Axles
2
Front Axle Type
■ Independent
□Beam Axle
Mfr. / Model No.
ZF-RL 75 EC S/N: 2877097
Axle Ratio (if driven)
N/A
Suspension Type
■Air
No. of Shock Absorbers
Mfr. / Model No.
Middle Axle Type
Sachs / 48 1700 004 723 / 0501 325 486
□ Independent
N/A
Axle Ratio (if driven)
N/A
Suspension Type
□ Air
Mfr. / Model No.
Rear Axle Type
□ Independent
Axle Ratio (if driven)
7.38
Suspension Type
■Air
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□ Spring
□ Other
(explain)
N/A
ZF / AV132 / 90
Mfr. / Model No.
□ Beam Axle
N/A
Mfr. / Model No.
No. of Shock Absorbers
□ Other
(explain)
2
Mfr. / Model No.
No. of Shock Absorbers
□ Spring
■Beam Axle
S/N: 2875657
□ Spring
□ Other
(explain)
4
Sachs / 471700006149
Page 11 of 150
VEHICLE DATA FORM
Page 5 of 7
Bus Number: 1406
Date: 06-11-14 & 06-12-14
WHEELS & TIRES
Front
Rear
Wheel Mfr./ Model No.
Alcoa / 22.5 x 8.25
Tire Mfr./ Model No.
Michelin XZU2 / 305 70R 22.5
Wheel Mfr./ Model No.
Alcoa / 22.5 x 8.25
Tire Mfr./ Model No.
Michelin XZU2 / 305 70R 22.5
BRAKES
Front Axle Brakes Type
Mfr. / Model No.
Middle Axle Brakes Type
Mfr. / Model No.
Rear Axle Brakes Type
Mfr. / Model No.
Retarder Type
Mfr. / Model No.
□Cam
■ Disc
□ Other (explain)
□ Disc
□ Other (explain)
■ Disc
□ Other (explain)
Knorr / SB7000
□ Cam
N/A
□Cam
Knorr / SN7
Re-Gen
Eaton / EEV-7202
HVAC
Heating System Type
□ Air
■Water
Capacity (Btu/hr)
54,594.3
Mfr. / Model No.
Eberspächer / W3G300-RQ30-83
Air Conditioner
■Yes
□ Other
□ No
Location
Roof
Capacity (Btu/hr)
A/C Compressor Mfr. / Model No.
109,188.5
Eberspächer / W3G300-RQ30-83
STEERING
Steering Gear Box Type
Mfr. / Model No.
Hydraulic gear w/ electric pump assist
TRW / TAS85 Baldorf Reliance / EJMM3615T
Steering Wheel Diameter
18.0”
Number of turns (lock to lock)
3¾
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Page 12 of 150
VEHICLE DATA FORM
Page 6 of 7
Bus Number: 1406
Date: 06-11-14 & 06-12-14
OTHERS
Wheel Chair Ramps
Location: Front Door
Type: Electric
Wheel Chair Lifts
Location: N/A
Type: N/A
Mfr. / Model No.
Emergency Exit
RICON / RIFR2SS17-10600000
Location: Doors
Windows
Roof Hatch
S/N: 523024
Number: 2
4
2
CAPACITIES
Fuel Tank Capacity (units)
N/A
Engine Crankcase Capacity (gallons)
N/A
Transmission Capacity (gallons)
1.5
Differential Capacity (gallons)
4.49
Cooling System Capacity (gallons)
18.65
Power Steering Fluid Capacity
(quarts)
12
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Page 13 of 150
VEHICLE DATA FORM
Page 7 of 7
Bus Number: 1406
Date: 06-11-14
List all spare parts, tools and manuals delivered with the bus.
Part Number
Description
Qty.
T-171-0007 / S/N: ASM-T171641311
Hydrovane Rotary Compressor
1
20080 033 / S/N: 100058
High Voltage Drive Motor
1
012921 / EEV-7202
Eaton Transmission
1
305 / 70R / 22.5
Michelin Tires XZU2
4
K027593
Bendix Air Dryer
1
1150 CCA
X2 Power 12Volt Battery
2
006967
Heater – Therma Tech
1
Baldor Hydraulic Motor
1
P30799
High Voltage Cable “SINECO”
1
15045 / 1000T-018
High Voltage Control Unit
1
M-15C12C-TS
Hadley Mirrors
2
Mirror Arm Curbside
1
P-016753
Metal Shield / Cover
1
9883
Firestone Airbags - Rear
6
8523
Firestone Airbags - Front
2
Wire Spool – 14 gauge
1
Eaton Portable Charging Unit/Cables
1
Schematics Folder
1
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Page 14 of 150
COMPONENT/SUBSYSTEM INSPECTION FORM
Page 1 of 1
Bus Number: 1406
Subsystem
Date: 06-11-14
Checked
Air Conditioning Heating
and Ventilation

Body and Sheet Metal

Frame

Steering

Suspension

Interior/Seating

Axles

Brakes

Tires/Wheels

Exhaust

Fuel System

Power Plant

Accessories

Lift System

Interior Fasteners

Batteries

1406
Initials
Comments
T.S.
T.S.
No sheet metal
T.S.
T.S.
T.S.
T.S.
T.S.
T.S.
T.S.
T.S.
N/A
T.S.
T.S.
T.S.
T.S.
T.S.
T.S.
Page 15 of 150
CHECK - IN
PROTERRA INC.,
MODEL BE40
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Page 16 of 150
CHECK - IN CONT.
PROTERRA INC.,
MODEL BE40 EQUIPPED WITH A RICON MODEL
RIFR2SS17-10600000 ELECTRIC HANDICAP RAMP
VIN TAG
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Page 17 of 150
CHECK - IN CONT.
OPERATOR’S AREA
INTERIOR FRONT-TO-REAR
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Page 18 of 150
CHECK - IN CONT.
HIGH VOLTAGE BATTERY TRAY IN UNDERBELLY
UQM HIGH VOLTAGE DRIVE MOTOR
EATON EEV-7202 TRANSMISSION
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Page 19 of 150
CHECK - IN CONT.
ROOF AREA FORWARD
ROOF AREA AFT
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Page 20 of 150
CHECK - IN CONT.
IN-ROUTE CHARGING INTERFACE
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Page 21 of 150
1. MAINTAINABILITY
1.1 ACCESSIBILITY OF COMPONENTS AND SUBSYSTEMS
1.1-I. TEST OBJECTIVE
The objective of this test is to check the accessibility of components and
subsystems.
1.1-II. TEST DESCRIPTION
Accessibility of components and subsystems is checked, and where accessibility
is restricted the subsystem is noted along with the reason for the restriction.
1.1-III. DISCUSSION
Accessibility, in general, was adequate. Components covered in Section 1.3
(repair and/or replacement of selected subsystems), along with all other components
encountered during testing, were found to be readily accessible and no restrictions were
noted.
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Page 22 of 150
ACCESSIBILITY DATA FORM
Page 1 of 2
Bus Number: 1406
Date: 04-09-15
Checked
Initials
Oil Dipstick
N/A
J.P.
Oil Filler Hole
N/A
J.P.
Oil Drain Plug
N/A
J.P.
Oil Filter
N/A
J.P.
Fuel Filter
N/A
J.P.
Air Filter
N/A
J.P.
Belts
N/A
J.P.
Coolant Level

J.P.
Coolant Filler Hole

J.P.
Coolant Drain

J.P.
Spark / Glow Plugs

J.P.
Alternator

J.P.
Diagnostic Interface Connector

J.P.
Fluid Dip-Stick

J.P.
Filler Hole

J.P.
Drain Plug

J.P.
Bushings

J.P.
Shock Absorbers

J.P.
Air Springs

J.P.
Leveling Valves

J.P.
Grease Fittings

J.P.
Component
Comments
ENGINE :
Coolant for
batteries & drive
motor.
TRANSMISSION :
SUSPENSION :
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Page 23 of 150
ACCESSIBILITY DATA FORM
Page 2 of 2
Bus Number: 1406
Date: 04-09-15
Checked
Initials
A/C Compressor

J.P.
Filters

J.P.
Fans

J.P.
Fuses

J.P.
Batteries

J.P.
Voltage regulator

J.P.
Voltage converters

J.P.
Lighting

J.P.
Brakes

J.P.
Handicap Lifts/Ramps

J.P.
Instruments

J.P.
Axles

J.P.
Exhaust
N/A
J.P.
Fuel System
N/A
J.P.
Component
Comments
HVAC :
ELECTRICAL SYSTEM :
MISCELLANEOUS :
OTHERS :
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Page 24 of 150
1.2 SERVICING, PREVENTIVE MAINTENANCE, AND
REPAIR AND MAINTENANCE DURING TESTING
1.2-I. TEST OBJECTIVE
The objective of this test is to collect maintenance data about the servicing,
preventive maintenance, and repair.
1.2.-II. TEST DESCRIPTION
The test will be conducted by operating the NBM and collecting the following data
on work order forms and a driver log.
1. Unscheduled Maintenance
a. Bus number
b. Date
c. Mileage
d. Description of malfunction
e. Location of malfunction (e.g., in service or undergoing inspection)
f. Repair action and parts used
g. Man-hours required
2. Scheduled Maintenance
a. Bus number
b. Date
c. Mileage
d. Engine running time (if available)
e. Results of scheduled inspections
f. Description of malfunction (if any)
g. Repair action and parts used (if any)
h. Man-hours required
The buses will be operated in accelerated durability service. While typical items
are given below, the specific service schedule will be that specified by the manufacturer.
A. Service
1. Fueling
2. Consumable checks
3. Interior cleaning
B. Preventive Maintenance
4. Brake adjustments
5. Lubrication
6. 3,000 mi (or equivalent) inspection
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7. Oil and filter change inspection
8. Major inspection
9. Tune-up
C. Periodic Repairs
1. Brake reline
2. Transmission change
3. Engine change
4. Windshield wiper motor change
5. Stoplight bulb change
6. Towing operations
7. Hoisting operations
1.2-III. DISCUSSION
Servicing and preventive maintenance were performed at manufacturer-specified
intervals. The following Scheduled Maintenance Form lists the mileage, items serviced,
the service interval, and amount of time required to perform the maintenance. Table 1
is a list of the lubricating products used in servicing. Finally, the Unscheduled
Maintenance List along with Unscheduled Maintenance related photographs is included
in Section 5.7, Structural Durability. This list supplies information related to failures that
occurred during the durability portion of testing. The Unscheduled Maintenance List
includes the date and mileage at which the malfunction occurred, a description of the
malfunction and repair, and the time required to perform the repair.
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Table 1. STANDARD LUBRICANTS
The following is a list of Texaco lubricant products used in bus testing conducted by the
Penn State University Altoona Bus Testing Center:
ITEM
PRODUCT CODE
TEXACO DESCRIPTION
Engine oil
#2112
URSA Super Plus SAE 30
Transmission oil
#1866
Automatic Trans Fluid
Mercon/Dexron II
Multipurpose
Gear oil
#2316
Multigear Lubricant
EP SAE 80W90
Wheel bearing &
Chassis grease
#1935
Starplex II
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1.3 REPLACEMENT AND/OR REPAIR OF
SELECTED SUBSYSTEMS
1.3-I. TEST OBJECTIVE
The objective of this test is to establish the time required to replace and/or
repair selected subsystems.
1.3-II. TEST DESCRIPTION
The test will involve components that may be expected to fail or require
replacement during the service life of the bus. In addition, any component that
fails during the NBM testing is added to this list. Components to be included
are:
1.
2.
3.
4.
5.
Transmission
Alternator
Starter
Batteries
Windshield wiper motor
1.3-III. DISCUSSION
During the test, several additional components were removed for repair or
replacement. Following is a list of components and total repair/replacement
time.
MAN HOURS
12 volt battery tray.
2.50
Right rear air bag.
1.00
All 4 rear shock & both
rear ride height sensors.
3.50
All 4 rear air bags.
4.00
Defroster.
1.00
2 wittens for the right rear suspension.
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16.00
Right rear back up lamp.
0.50
Both front tires.
2.00
Both Vanner battery equalizers.
4.00
2 - 5 volt power supplies.
2.00
Battery tray/box hardware.
1.50
Page 30 of 150
At the end of the test, the remaining items on the list were removed and
replaced. The power train assembly took 8.00 man-hours (two men 4.00 hrs.) to
remove and replace. The time required for repair/replacement of the four
remaining components is given on the following Repair and/or Replacement
Form.
REPLACEMENT AND/OR REPAIR FORM
Page 1 of 1
Subsystem
Replacement Time
Power train
8.00 man hours
Wiper Motor
1.00 man hours
LV Batteries
0.50 man hours
HV Battery Pack
4.00 man hours
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1.3 REPLACEMENT AND/OR REPAIR OF
SELECTED SUBSYSTEMS
TRANSMISSION REMOVAL AND REPLACEMENT
(8.00 MAN HOURS)
WIPER MOTOR REMOVAL AND REPLACEMENT
(1.00 MAN HOURS)
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1.3 REPLACEMENT AND/OR REPAIR OF
SELECTED SUBSYSTEMS CONT.
LOW VOLTAGE BATTERIES REMOVAL AND REPLACEMENT
(0.50 MAN HOURS)
HIGH VOLTAGE BATTERIES REMOVAL AND REPLACEMENT
(4.00 MAN HOURS)
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2. RELIABILITY - DOCUMENTATION OF BREAKDOWN
AND REPAIR TIMES DURING TESTING
2-I. TEST OBJECTIVE
The objective of this test is to document unscheduled breakdowns, repairs, down
time, and repair time that occur during testing.
2-II. TEST DESCRIPTION
Using the driver log and unscheduled work order forms, all significant
breakdowns, repairs, man-hours to repair, and hours out of service are recorded on the
Reliability Data Form.
CLASS OF FAILURES
Classes of failures are described below:
(a) Class 1: Physical Safety. A failure that could lead directly to
passenger or driver injury and represents a severe crash situation.
(b) Class 2: Road Call. A failure resulting in an en route interruption
of revenue service. Service is discontinued until the bus is replaced
or repaired at the point of failure.
(c) Class 3: Bus Change. A failure that requires removal of the bus from
service during its assignments. The bus is operable to a rendezvous
point with a replacement bus.
(d) Class 4: Bad Order. A failure that does not require removal of
the bus from service during its assignments but does degrade coach
operation. The failure shall be reported by driver, inspector, or
hostler.
2-III. DISCUSSION
A listing of breakdowns and unscheduled repairs is accumulated during the
Structural Durability Test. The following Reliability Data Form lists all unscheduled
repairs under classes as defined above. These classifications are somewhat subjective
as the test is performed on a test track with careful inspections every two hours.
However, even on the road, there is considerable latitude on deciding how to handle
many failures.
The Unscheduled Repair List is also attached to provide a reference for the
repairs that are included in the Reliability Data Forms.
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The classification of repairs according to subsystem is intended to emphasize
those systems which had persistent minor or more serious problems. There were no
Class 1 failures. The one Class 2 failure occurred with the body structure. Of the 24
Class 3 failures, nine involved the body structure/compartments, six failures were
related to suspension, five occurred in the electrical system, two with the drive train and
one each with the brakes and battery cooling system. These, and the remaining eight
Class 4 failures are available for review in the Unscheduled Maintenance List, located in
Section 5.7 Structural Durability.
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RELIABILITY DATA FORM
Bus Number: 1406
Personnel: B.R.
Date completed: 04-03-15
Failure Type
Subsystem
Body Structure/
Compartments
Class 4
Bad
order
Class 3
Bus
Change
Class 2
Road
Call
Class 1
Physical
Safety
Mileage
Mileage
Mileage
Mileage
976
1,610
2,647
3,400
3,400
3,410
9,602
9,682
11,124
11,124
11,124
11,124
11,125
13,339
Suspension
860
2,615
2,624
2,659
2,661
2,715
2,715
2,787
3,400
3,400
Electrical
3,741
10,681
11,125
11,125
12,693
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Man hours
2.50
8.50
1.00
1.00
0.00
1.00
2.00
1.00
1.00
1.00
0.50
1.50
54.00
1.00
1.00
1.00
1.25
1.25
1.00
3.50
4.00
160.00
5.00
1.00
0.50
4.00
2.00
1.00
2.00
Down
Time
2.50
16.00
2.00
1.00
0.00
2.00
3.00
3.00
3.00
1.00
0.50
2.00
126.00
1.00
4.00
4.00
4.00
6.00
1.50
5.00
128.00
120.00
20.00
4.00
0.50
4.00
2.00
1.00
4.00
Page 36 of 150
RELIABILITY DATA FORM
Bus Number: 1406
Personnel: B.R.
Date completed: 04-03-15
Failure Type
Subsystem
Drive Train
Battery Cooling
System
Brakes
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Class 4
Bad
order
Class 3
Bus
Change
Class 2
Road
Call
Class 1
Physical
Safety
Mileage
Mileage
Mileage
Mileage
Man hours
8,205
13,339
11,125
6.00
6.00
0.50
Down
Time
6.00
6.00
1.00
860
0.50
0.50
Page 37 of 150
3. SAFETY - A DOUBLE-LANE CHANGE
(OBSTACLE AVOIDANCE)
3-I. TEST OBJECTIVE
The objective of this test is to determine handling and stability of the bus by
measuring speed through a double lane change test.
3-II. TEST DESCRIPTION
The Safety Test is a vehicle handling and stability test. The bus will be operated
at SLW on a smooth and level test track. The bus will be driven through a double lane
change course at increasing speed until the test is considered unsafe or a speed of 45
mph is reached. The lane change course will be set up using pylons to mark off two 12
foot center to center lanes with two 100 foot lane change areas 100 feet apart. The bus
will begin in one lane, change to the other lane in a 100 foot span, travel 100 feet, and
return to the original lane in another 100 foot span. This procedure will be repeated,
starting first in the right-hand and then in the left-hand lane.
3-III. DISCUSSION
The double-lane change was performed in both right-hand and left-hand
directions. The bus was able to safely negotiate the test course in both the right-hand
and left-hand directions up to the maximum test speed of 45 mph.
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SAFETY DATA FORM
Page 1 of 1
Bus Number: 1406
Date: 11-14-14
Personnel: T.S., S.R. & R.S.
Temperature (°F): 34
Humidity (%): 50
Wind Direction: WNW
Wind Speed (mph): 7
Barometric Pressure (in.Hg): 30.10
SAFETY TEST: DOUBLE LANE CHANGE
Maximum safe speed tested for double-lane change to left
45 mph
Maximum safe speed tested for double-lane change to right
45 mph
Comments of the position of the bus during the lane change: A safe profile was
maintained throughout all portions of testing.
Comments of the tire/ground contact patch: Tire/ground contact was maintained
throughout all portions of testing.
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3. SAFETY
RIGHT - HAND APPROACH
LEFT - HAND APPROACH
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4.0 PERFORMANCE
4.1 PERFORMANCE - AN ACCELERATION, GRADEABILITY,
AND TOP SPEED TEST
4.1-I. TEST OBJECTIVE
The objective of this test is to determine the acceleration, gradeability, and top
speed capabilities of the bus.
4.1-II. TEST DESCRIPTION
In this test, the bus will be operated at SLW on the skid pad at the PSBRTF. The
bus will be accelerated at full throttle from a standstill to a maximum "geared" or "safe"
speed as determined by the test driver. The vehicle speed is measured using a Correvit
non-contacting speed sensor. The times to reach speed between ten mile per hour
increments are measured and recorded using a stopwatch with a lap timer. The time to
speed data will be recorded on the Performance Data Form and later used to generate
a speed vs. time plot and gradeability calculations.
4.1-III. DISCUSSION
This test consists of three runs in both the clockwise and counterclockwise
directions on the Test Track. Velocity versus time data is obtained for each run and
results are averaged together to minimize any test variability which might be introduced
by wind or other external factors. The test was performed up to a maximum speed of
50 mph. The fitted curve of velocity vs. time is attached, followed by the calculated
gradeability results. The average time to obtain 50 mph was 39.54 seconds.
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PERFORMANCE DATA FORM
Page 1 of 1
Bus Number: 1406
Date: 12-15-14
Personnel: T.S., T.G. & J.S.
Temperature (°F): 43
Humidity (%): 76
Wind Direction: Calm
Wind Speed (mph): Calm
Barometric Pressure (in.Hg): 30.04
INITIALS:
Ventilation fans-ON HIGH (Not operational)
Checked
T.S.
Heater pump motor-Off
Checked
T.S.
Defroster-OFF
 Checked
T.S.
Exterior and interior lights-ON
 Checked
T.S.
Windows and doors-CLOSED
 Checked
T.S.
ACCELERATION, GRADEABILITY, TOP SPEED
Counter Clockwise Recorded Interval Times
Speed
Run 1
Run 2
Run 3
10 mph
3.26
3.27
3.97
20 mph
6.65
6.44
7.12
30 mph
13.96
13.71
13.87
40 mph
24.46
23.84
23.83
Top Test
Speed(mph) 50
38.72
37.06
48.17
Clockwise Recorded Interval Times
Speed
Run 1
Run 2
Run 3
10 mph
3.03
3.58
3.75
20 mph
6.39
6.69
6.95
30 mph
13.26
13.66
14.00
40 mph
23.51
23.76
24.13
Top Test
Speed(mph) 50
34.63
34.56
44.09
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4.0 PERFORMANCE
4.2 Performance - Bus Braking
4.2 I.
TEST OBJECTIVE
The objective of this test is to provide, for comparison purposes, braking
performance data on transit buses produced by different manufacturers.
4.2 II.
TEST DESCRIPTION
The testing will be conducted at the PTI Test Track skid pad area. Brake tests
will be conducted after completion of the GVW portion of the vehicle durability test. At
this point in testing the brakes have been subjected to a large number of braking snubs
and will be considered well burnished. Testing will be performed when the bus is fully
loaded at its GVW. All tires on each bus must be representative of the tires on the
production model vehicle
The brake testing procedure comprises three phases:
1.
Stopping distance tests
i.
ii.
2.
3.
Dry surface (high-friction, Skid Number within the range of 70-76)
Wet surface (low-friction, Skid Number within the range of 30-36)
Stability tests
Parking brake test
Stopping Distance Tests
The stopping distance phase will evaluate service brake stops. All stopping
distance tests on dry surface will be performed in a straight line and at the speeds of 20,
30, 40 and 45 mph. All stopping distance tests on wet surface will be performed in
straight line at speed of 20 mph.
The tests will be conducted as follows:
1.
Uniform High Friction Tests: Four maximum deceleration straight-line
brake applications each at 20, 30, 40 and 45 mph, to a full stop on a
uniform high-friction surface in a 3.66-m (12-ft) wide lane.
2.
Uniform Low Friction Tests: Four maximum deceleration straight-line
brake applications from 20 mph on a uniform low friction surface in a 3.66m (12-ft) wide lane.
When performing service brake stops for both cases, the test vehicle is
accelerated on the bus test lane to the speed specified in the test procedure and this
speed is maintained into the skid pad area. Upon entry of the appropriate lane of the
skid pad area, the vehicle's service brake is applied to stop the vehicle as quickly as
possible. The stopping distance is measured and recorded for both cases on the test
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data form. Stopping distance results on dry and wet surfaces will be recorded and the
average of the four measured stopping distances will be considered as the measured
stopping distance. Any deviation from the test lane will be recorded.
Stability Tests
This test will be conducted in both directions on the test track. The test consists
of four maximum deceleration, straight-line brake applications on a surface with split
coefficients of friction (i.e., the wheels on one side run on high-friction SN 70-76 or more
and the other side on low-friction [where the lower coefficient of friction should be less
than half of the high one] at initial speed of 30 mph).
(I)
The performance of the vehicle will be evaluated to determine if it is
possible to keep the vehicle within a 3.66m (12 ft) wide lane, with the dividing line
between the two surfaces in the lane’s center. The steering wheel input angle required
to keep the vehicle in the lane during the maneuver will be reported.
Parking Brake Test
The parking brake phase utilizes the brake slope, which has a 20% grade. The
test vehicle, at its GVW, is driven onto the brake slope and stopped. With the
transmission in neutral, the parking brake is applied and the service brake is released.
The test vehicle is required to remain stationary for five minutes. The parking brake test
is performed with the vehicle facing uphill and downhill.
4.2-III. DISCUSSION
The Stopping Distance phase of the Brake Test was completed with the following
results; for the Uniform High Friction Test average stopping distances were 37.62’ at 20
mph, 66.58’ at 30 mph, 125.84’ at 40 mph and 173.46’ at 45 mph. The average
stopping distance for the Uniform Low Friction Test was 34.00’. There was no deviation
from the test lane during the performance of the Stopping Distance phase.
During the Stability phase of Brake Testing the test bus experienced no deviation
from the test lane but did experience pull to the left during both approaches to the Split
Friction Road surface.
The Parking Brake phase was completed with the test bus maintaining the parked
position for the full five minute period with no slip or roll observed in both the uphill and
downhill positions.
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Table 4.2-6. Braking Test Data Forms
Page 1 of 3
Bus Number: 1406
Date: 11-12-14 & 11-13-14
Personnel: T.S., S.R. & M.H.
Amb. Temperature (oF): 48 on 11-12-14 &
36 on 11-13-14
Wind Speed (mph): 4 on 11-13-14 &
11 on 11-12-14
Wind Direction: WNW on 11-12-14 &
WSW on 11-13-14
Pavement Temp (°F):
Start: 65.8
End: 66.2 on 11-12-14
Start: 46.3
End: 46.9 on 11-13-14
TIRE INFLATION PRESSURE (psi):
Tire Type: Front: Michelin XZU 2 305/70R/22.5
Front
Rear: Michelin XZU 2 305/70R/22.5
Left Tire(s)
Right Tire(s)
120
120
Inner
Outer
Inner
Outer
Rear
N/A
N/A
N/A
N/A
Rear
120
120
120
120
AXLE LOADS (lb)
Left
Right
Front
9,260
8,200
Rear
10,690
11,240
*Hill hold test was performed on 11-12-14
All other values were recorded on 11-13-14
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Table 4.2-7. Record of All Braking System Faults/Repairs.
Page 2 of 3
Date
11-13-14
1406
Personnel
T.S., S.R. &
M.H.
Fault/Repair
None noted.
Description
None noted.
Page 48 of 150
Table 4.2-8.1. Stopping Distance Test Results Form
Page 3 of 3
Stopping Distance (ft)
Vehicle
Direction
Speed (mph)
CW
Stop 1
CCW
Stop 2
CW
Stop 3
CCW
Stop 4
Average
20 (dry)
38.75
37.58
37.99
36.17
37.62
30 (dry)
63.50
64.84
68.35
69.63
66.58
40 (dry)
114.80
140.84
114.07
133.66
125.84
45 (dry)
160.39
185.32
164.42
183.74
173.46
20 (wet)
32.99
34.89
34.17
33.98
34.00
Table 4.2-8.2. Stability Test Results Form
Stability Test Results (Split Friction Road surface)
Vehicle
Direction
Attempt
CW
CCW
Did test bus stay in 12’ lane? (yes/no)
1
Yes
2
Yes-Comment: when stopping, the driver overshot the
end cone, but the bus remained in the lane while
braking and all four stopping distances were the same.
1
Yes
2
Yes
Table 4.2-8.3. Parking Brake Test Form
PARKING BRAKE (Fully Loaded) – GRADE HOLDING
Vehicle
Direction
Front up
Attempt
Hold
Time (min)
Slide
(in)
Roll
(in)
Did
Hold
1
5:00
X
5:00
X
No
Hold
2
3
1
Front
down
2
3
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4.2 Performance - Bus Braking
PARKING BRAKE HELD 20% UPWARD
AND 20% DOWNWARD
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5.1 STRUCTURAL INTEGRITY
5.1 STRUCTURAL STRENGTH AND DISTORTION TESTS –
STRUCTURAL SHAKEDOWN TEST
5.1-I. DISCUSSION
The objective of this test is to determine certain static characteristics (e.g., bus
floor deflection, permanent structural deformation, etc.) under static loading conditions.
5.1-II. TEST DESCRIPTION
In this test, the bus will be isolated from the suspension by blocking the vehicle
under the suspension points. The bus will then be loaded and unloaded up to a
maximum of three times with a distributed load equal to 2.5 times gross load. Gross
load is 150 lb for every designed passenger seating position, for the driver, and for each
1.5 sq ft of free floor space. For a distributed load equal to 2.5 times gross load, place a
375-lb load on each seat and on every 1.5 sq ft of free floor space. The first loading
and unloading sequence will “settle” the structure. Bus deflection will be measured at
several locations during the loading sequences.
5.1-III. DISCUSSION
This test was performed based on a maximum passenger capacity of 73 people
including the driver plus 2 wheelchair positions. The resulting test load is (73 X 375 lb.)
= 27,375 lbs. + 1,200 lbs. (2 wheelchair positions) = 28,575 lbs. The load is distributed
evenly over the passenger space. Deflection data before and after each loading and
unloading sequence is provided on the Structural Shakedown Data Form.
The unloaded height after each test becomes the original height for the next test.
Some initial settling is expected due to undercoat compression, etc. After each loading
cycle, the deflection of each reference point is determined. The bus is then unloaded
and the residual (permanent) deflection is recorded. On the final test, the maximum
loaded deflection was 0.190 Inches at reference point 6. The maximum permanent
deflection after the final loading sequence ranged from -0.003 Inches at reference
points 6, and 7 to 0.002 inches at reference points 5, 8 and 10.
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STRUCTURAL SHAKEDOWN DATA FORM
Page 1 of 2
Bus Number: 1406
Date: 06-17-14
Personnel: E.D., T.S., E.L., J.P., P.D. & T.G.
Temperature (°F): 78
Loading Sequence: ■ 1 □ 2 □ 3 (check one)
Test Load (lbs.): 28,575 (35 seated, 38 standing, 2 w/c positions)
Indicate Approximate Location of Each Reference Point
Right
11
Front
of
Bus
10
9
8
7
12
6
1
2
3
4
5
Left Top View
Reference
Point No.
A (in)
Original
Height
B (in)
Loaded
Height
B-A (in)
Loaded
Deflection
C (in)
Unloaded
Height
C-A (in)
Permanent
Deflection
1
0
.001
.001
.007
.007
2
0
.029
.029
.009
.009
3
0
.076
.076
.018
.018
4
0
.090
.090
.021
.021
5
0
.084
.084
.025
.025
6
0
.253
.253
.062
.062
7
0
.238
.238
.055
.055
8
0
.095
.095
.010
.010
9
0
.126
.126
.014
.014
10
0
.089
.089
.011
.011
11
0
.045
.045
.006
.006
12
0
-.005
-.005
.007
.007
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STRUCTURAL SHAKEDOWN DATA FORM
Page 2 of 2
Bus Number: 1406
Date: 06-18-14
Personnel: T.S., S.R. & E.D.
Temperature (°F): 81
Loading Sequence: □ 1 ■ 2 □ 3 (check one)
Test Load (lbs.): 28,575 (35 seated, 38 standing, 2 w/c positions)
Indicate Approximate Location of Each Reference Point
Right
11
Front
of
Bus
10
9
8
12
7
6
1
2
3
4
5
Left
Top View
Reference
Point No.
A (in)
Original
Height
B (in)
Loaded
Height
B-A (in)
Loaded
Deflection
C (in)
Unloaded
Height
C-A (in)
Permanent
Deflection
1
.007
.003
-.004
.006
-.001
2
.009
.030
.021
.009
.000
3
.018
.079
.061
.018
.000
4
.021
.094
.073
.022
.001
5
.025
.085
.060
.027
.002
6
.062
.252
.190
.059
-.003
7
.055
.240
.185
.052
-.003
8
.010
.091
.081
.012
.002
9
.014
.124
.110
.014
.000
10
.011
.090
.079
.013
.002
11
.006
.046
.040
.007
.001
12
.007
-.002
-.009
.005
-.002
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5.1 STRUCTURAL SHAKEDOWN TEST
DIAL INDICATORS IN POSITION
BUS LOADED TO 2.5 TIMES GVL
(28,575 LBS)
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5.2 STRUCTURAL STRENGTH AND DISTORTION
TESTS - STRUCTURAL DISTORTION
5.2-I. TEST OBJECTIVE
The objective of this test is to observe the operation of the bus subsystems when
the bus is placed in a longitudinal twist simulating operation over a curb or through a
pothole.
5.2-II. TEST DESCRIPTION
With the bus loaded to GVWR, each wheel of the bus will be raised (one at a
time) to simulate operation over a curb and the following will be inspected:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Body
Windows
Doors
Roof vents
Special seating
Undercarriage
Engine
Service doors
Escape hatches
Steering mechanism
Each wheel will then be lowered (one at a time) to simulate operation through a pothole
and the same items inspected.
5.2-III. DISCUSSION
The test sequence was repeated ten times. The first and last test is with all
wheels level. The other eight tests are with each wheel 6 inches higher and 6 inches
lower than the other three wheels.
All doors, windows, escape mechanisms, engine, steering and handicapped
devices operated normally throughout the test. The undercarriage and body indicated
no deficiencies. No water leakage was observed during the test. The results of this test
are indicated on the following data forms.
1406
Page 55 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 1 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F): 74
Wheel Position : (check one)
All wheels level
■ before
□ after
Left front
□ 6 in higher
□ 6 in lower
Right front
□ 6 in higher
□ 6 in lower
Right rear
□ 6 in higher
□ 6 in lower
Left rear
□ 6 in higher
□ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies.
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 56 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 2 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F): 74
Wheel Position : (check one)
All wheels level
□ before
□ after
Left front
■ 6 in higher
□ 6 in lower
Right front
□ 6 in higher
□ 6 in lower
Right rear
□ 6 in higher
□ 6 in lower
Left rear
□ 6 in higher
□ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies.
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 57 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 3 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F):74
Wheel Position : (check one)
All wheels level
□ before
□ after
Left front
□ 6 in higher
□ 6 in lower
Right front
■ 6 in higher
□ 6 in lower
Right rear
□ 6 in higher
□ 6 in lower
Left rear
□ 6 in higher
□ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies.
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 58 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 4 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F): 74
Wheel Position : (check one)
All wheels level
□ before
□ after
Left front
□ 6 in higher
□ 6 in lower
Right front
□ 6 in higher
□ 6 in lower
Right rear
■ 6 in higher
□ 6 in lower
Left rear
□ 6 in higher
□ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies.
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 59 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 5 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F): 74
Wheel Position : (check one)
All wheels level
□ before
□ after
Left front
□ 6 in higher
□ 6 in lower
Right front
□ 6 in higher
□ 6 in lower
Right rear
□ 6 in higher
□ 6 in lower
Left rear
■ 6 in higher
□ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies.
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 60 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 6 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F): 74
Wheel Position : (check one)
All wheels level
□ before
□ after
Left front
□ 6 in higher
□ 6 in lower
Right front
□ 6 in higher
□ 6 in lower
Right rear
□ 6 in higher
□ 6 in lower
Left rear
□ 6 in higher
■ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies.
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 61 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 7 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F): 74
Wheel Position : (check one)
All wheels level
□ before
□ after
Left front
□ 6 in higher
□ 6 in lower
Right front
□ 6 in higher
□ 6 in lower
Right rear
□ 6 in higher
■ 6 in lower
Left rear
□ 6 in higher
□ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies.
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 62 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 8 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F): 74
Wheel Position : (check one)
All wheels level
□ before
□ after
Left front
□ 6 in higher
□ 6 in lower
Right front
□ 6 in higher
■ 6 in lower
Right rear
□ 6 in higher
□ 6 in lower
Left rear
□ 6 in higher
□ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies.
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 63 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 9 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F): 74
Wheel Position : (check one)
All wheels level
□ before
□ after
Left front
□ 6 in higher
■ 6 in lower
Right front
□ 6 in higher
□ 6 in lower
Right rear
□ 6 in higher
□ 6 in lower
Left rear
□ 6 in higher
□ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies.
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 64 of 150
DISTORTION TEST INSPECTION FORM
(Note: Ten copies of this data sheet are required)
Page 10 of 10
Bus Number: 1406
Date: 06-19-14
Personnel: S.R., T.S., P.D., E.D. & E.L.
Temperature(°F): 74
Wheel Position : (check one)
All wheels level
□ before
■ after
Left front
□ 6 in higher
□ 6 in lower
Right front
□ 6 in higher
□ 6 in lower
Right rear
□ 6 in higher
□ 6 in lower
Left rear
□ 6 in higher
□ 6 in lower
Right center
□ 6 in higher
□ 6 in lower
Left center
□ 6 in higher
□ 6 in lower
Comments
■ Windows
No deficiencies.
■ Front Doors
No deficiencies.
■ Rear Doors
No deficiencies.
■ Escape Mechanisms/ Roof Vents
No deficiencies.
■ Engine
No deficiencies.
■ Handicapped Device/ Special
No deficiencies.
Seating
■ Undercarriage
No deficiencies
■ Service Doors
No deficiencies.
■ Body
No deficiencies.
■ Windows/ Body Leakage
No deficiencies.
■ Steering Mechanism
No deficiencies.
1406
Page 65 of 150
5.2 STRUCTURAL DISTORTION TEST
RIGHT FRONT WHEEL SIX INCHES HIGHER
LEFT REAR WHEEL SIX INCHES LOWER
1406
Page 66 of 150
5.3 STRUCTURAL STRENGTH AND DISTORTION
TESTS - STATIC TOWING TEST
5.3-I. TEST OBJECTIVE
The objective of this test is to determine the characteristics of the bus towing
mechanisms under static loading conditions.
5.3-II. TEST DESCRIPTION
Utilizing a load-distributing yoke, a hydraulic cylinder is used to apply a static
tension load equal to 1.2 times the bus curb weight. The load will be applied to both the
front and rear, if applicable, towing fixtures at an angle of 20 degrees with the
longitudinal axis of the bus, first to one side then the other in the horizontal plane, and
then upward and downward in the vertical plane. Any permanent deformation or
damage to the tow eyes or adjoining structure will be recorded.
5.3-III. DISCUSSION
The load-distributing yoke was incorporated as the interface between the Static
Tow apparatus and the test bus tow hook/eyes. The test was performed to the full
target test weight of 32,844 lbs. (1.2 x 27,370 lbs CW). No damage or deformation was
observed during all four pulls of the test. The manufacturer does not recommend
towing from the rear therefore a rear test was not performed.
1406
Page 67 of 150
STATIC TOWING TEST DATA FORM
Page 1 of 1
Bus Number: 1406
Date: 4-9-15
Personnel: S.R., E.L., P.D., J.P. & J.S.
Temperature (°F): 45
Digital readout value: Start: 0
End: 16,500
Inspect right front tow eye and adjoining structure.
Comments: No damage or deformation.
Check the torque of all bolts attaching tow eye and surrounding structure.
Comments: Welds inspected.
Inspect left tow eye and adjoining structure.
Comments: No damage or deformation.
Check the torque of all bolts attaching tow eye and surrounding structure.
Comments: Welds inspected.
Inspect right rear tow eye and adjoining structure.
Comments: N/A
Check the torque of all bolts attaching tow eye and surrounding structure.
Comments: N/A
Inspect left rear tow eye and adjoining structure.
Comments: N/A
Check the torque of all bolts attaching tow eye and surrounding structure.
Comments: N/A
General comments of any other structure deformation or failure: All four front
pulls were completed to the full target test load of 16,422 lbs. (1.2 x 27,370 ÷ 2 =
16,422) with no damage or deformation observed. The manufacturer does not
recommend towing from the rear; therefore a rear test was not performed.
1406
Page 68 of 150
5.3 STATIC TOWING TEST
20° UPWARD PULL
20° DOWN PULL
1406
Page 69 of 150
5.3 STATIC TOWING TEST CONT.
20° LEFT PULL
20° RIGHT PULL
1406
Page 70 of 150
5.4 STRUCTURAL STRENGTH AND DISTORTION TESTS DYNAMIC TOWING TEST
5.4-I. TEST OBJECTIVE
The objective of this test is to verify the integrity of the towing fixtures and
determine the feasibility of towing the bus under manufacturer specified procedures.
5.4-II. TEST DESCRIPTION
This test requires the bus be towed at curb weight using the specified equipment
and instructions provided by the manufacturer and a heavy-duty wrecker. The bus will
be towed for 5 miles at a speed of 20 mph for each recommended towing configuration.
After releasing the bus from the wrecker, the bus will be visually inspected for any
structural damage or permanent deformation. All doors, windows and passenger
escape mechanisms will be inspected for proper operation.
5.4-III. DISCUSSION
The bus was towed using a heavy-duty wrecker. The towing interface was
accomplished by incorporating a hydraulic under lift. A front lift tow was performed.
Rear towing is not recommended. No problems, deformation, or damage was noted
during testing.
1406
Page 71 of 150
DYNAMIC TOWING TEST DATA FORM
Page 1 of 1
Bus Number: 1406
Date: 03-30-15
Personnel: S.R., T.G., E.L., J.P. & P.D.
Temperature (°F): 43
Wind Speed (mph):18
Wind Direction: WNW
Inspect tow equipment-bus interface.
Comments: A safe and adequate connection was made between the tow equipment
and the bus.
Inspect tow equipment-wrecker interface.
Comments: A safe and adequate connection was made between the tow equipment
and the bus.
Towing Comments: A front lift tow was performed incorporating a hydraulic under
lift wrecker.
Description and location of any structural damage: None noted.
General Comments: No problems with the towing interface or procedures were
encountered.
1406
Page 72 of 150
5.4 DYNAMIC TOWING TEST
TOWING INTERFACE
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Page 73 of 150
5.5 STRUCTURAL STRENGTH AND DISTORTION
TESTS – JACKING TEST
5.5-I. TEST OBJECTIVE
The objective of this test is to inspect for damage due to the deflated tire, and
determine the feasibility of jacking the bus with a portable hydraulic jack to a height
sufficient to replace a deflated tire.
5.5-II. TEST DESCRIPTION
With the bus at curb weight, the tire(s) at one corner of the bus are replaced with
deflated tire(s) of the appropriate type. A portable hydraulic floor jack is then positioned
in a manner and location specified by the manufacturer and used to raise the bus to a
height sufficient to provide 3-in clearance between the floor and an inflated tire. The
deflated tire(s) are replaced with the original tire(s) and the jack is lowered. Any
structural damage or permanent deformation is recorded on the test data sheet. This
procedure is repeated for each corner of the bus.
5.5-III. DISCUSSION
The jack used for this test has a minimum height of 8.75 inches. During the
deflated portion of the test, the jacking point clearances ranged from 3.6 inches to 8.3
inches. No deformation or damage was observed during testing. A complete listing of
jacking point clearances is provided in the Jacking Test Data Form.
JACKING CLEARANCE SUMMARY
1406
Condition
Frame Point Clearance
Front axle – one tire flat
4.6”
Rear axle – one tire flat
7.5”
Rear axle – two tires flat
5.1”
Page 74 of 150
JACKING TEST DATA FORM
Page 1 of 1
Bus Number: 1406
Date: 06-16-14
Personnel: T.S., S.R. & E.D.
Temperature (°F): 66
Record any permanent deformation or damage to bus as well as any difficulty
encountered during jacking procedure.
Jacking Pad
Clearance
Body/Frame
(in)
Jacking Pad
Clearance
Axle/Suspension
(in)
Right front
8.2 “ I
4.6 “ D
7.4 “ I
3.6 “ D
Axle & Body
Left front
8.5 “ I
5.1 “ D
7.1 “ I
3.6 “ D
Axle & Body
Right rear—outside
8.1 “ I
7.5 “ D
6.8 “ I
6.3 “ D
Body &
Suspension
Right rear—both
8.1 “ I
5.1 “ D
6.8 “ I
3.6 “ D
Body &
Suspension
Left rear—outside
8.7 “ I
8.3 “ D
6.8 “ I
3.6 “ D
Body &
Suspension
Left rear—both
8.7 “ I
6.1 “ D
6.8 “ I
3.7 “ D
Body &
Suspension
Right middle or
tag—outside
NA
NA
Right middle or
tag—both
NA
NA
Left middle or tag—
outside
NA
NA
Left middle or tag—
both
NA
NA
Deflated
Tire
Comments
Additional comments of any deformation or difficulty during jacking:
RF – Conventional jack was unable to fit under jacking pad after deflating tire.
LF – Conventional jack was unable to fit under jacking pad after deflating tire.
1406
Page 75 of 150
5.6 STRUCTURAL STRENGTH AND DISTORTION
TESTS - HOISTING TEST
5.6-I. TEST OBJECTIVE
The objective of this test is to determine possible damage or deformation caused
by the jack/stands.
5.6-II. TEST DESCRIPTION
With the bus at curb weight, the front end of the bus is raised to a height sufficient
to allow manufacturer-specified placement of jack stands under the axles or jacking
pads independent of the hoist system. The bus will be checked for stability on the jack
stands and for any damage to the jacking pads or bulkheads. The procedure is
repeated for the rear end of the bus. The procedure is then repeated for the front and
rear simultaneously.
5.6-III. DISCUSSION
The test was conducted using four posts of a six-post electric lift and standard 19
inch jack stands. The bus was hoisted from the front wheel, rear wheel, and then the
front and rear wheels simultaneously and placed on jack stands.
The bus easily accommodated the placement of the vehicle lifts and jack stands
and the procedure was performed without any instability noted.
1406
Page 76 of 150
HOISTING TEST DATA FORM
Page 1 of 1
Bus Number: 1406
Date: 06-16-14
Personnel: T.S. & S.R.
Temperature (°F): 83
Comments of any structural damage to the jacking pads or axles while both
the front wheels are supported by the jack stands:
None noted.
Comments of any structural damage to the jacking pads or axles while both
the rear wheels are supported by the jack stands:
None noted.
Comments of any structural damage to the jacking pads or axles while both
the front and rear wheels are supported by the jack stands:
None noted.
1406
Page 77 of 150
5.7 STRUCTURAL DURABILITY TEST
5.7-I. TEST OBJECTIVE
The objective of this test is to perform an accelerated durability test that
approximates up to 25 percent of the service life of the vehicle.
5.7-II. TEST DESCRIPTION
The test vehicle is driven a total of 15,000 miles; approximately 12,500 miles on the
PSBRTF Durability Test Track and approximately 2,500 miscellaneous other miles. The
test will be conducted with the bus operated under three different loading conditions. The
first segment will consist of approximately 6,250 miles with the bus operated at GVW. The
second segment will consist of approximately 2,500 miles with the bus operated at SLW.
The remainder of the test, approximately 6,250 miles, will be conducted with the bus loaded
to CW. If GVW exceeds the axle design weights, then the load will be adjusted to the axle
design weights and the change will be recorded. All subsystems are run during these tests
in their normal operating modes. All recommended manufacturers servicing is to be
followed and noted on the vehicle maintainability log. Servicing items accelerated by the
durability tests will be compressed by 10:1; all others will be done on a 1:1 mi/mi basis.
Unscheduled breakdowns and repairs are recorded on the same log as are any unusual
occurrences as noted by the driver. Once a week the test vehicle shall be washed down
and thoroughly inspected for any signs of failure.
5.7-III. DISCUSSION
The Structural Durability Test was started on July 2, 2014 and was conducted until
April 3, 2015. The first 6,250 miles were performed at a GVW of 39,390 lbs. and completed
on October 17, 2014. Note: at this GVW the front GAWR is exceeded by 1,800 lbs. The
next 2,500 mile SLW segment was performed at 33,750 lbs. and completed on December
15, 2014, and the final 6,250 mile segment was performed at a CW of 27,370 lbs and
completed on April 3, 2015.
Effective January 1, 2010, the Federal Transit Administration determined that the
total number of simulated passengers used for loading all test vehicles will be based on the
full complement of seats and free-floor space available for standing passengers (150 lbs.
per passenger). The passenger loading used for dynamic testing will not be reduced in
order to comply with Gross Axle Weight Ratings (GAWR’s) or the Gross Vehicle Weight
Ratings (GVWR’s) declared by the manufacturer. Cases where the loading exceeds the
GAWR and/or the GVWR will be noted accordingly. During the testing program, all test
vehicles transported or operated over public roadways will be loaded to comply with the
GAWR and GVWR specified by the manufacturer.
The following mileage summary presents the accumulation of miles during the
Structural Durability Test. The driving schedule is included, showing the operating duty
cycle. A detailed plan view of the Test Track Facility and Durability Test Track are attached
for reference. Also, a durability element profile detail shows all the measurements of the
different conditions. Finally, photographs illustrating some of the failures that were
encountered during the Structural Durability Test are included.
1406
Page 78 of 150
MILEAGE DRIVEN/RECORDED FROM DRIVERS= LOGS
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UNSCHEDULED MAINTENANCE
12 VOLT BATTERY TRAY IS BREAKING UP
(976 TEST MILES)
12 VOLT BATTERY TRAY IS BREAKING UP
(1,610 TEST MILES)
1406
Page 93 of 150
UNSCHEDULED MAINTENANCE CONT.
BLOWN RIGHT REAR AIR BAG
(2,615 TEST MILES)
BLOWN RIGHT REAR AIR BAG
(2,624 TEST MILES)
1406
Page 94 of 150
UNSCHEDULED MAINTENANCE CONT.
BROKEN MOUNTING SPOT WELD ON DEFROSTER
(2,647 TEST MILES)
BLOWN RIGHT REAR AIR BAG
(2,659 TEST MILES)
1406
Page 95 of 150
UNSCHEDULED MAINTENANCE CONT.
BLOWN RIGHT REAR AIR BAG
(2,661 TEST MILES)
REAR SUSPENSION & COMPOSITE FAILURE
(2,787 TEST MILES)
1406
Page 96 of 150
UNSCHEDULED MAINTENANCE CONT.
REAR SUSPENSION & COMPOSITE FAILURE
(2,787 TEST MILES)
PULLED OUT WITTENS FOR REAR SUSPENSION
(3,400 TEST MILES)
1406
Page 97 of 150
UNSCHEDULED MAINTENANCE CONT.
PULLED OUT WITTENS FOR REAR SUSPENSION
(3,400 TEST MILES)
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Page 98 of 150
UNSCHEDULED MAINTENANCE CONT.
REMOVED SPRING/SHOCK BRACKET
SHOWING PULLED OUT WITTEN
(3,400 TEST MILES)
BENT SPRING/SHOCK BRACKET
(3,400 TEST MILES)
1406
Page 99 of 150
UNSCHEDULED MAINTENANCE CONT.
REPAIRED WITTENS AT RIGHT REAR SUSPENSION
(3400 TEST MILES)
BROKEN AND BACKED OUT TRACTION
MOTOR MOUNTING BOLTS
(8,205 TEST MILES)
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Page 100 of 150
UNSCHEDULED MAINTENANCE CONT.
FAILED VANNER BATTERY EQUALIZER
(10,681 TEST MILES)
12 VOLT BATTERY BOX BREAKING UP
(11,124 TEST MILES)
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Page 101 of 150
UNSCHEDULED MAINTENANCE CONT.
20 FASTENERS REPLACED IN HADLEY PANELS
(11,124 TEST MILES)
REPLACED BATTERY BOX HARDWARE
(11,124 TEST MILES)
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Page 102 of 150
UNSCHEDULED MAINTENANCE CONT.
5 VOLT POWER SUPPLIES REPLACED
(11,125 TEST MILES)
LEAKING COOLANT STRAINER
(11,125 TEST MILES)
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Page 103 of 150
UNSCHEDULED MAINTENANCE CONT.
BATTERY BOX HARDWARE REPLACED
(11,125 TEST MILES)
PULLED OUT WIRES AT BENDER UNIT
(11,125 TEST MILES)
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UNSCHEDULED MAINTENANCE CONT.
FLOOR STRUCTURE UNDER THE DRIVER’S SEAT AND ABOVE
THE GEARBOX TORQUE LIMITER IS CRACKING
(11,125 TEST MILES)
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UNSCHEDULED MAINTENANCE CONT.
FLOOR STRUCTURE UNDER THE DRIVER’S SEAT AND ABOVE
THE GEARBOX TORQUE LIMITER IS CRACKING
(11,125 TEST MILES)
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UNSCHEDULED MAINTENANCE CONT.
CHAFFED DASH WIRING HARNESS
(12,693 TEST MILES)
BROKEN BOLT AT LEFT MOUNTING
BRACKET OF DRIVE MOTOR
(13,339 TEST MILES)
1406
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Bus #1406 Fuel Economy Report
Altoona Bus Test & Research Center
L AS T M O D I FI E D
5/4/2015
P RI N CI P AL D O C UM E N T A U T H O R
Timothy Cleary
R E V I S I O N N UM BER
2
D O C UM E N T N UM BE R
FE-1406-01
S T AT U S
PROPOSED
FO R
REVIEW
D I S T RI B U TI O N R E S T R I CT I O NS
D ISTRIBUTION I S R ESTRICTED
DISTRIBUTION STATEMENT – INTERNAL USE ONLY
http://www.psu.edu/web-privacy-statement.
1406
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1406
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2 REVISION HISTORY
This section of the document provides a space to log and track all changes to this document. All
changes shall be logged in the revision history below. When this document is revised, the date
of revision and nature of the revision shall be logged.
1.1. Revision and Change Authority
Changes to this document must be reviewed by both Engineering and Management before
approval.
1.2. Revision History
Revision:
0
Date of Change:
2 February 2015
Affected Section:
Prepared By:
Reviewed:
Timothy Cleary
Status:
Change Order:
DRAFT
Initial Version
Change Description:
All
Initial Version
Revision:
1
Date of Change:
4 February 2015
Affected Section:
Prepared By:
Reviewed:
Timothy Cleary
Status:
Change Order:
DRAFT
Added chapter 9
Change Description:
Chapter 9
Added a section, chapter 9, to document observations of unique
results
Revision:
2
Date of Change:
4 February 2015
Affected Section:
Prepared By:
Reviewed:
Timothy Cleary
Status:
Change Order:
DRAFT
Testing Repeated
Change Description:
All
Testing was repeated with improved power supplies and redundant
data acquisition. This release details data and analysis from the
retest that took place on April 2th 2015
1406
Approved By:
Code:
Approved By:
Code:
Approved By:
Code:
Page 110 of 150
3 TABLE OF CONTENTS
1 Approvals and Release...................................................................... Error! Bookmark not defined. 2 Revision History ............................................................................................................................. 110 2.1. Revision and Change Authority .............................................................................................. 110 2.2. Revision History...................................................................................................................... 110 3 Table of Contents .......................................................................................................................... 111 4 Index of Figures ................................................................................. Error! Bookmark not defined. 5 Introduction and Scope of Document ............................................................................................113 6 Test Setup ..................................................................................................................................... 114 6.1. 6.1.1
High Voltage DC Current Sensor .................................................................................... 114
6.1.2
High Voltage DC Voltage Sensor .................................................................................... 114
6.1.3
Analog to Digital Converter .............................................................................................114
6.1.4
CAN Logger..................................................................................................................... 115
6.2. 7 On-Road Power and Energy Measurement ........................................................................... 114 Charging Energy and Power Measurement ........................................................................... 116 Data Analysis ................................................................................................................................. 117 7.1. Logged Data Extraction .......................................................................................................... 117 7.2. Preliminary Check .................................................................................................................. 117 7.3. Multiple File Combination ....................................................................................................... 118 7.4. Phase and Section Reporting Point Selection ........................................................................ 120 7.5. Vehicle Range Calculation .....................................................................................................121 7.6. Fluke 1730 AC Energy Analysis ............................................................................................. 121 8 Test Results ................................................................................................................................... 124 8.1. Run 1 Discharge Results ........................................................................................................ 124 8.2. Run 1 Charge Results ............................................................................................................ 126 8.3. Run 2 Discharge Results ........................................................................................................ 126 8.4. Run 2 Charge Results ............................................................................................................ 128 9 Report to be Published…............................................................................................................... 130 10 1406
Related Document Index............................................................................................................ 135 Page 111 of 150
4 INDEX OF FIGURES
Figure 1. Technicians Dispay of CAN Data .......................................................................................... 116 Figure 2. Phase and Section Selection ................................................................................................. 121 Figure 3. Reported AC Charger Energy Usage ....................................................................................123 Figure 4. Run 1 Plot .............................................................................................................................. 124 Figure 5. Run 1 Charge ........................................................................................................................ 126 Figure 6. Run 2 Plot .............................................................................................................................. 127 Figure 7. Run 2 Charge ........................................................................................................................ 129 Figure 8. Run 1 Report Results ............................................................................................................ 131 Figure 9. Run 2 Report Results ............................................................................................................ 132 Figure 10. Vehicle Range Reported Value ........................................................................................... 133 Figure 11. Report Summary Sheet ....................................................................................................... 134 1406
Page 112 of 150
5 INTRODUCTION AND SCOPE OF DOCUMENT
The purpose of this document is to report testing setup, data analysis and results of a fuel economy or
more accurately, an energy consumption test. This includes both on road and charging energy
consumption as well as phase specific average fuel economy and measured vehicle range.
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6 TEST SETUP
A measurement of electrical power and energy was performed on the Proterra EV bus while on road in a
charge depleting mode and while stationary in a charge mode. In both modes of operation electrical
energy was measured by utilizing current and voltage sensors. All calibration certifications are on file at
the Altoona Bus Research and Testing Center.
a. On-Road Power and Energy Measurement
While in an on-road energy consumption mode current and voltage of the electrical energy storage
system, high voltage battery, is captured and logged. A single current sensor was placed in between the
high voltage battery and all exterior loads while a single voltage sensor was connected to the high
voltage DC bus. Any power used internally for battery management was not measured.
The current and voltage sensors generate analog signals which are in turn converted by an analog to
digital converter with CAN bus communication. The analog to digital converter scales measurements
based on initial device configuration, tailored to the specific sensors and scaling selected, and sends
these raw measurements out on its associated CAN bus at a rate of 20ms. A CAN data logger is set to
log all messages on this isolated CAN bus. A second CAN channel was integrated into the
manufacturer’s vehicle CAN bus containing vehicle speed and estimated battery state of charge. This
data was also logged to support later analysis. A dedicated 12V lead acid battery was used to power
the analog to digital converter and CAN logger while the technicians PC was powered by its own battery.
This power supply configuration ensured that there was no power draw from the bus due to these
sensors during testing. The high voltage DC sensor may load the high voltage bus but this load is
negligible.
i. High Voltage DC Current Sensor
An AEMC brand model MR561 current probe was used along with an IPETRONIK high voltage current
clamp isolator to generate the DC battery current analog signal.
Current probe manual:
http://www.aemc.com/products/pdf/1200.73.pdf
High voltage isolator:
https://www.ipetronik.com/sites/default/files/field_product_file/ipe_datasheet_iso_clamp_connector_
prelim.pdf
ii. High Voltage DC Voltage Sensor
A high voltage isolator and divider was used to scale and isolate high voltage DC bus measurements
taking directly from the high voltage DC bus. This device also generates an analog voltage.
High voltage isolator and divider:
https://www.ipetronik.com/sites/default/files/field_product_file/ipe_datasheet_highvoltage_iso_divide
r.pdf
iii. Analog to Digital Converter
A four channel analog to digital converter with sensor excitation and CAN bus communication was used
to convert the analog signals from the above current and voltage sensors to CAN messages. These
CAN messages were then logged.
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iv. CAN Logger
A Vector CANtech CANcaseXL CAN bus tool along with a Microsoft Surface Pro3 were used to monitor,
calculate and log data during testing. A PC running CANoe software was used to generate real time power and
energy calculations based on current and voltage readings. Energy calculations and battery temperature were
manually recorded at the completion of each phase of testing.
1. Code used to calculate power and energy for manual data points
The following code executed on the technicians PC during testing. It calculates battery power and
integrated to calculate energy. This information is used only as a manual data point during testing.
Reported energy consumption is post processed from logged current and voltage arrays.
// Calculate Power and Energy
Variables
{
message 0x011 DC_Power_msg
message 0x012 DC_Energy_msg
= {dlc=8};
= {dlc=8};
mstimer timer1;
// create message to send DC power info
// create message to send DC energy info
// define timer1
long DC_Power_Calc
long DC_Energy_Calc
long DC_Energy_Calc_kWh
= 0;
= 0;
= 0;
// initilize DC power
// initilize DC energy
int sample_time
= 100;
// timer rate in miliseconds}
on start{
setTimer(timer1,sample_time);
}
// initialize timer to 100 msec
on timer timer1
{
// reset timer
setTimer(timer1,sample_time);
// Calculate and send DC power and energy from Bus Testing sensors
DC_Power_Calc=($DC_Bus_Current.phys * $DC_Bus_Voltage.phys); // W
DC_Energy_Calc=DC_Energy_Calc + (($DC_Bus_Current.phys * $DC_Bus_Voltage.phys)*0.1);
// Ws, 0.1 b/c 0.100 sample rate
if (DC_Energy_Calc >= 36000) // Ws (trip every 100 Wh){
DC_Energy_Calc_kWh = DC_Energy_Calc_kWh + 1; // increment by 10 Wh
DC_Energy_Calc = DC_Energy_Calc - 36000;}
if (DC_Energy_Calc <= -36000) // Ws (trip every -100 Wh){
DC_Energy_Calc_kWh = DC_Energy_Calc_kWh - 1; // increment by 10 Wh
DC_Energy_Calc = DC_Energy_Calc + 36000;}
DC_Power_msg.dword(0)=DC_Power_Calc;
DC_Energy_msg.dword(0)=DC_Energy_Calc;
DC_Energy_msg.dword(4)=DC_Energy_Calc_kWh;
//_kWh; factor of 0.1
output(DC_Power_msg);
output(DC_Energy_msg);
}
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2. Technicians Display
The following display represents the screen seen by the technician recording manual measurements.
Figure 1. Technicians Dispay of CAN Data
Again the above is solely used for manual data points. All logged current and voltage data is post
processed to calculate power and energy. Real time calculations using Vectors CAPL programming
running on the technicians PC is only to support testing and this data is not used in the report.
b. Charging Energy and Power Measurement
All AC electrical power and energy measurements are logged using a Fluke 1730 power meter. This
devices sensors were installed in between the building power service and the Proterra charging station.
All calibration certifications are on file at the Altoona Bus Research and Testing Center.
Fluke 1730 3 Phase Energy Logger: http://www.fluke.com/fluke/m2en/power-quality-tools/loggingpower-meters/fluke-1730.htm?PID=77038
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7 DATA ANALYSIS
This section details the process of data analysis. Once all logged data is extracted from the logging
device a preliminary check is performed to determine if there were any discrepancies. Then data from
multiple files are combined to create one file for the discharge and charge portion of each run. Finally, a
point in between each completed phase or section of data is selected and calculated values for this point
are reported.
Vehicle range calculation is also covered in this section as well as the Fluke 1730 energy meter data
analysis.
a. Logged Data Extraction
All data are logged using a Vector CANcaseXL Log or similar. This information is either extracted from
the log device itself or a connected PC acting as the logging device. It is then processed through Vector
CANoe software and exported into a Matlab format. During the export process a constant data sample
rate is applied to ensure all signals are on the same time scale. The rate selected should be a function
of the data itself and in this case was the same sample rate of the current and voltage sensors.
b. Preliminary Check
All files extracted from the logging device are then preliminary processed. The following Matlab script is
used for both the preliminary check and final calculation. It sorts data and calculates power then
integrates power to calculate energy using the following equations.
(1)
(2)
%% Calculate and Sort
%% Generate Time Scale
Time = DC_Current(:,1);
%% Proterra Sensors
vehicle_speed=interp1(PCpt_int_Spd_mph(:,1),PCpt_int_Spd_mph(:,2),Time);% [MPH]
max_batt_temp=interp1(PCes_usi_Tmax_c(:,1),PCes_usi_Tmax_c(:,2),Time); % [C]
SOC=interp1(PCes_usi_DashSoC_pct(:,1),PCes_usi_DashSoC_pct(:,2),Time); % [%]
%% Calculate Power [Amperes,Volts,(kW)]
current = DC_Current(:,2);
voltage = interp1(DC_Voltage(:,1),DC_Voltage(:,2),Time) ;
power = (current.*voltage)/1000;
%% Calculate Energy [seconds,kW,(kWh)]
energy = power*0; % initilize array to zero
for i = (2:1:length(power)-1)
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energy(i)=energy(i-1)+(power(i)*((Time(i)-Time(i-1))/3600));
end
energy(end) = energy(end - 1); % fill last poit with non-zero value
%% Find Reported Values
Report(:,1) = phase_time;
Report(:,2) = phase_time/60;
% Time in seconds
% Time in minuites
% Find energy value
for i = 1:1:length(phase_time)
Report(i,3) = energy(find(Time>Report(i,1),1,'First'));
end
% Find batter=y temperature value
for i = 1:1:length(phase_time)
Report(i,4) = max_batt_temp(find(Time>Report(i,1),1,'First'));
end
c. Multiple File Combination
This process is no longer necessary because all data files are complete. (TPC, 5/4/15)
Once the above is complete and any issues noted all files associated with a particular run are combined
into one single file and reprocessed. This is only necessary if for some reason multiple files are
generated during a run. This could happen for several reasons such as, if a data file exceeds 20mb or
there was a problem with the test causing the technician to start a new data file. The following Matlab
code represented the process for combining two files.
% Combine Data Files
%% clear all close all clc
clear all; close all; clc;
%% Prompt user to select files
filename_1 = uigetfile;
filename_2 = uigetfile;
%% load file 1 and process
load(filename_1);
DC_Energy_kW
DC_Current
DC_Voltage
mSOC
1406
=
=
=
=
DC_Energy_DC_Energy_kWh;
DEVICE_56801073_0_DC_Bus_Current;
DEVICE_56801073_0_DC_Bus_Voltage;
PCes_ESSStatus_PCes_usi_DashSoC_pct;
Page 118 of 150
Battery_Tmax
Vehicle_Speed
Test_Time
= PCes_ESSStatus_PCes_usi_Tmax_c;
= PCpt_Status_PCpt_int_Spd_mph;
= Time;
%% Fill if necessary, 0 otherwise
step_time
end_index
fill_length
a
b
=
=
=
=
=
Time(2)-Time(1);
length(Time);
0;
end_index+1;
end_index+fill_length;
DC_Energy_kW(a:b)
= 0;
DC_Current(a:b)
= 0;
DC_Voltage(a:b)
= 0;
mSOC(a:b)
= 0;
Battery_Tmax(a:b)
= 0;
Vehicle_Speed(a:b) = 0;
Test_Time(a:b)
= [Test_Time(end)+step_time:step_time:...
(step_time*fill_length)+Test_Time(end)];
%% load file 2 and process
load(filename_2);
step_time
end_index
fill_length
a
b
=
=
=
=
=
Time(2)-Time(1);
length(Test_Time);
length(Time);
end_index+1;
end_index+fill_length;
DC_Energy_kW(a:b)
= DC_Energy_DC_Energy_kWh;
DC_Current(a:b)
= DEVICE_56801073_0_DC_Bus_Current;
DC_Voltage(a:b)
= DEVICE_56801073_0_DC_Bus_Voltage;
mSOC(a:b)
= PCes_ESSStatus_PCes_usi_DashSoC_pct;
Battery_Tmax(a:b)
= PCes_ESSStatus_PCes_usi_Tmax_c;
Vehicle_Speed(a:b) = PCpt_Status_PCpt_int_Spd_mph;
Test_Time(a:b)
= [Test_Time(end)+step_time:step_time:...
(step_time*fill_length)+Test_Time(end)];
%% Change Back to Original Array Names
DC_Energy_DC_Energy_kWh
DEVICE_56801073_0_DC_Bus_Current
DEVICE_56801073_0_DC_Bus_Voltage
PCes_ESSStatus_PCes_usi_DashSoC_pct
PCes_ESSStatus_PCes_usi_Tmax_c
PCpt_Status_PCpt_int_Spd_mph
Time
1406
=
=
=
=
=
=
=
DC_Energy_kW;
DC_Current;
DC_Voltage;
mSOC;
Battery_Tmax;
Vehicle_Speed;
Test_Time;
Page 119 of 150
d. Phase and Section Reporting Point Selection
This is a manual process based on both the technicians recorded phase time values and obvious stop
points in between phases and or sections of the test. Test phases are the CBD, ART and Commuter
drive profiles while test sections consist of the drive to and from the charger. In a previous report a
section was also considered to be a repeated or failed phases not used in the fuel economy calculation.
Note, this type of section will never be included in a successful test or report.
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ART #1
Cycle #2
ART #2
Cycle #1
ART #1
Cycle #1
Run 2 CW
Report Data
ART #2
Cycle #2
ART #1
Cycle #3
ART #2
Cycle #3
50
40
CBD #2
Cycle #1
CBD #1
Cycle #1
CBD #3
Cycle #1
CBD #2
Cycle #2
CBD #1
Cycle #2
CBD #3
Cycle #2
CBD #2
Cycle #3
CBD #1
Cycle #3
CBD #3
Cycle #3
Vehicle Speed [MPH]
30
20
10
0
Drive to Charger
Drive to Start
-10
0
20
40
Commuter
Cycle #1
60
80
Time [minutes]
100
120
140
Commuter
Cycle #2
Figure 2. Phase and Section Selection
The vertical lines shown in the figure above represent the points selected as the separation of phases
and sections. This run starts with a “Drive to Start” section followed by drive cycle phases then
completes with a “Drive to Charger” section.
e. Vehicle Range Calculation
The range calculation of this testing is performed by adding the actual miles drive in fuel economy test
phases. These distances are fixed based on measurements of the oval track and are equal to the
following.
CBD cycle = 1.91 miles
Arterial (ART) cycle = 1.91 miles
Commuter phase = 3.82 miles.
Any distance driven outside these phases, such as the drive to and from the start/stop point of the run to
the charge station is accounted for using the following equation. Note, energy consumption is logged
during all phases and sections.
(3)
As seen below there was an issue resulting in a slightly higher energy value that actually used to drive
from the charger to the start point. This value would result in a slightly higher additional distance value.
f.
Fluke 1730 AC Energy Analysis
For capturing energy used to recharge the vehicle a Fluke 1730 is employed and installed just before
the charge station AC power supply.
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The Fluke 1730 logged power signal is used to report energy consumption during the charge phase of
this testing. The total Active Power is logged at a 1 second sample rate by the device Fluke device. The
following code is used to calculate the total AC energy, based on Active Power, used to charge the bus
after the discharge mode is complete.
%% Load Data
load(uigetfile);
%% AC Energy Calculation
time = [1:1:length(PowerP_Total_avg)]';
% PowerP_Total_avg = Watts, sample rate is 1 second
energy = time*0;
for i = 2:1:length(time)
energy(i) = energy(i-1) + PowerP_Total_avg(i); % Ws
end
energy = energy * (1/1000) * (1/3600);
power = PowerP_Total_avg * (1/1000);
time
= time * (1/60);
%% Plot Results
% kWh
% kW
% min
total_energy = energy(end);
str = ['Total Energy Used to Charge: ',num2str(total_energy),' [kWh]'];
subplot(3,1,1:2);plot(time, energy);
xlabel('Time [min]'); ylabel('Energy [kWh]');
grid on;
title(str);
subplot(3,1,3);plot(time,power);
xlabel('Time [min]'); ylabel('Power [kW]');
grid on;
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Figure 3. Reported AC Charger Energy Usage
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8 TEST RESULTS
This section presents all results from testing on 4/2/15.
a. Run 1 Discharge Results
The bus was fully charged prior to this test and data logging started just before the bus drove away from
its charging station. The bus was driven in a counter clock wise direction around the test track oval until
it could no longer keep up with the prescribed drive cycle speed. Then the bus is returned directly to the
charge station followed by a full charge. Data was recorded and processed, as detailed above, and is
presented here. Note, there were no known complications and this test was considered a success.
Figure 4. Run 1 Plot
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The following table represents the data taken at each phase and section point indicated in the figure
above.
Table 1. Run 1 Report Results
Time [min] 0.00 11.21 20.87 25.82 34.98 39.57 48.60 54.87 64.17 68.95 77.98 82.88 92.00 98.27 107.52 112.37 121.52 126.30 136.00 139.15 Energy [kWh] 0.00 1.51 4.65 8.87 11.92 16.19 19.16 24.82 27.71 31.72 34.59 38.60 41.48 46.80 49.65 53.57 56.48 60.54 63.50 64.95 Temperature [C] 16 16 17 17 16 17 17 17 19 19 20 19 20 20 20 20 20 20 21 21 The above test resulted in the energy consumption of 64.95 kWh. 1406
Page 125 of 150
b.
Run 1 Charge Results
The following results are an integration of Active Power measured by a Fluke 1730 Power Meter during the
charging event following this runs on road, discharge/range test.
Once the discharge portion of run 1 was complete a full charge was started and data logged until the
charge was completed.
Figure 5. Run 1 Charge
Note, during this charge event the bus was docked three times. At the end of the first, second, and third
docking events the energy consumed to charge the bus was 72.4 kWh, 77.26 kWh, and 80.55 kWh
respectively. My notes indicate that the manufacturer requested this charge knowing that this energy
would be logged and reported. The total charge time was approximately 40 min with the initial docking
event and charge lasting approximately 23 min.
c. Run 2 Discharge Results
The bus was fully charged prior to this test and data logging started just before the bus drove away from
its charging station. The bus was driven in a clock wise direction around the test track oval until it could
no longer keep up with the prescribed drive cycle speed. Then the bus is returned directly to the charge
station followed by a full charge. Data was recorded and processed, as detailed above, and is presented
here. Note, there were no known complications and this test was considered a success.
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Figure 6. Run 2 Plot
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Page 127 of 150
The following table represents the data taken at each phase and section point indicated in the figure
above.
Table 2. Run 2 Report Results Time [min] 0.00 4.27 13.30 18.00 27.10 31.85 40.82 47.07 56.00 60.67 69.62 74.32 83.27 89.55 98.52 103.15 112.07 116.82 125.62 131.73 Energy [kWh] 0.00 0.79 3.82 7.86 10.90 14.80 17.82 23.14 26.13 29.93 32.85 36.76 39.82 45.03 47.96 51.91 54.95 58.93 62.08 66.35 Temperature [C] 24 24 24 25 24 24 24 24 25 25 25 25 25 25 26 26 26 26 26 26 The above test resulted in the energy consumption of 66.35 kWh. d. Run 2 Charge Results
The following results are an integration of Active Power measured by a Fluke 1730 Power Meter during
the charging event following this runs on road, discharge/range test.
Once the discharge portion of run 2 was complete a full charge was started and data logged until the
charge was completed.
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Figure 7. Run 2 Charge
Note, during this charge event the bus was docked once. At the end of this charge event the energy
consumed to charge the bus was measured to be 73.93 kWh and took approximately of 28 minutes.
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9 REPORT TO BE PUBLISHED…
This section presents the results in a test report format.
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Figure 8. Run 1 Report Results
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Figure 9. Run 2 Report Results
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Figure 10. Vehicle Range Reported Value
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Figure 11. Report Summary Sheet
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10 RELATED DOCUMENT INDEX
The following documents are referenced or related to this document.
Doc Num
Description
Type
Rev
Date
1
calculate_sort.m
.m
1
5/4/15
2
plot_data.m
.m
1
5/4/15
3
preliminary_review.m
.m
1
5/4/15
4
process_data.m
.m
1
5/4/15
5
Proterra FE 4 2 15 50402003.mat
.mat
1
4/2/15
6
Proterra FE 4 2 15 50402004.mat
.mat
1
4/2/15
7
ES.007PROTERRA_04_02_15_1245.fca
.fca
1
4/2/15
8
ES.008PROTERRA_04_02_15_1545.fca
.fca
1
4/2/15
9
process_170_data.m
.m
1
5/4/15
10
Run 1
.pdf
1
5/4/15
11
Run 2
.pdf
1
5/4/15
12
Range
.pdf
1
5/4/15
13
Summary
.pdf
1
5/4/15
14
Proterra Fuel Economy Data 4_2_15.xlsx
.xlsx
1
5/4/15
15
Proterra Surface.cfg
.cfg
1
2/2/15
16
Altoona_EDITED.dbc
.dbc
1
3/31/15
17
ECU_Power_Energy.dbc
.dbc
1
3/31/15
18
Proterra fe 3_30_15.dbc
.dbc
1
3/30/15
1406
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FUEL ECONOMY PRE-TEST MAINTENANCE FORM
Page 1 of 3
Bus Number: 1406
Date: 3-31-15
SLW (lbs): 33,750
Personnel: E.D. & S.R.
FUEL SYSTEM
OK
Date
Initials

3-31-15
E.D.
Replace fuel filter
N/A
3-31-15
E.D.
Check for fuel leaks
N/A
3-31-15
E.D.
Specify fuel type (refer to fuel analysis)
Battery/Electric
Install fuel measurement system
Remarks: None noted.
BRAKES/TIRES
OK
Date
Initials
Inspect hoses

3-30-15
E.D.
Inspect brakes

3-30-15
E.D.
Relube wheel bearings

3-30-15
E.D.
Check tire inflation pressures (mfg. specs.)

3-30-15
E.D.
OK
Date
Initials
Check hoses and connections

3-30-15
E.D.
Check system for coolant leaks

3-30-15
E.D.
Remarks: None noted.
COOLING SYSTEM
Remarks: None noted.
1406
Page 136 of 150
FUEL ECONOMY PRE-TEST MAINTENANCE FORM
Page 2 of 3
Bus Number: 1406
Date: 3-31-15
Personnel: E.D. & S.R.
ELECTRICAL SYSTEMS
OK
Date
Initials
Check battery

3-31-15
E.D.
Inspect wiring

3-31-15
E.D.
Inspect terminals

3-31-15
E.D.
Check lighting

3-31-15
E.D.
OK
Date
Initials
Drain transmission fluid

3-31-15
E.D.
Replace filter/gasket

3-31-15
E.D.
Check hoses and connections

3-31-15
E.D.
Replace transmission fluid

3-31-15
E.D.
Check for fluid leaks

3-31-15
E.D.
OK
Date
Initials
Drain crankcase oil
N.A.
3-31-15
E.D.
Replace filters
N.A.
3-31-15
E.D.
Replace crankcase oil
N.A.
3-31-15
E.D.
Check for oil leaks
N.A.
3-31-15
E.D.
Check oil level
N.A.
3-31-15
E.D.
Lube all chassis grease fittings

3-31-15
E.D.
Lube universal joints

3-31-15
E.D.
Replace differential lube including axles

3-31-15
E.D.
Remarks: None noted.
DRIVE SYSTEM
Remarks: None noted.
LUBRICATION
Remarks: None noted.
1406
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FUEL ECONOMY PRE-TEST MAINTENANCE FORM
Page 3 of 3
Bus Number: 1406
Date: 3-31-15
Personnel: E.D. & S.R.
EXHAUST/EMISSION SYSTEM
OK
Date
Initials
N/A
3-31-15
E.D.
OK
Date
Initials
N.A
3-31-15
E.D.

3-31-15
E.D.
Inspect vacuum system, if applicable
N.A
3-31-15
E.D.
Check and adjust all drive belts
N.A
3-31-15
E.D.
Check cold start assist, if applicable
N.A
3-31-15
E.D.
OK
Date
Initials
Check power steering hoses and connectors

3-31-15
E.D.
Service fluid level

3-31-15
E.D.
Check power steering operation

3-31-15
E.D.
OK
Date
Initials

3-31-15
E.D.
OK
Date
Initials
Check for exhaust leaks
Remarks:
ENGINE
Replace air filter
Inspect air compressor and air system
Remarks: None noted.
STEERING SYSTEM
Remarks: None noted.
Ballast bus to seated load weight
TEST DRIVE
Check brake operation

3-31-15
E.D.
Check transmission operation

3-31-15
E.D.
Remarks: None noted.
1406
Page 138 of 150
FUEL ECONOMY PRE-TEST INSPECTION FORM
Page 1 of 1
Bus Number: 1406
Date: 4-2-15
Personnel: E.D. & S.R.
PRE WARM-UP
If OK, Initial
Fuel Economy Pre-Test Maintenance Form is complete
E.D.
Cold tire pressure (psi): Front 125 Middle N/A Rear 125
E.D.
Tire wear:
E.D.
Engine oil level
N/A E.D.
Engine coolant level
N/A E.D.
Interior and exterior lights on, evaporator fan on
E.D.
Fuel economy instrumentation installed and working properly.
E.D.
Fuel line -- no leaks or kinks
N/A E.D.
Speed measuring system installed on bus. Speed indicator
installed in front of bus and accessible to TECH and Driver.
E.D.
Bus is loaded to SLW
E.D.
WARM-UP
Bus driven for at least one hour warm-up
No extensive or black smoke from exhaust
POST WARM-UP
If OK, Initial
E.D.
N/A E.D.
If OK, Initial
Warm tire pressure (psi): Front 128 Middle N/A Rear 128
E.D.
Environmental conditions
Average wind speed <12 mph and maximum gusts <15 mph
Ambient temperature between 30°F(-1C°) and 90°F(32°C)
Track surface is dry
Track is free of extraneous material and clear of
interfering traffic
E.D.
1406
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7. NOISE
7.1 INTERIOR NOISE AND VIBRATION TESTS
7.1-I. TEST OBJECTIVE
The objective of these tests is to measure and record interior noise levels and
check for audible vibration under various operating conditions.
7.1-II. TEST DESCRIPTION
During this series of tests, the interior noise level will be measured at several
locations with the bus operating under the following three conditions:
1.
With the bus stationary, a white noise generating system shall provide a uniform
sound pressure level equal to 80 dB(A) on the left, exterior side of the bus. The
engine and all accessories will be switched off and all openings including doors
and windows will be closed. This test will be performed at the ABTC.
2.
The bus accelerating at full throttle from a standing start to 35 mph on a level
pavement. All openings will be closed and all accessories will be operating during
the test. This test will be performed on the track at the Test Track Facility.
3.
The bus will be operated at various speeds from 0 to 55 mph with and without
the air conditioning and accessories on. Any audible vibration or rattles will be
noted. This test will be performed on the test segment between the Test Track
and the Bus Testing Center.
All tests will be performed in an area free from extraneous sound-making sources
or reflecting surfaces. The ambient sound level as well as the surrounding weather
conditions will be recorded in the test data.
7.1-III. DISCUSSION
This test is performed in three parts. The first part exposes the exterior of the
vehicle to 80.0 dB(A) on the left side of the bus and the noise transmitted to the interior
is measured. The overall average of the six measurements was 45.9 dB(A); ranging
from 45.3 dB(A) at the driver’s seat to 46.6 dB(A) in line with the front speaker. The
interior ambient noise level for this test was < 32.0 dB(A).
The second test measures interior noise during acceleration from 0 to 35 mph.
This noise level ranged from 74.3 dB(A) at the front passenger seats 76.2 dB(A) at the
middle passenger seats. The overall average was 75.2 dB(A). The interior ambient
noise level for this test was < 30.0 dB(A).
The third part of the test is to listen for resonant vibrations, rattles, and other noise
sources while operating over the road. A metal on metal rubbing noise behind the
driver’s seat was noted.
1406
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INTERIOR NOISE TEST DATA FORM
Test Condition 1: 80 dB(A) Stationary White Noise
Page 1 of 3
Bus Number: 1406
Date: 06-13-14
Personnel: E.D. & P.D.
Temperature (°F): 75
Humidity (%): 87
Wind Speed (mph): < 12
Wind Direction: Variable
Barometric Pressure (in.Hg): 29.86
Initial Sound Level Meter Calibration: ■ checked by: E.D.
Interior Ambient
Noise Level dB(A): < 32.0
Exterior Ambient
Noise Level dB(A): 50.1
Microphone Height During Testing (in): 29” above seat
Measurement Location
Measured Sound Level dB(A)
Driver's Seat
45.3
Front Passenger Seats
45.6
In Line with Front Speaker
46.6
In Line with Middle Speaker
46.3
In Line with Rear Speaker
46.2
Rear Passenger Seats
45.5
Final Sound Level Meter Calibration: ■ checked by: E.D.
Comments: All readings taken in the center aisle.
Remarks/comments/recommended changes: None noted.
1406
Page 141 of 150
INTERIOR NOISE TEST DATA FORM
Test Condition 2: 0 to 35 mph Acceleration Test
Page 2 of 3
Bus Number: 1406
Date: 12-14-14
Personnel: T.S., S.R. & R.S.
Temperature (°F): 34
Humidity (%): 51
Wind Speed (mph): < 12 mph
Wind Direction: WNW
Barometric Pressure (in.Hg): 30.10
Initial Sound Level Meter Calibration: ■ checked by: T.S.
Interior Ambient
Noise Level dB(A):< 30.0
Exterior Ambient
Noise Level dB(A): 45.3
Microphone Height During Testing (in): 48” above floor.
Measurement Location
Measured Sound Level dB(A)
Driver's Seat
74.8
Front Passenger Seats
74.3
Middle Passenger Seats
76.2
Rear Passenger Seats
75.6
Final Sound Level Meter Calibration: ■ checked by: T.S.
Comments: All readings taken in the center aisle.
Remarks/comments/recommended changes: None noted.
1406
Page 142 of 150
INTERIOR NOISE TEST DATA FORM
Test Condition 3: Audible Vibration Test
Page 3 of 3
Bus Number: 1406
Date: 12-15-14
Personnel: T.S., T.G. & J.S.
Temperature (°F): 41
Wind Speed (mph): < 12
Describe the following possible sources of noise and give the relative location on the
bus.
Source of Noise
Location
Engine and Accessories
None noted.
Windows and Doors
None noted.
Seats and Wheel Chair lifts
Metal on metal rubbing noise
behind driver’s seat.
Comment on any other vibration or noise source which may have occurred
that is not described above: No others noted.
Remarks/comments/recommended changes: None noted.
1406
Page 143 of 150
7.1 INTERIOR NOISE TEST
TEST BUS SET-UP FOR 80 dB(A)
INTERIOR NOISE TEST
1406
Page 144 of 150
7.2 EXTERIOR NOISE TESTS
7.2-I. TEST OBJECTIVE
The objective of this test is to record exterior noise levels when a bus is operated
under various conditions.
7.2-II. TEST DESCRIPTION
In the exterior noise tests, the bus will be operated at a SLW in three different
conditions using a smooth, straight and level roadway:
1.
2.
3.
Accelerating at full throttle from a constant speed at or below 35 mph and just
prior to transmission up shift.
Accelerating at full throttle from standstill.
Stationary, with the engine at low idle, high idle, and wide open throttle.
In addition, the buses will be tested with and without the air conditioning and all
accessories operating. The exterior noise levels will be recorded.
The test site is at the PSBRTF and the test procedures will be in accordance with
SAE Standards SAE J366b, Exterior Sound Level for Heavy Trucks and Buses. The test
site is an open space free of large reflecting surfaces. A noise meter placed at a
specified location outside the bus will measure the noise level.
During the test, special attention should be paid to:
1.
2.
3.
The test site characteristics regarding parked vehicles, signboards,
buildings, or other sound-reflecting surfaces
Proper usage of all test equipment including set-up and calibration
The ambient sound level
7.2-III. DISCUSSION
The Exterior Noise Test determines the noise level generated by the vehicle under
different driving conditions and at stationary low and high idle, with and without air
conditioning and accessories operating. The test site is a large, level, bituminous paved
area with no reflecting surfaces nearby.
With an exterior ambient noise level of 47.2 dB(A), the average test result obtained
while accelerating from a constant speed was 65.8 dB(A) on the right side and 66.2
dB(A) on the left side.
1406
Page 145 of 150
When accelerating from a standstill with an exterior ambient noise level of 46.5
dB(A), the average of the results obtained were 65.7 dB(A) on the right side and 65.4
dB(A) on the left side.
With the vehicle stationary and the power, accessories, and air conditioning on,
the measurements averaged 43.4 dB(A). With the accessories and air conditioning off,
the readings averaged 6.4 dB(A) lower. The exterior ambient noise level measured
during this test was 46.8 dB(A). Note; this electric bus has no high idle or wide open
throttle, therefore data was collected with power on.
1406
Page 146 of 150
EXTERIOR NOISE TEST DATA FORM
Accelerating from Constant Speed
Page 1 of 3
Bus Number: 1406
Date: 12-15-14
Personnel: T.S., T.G. & J.S.
Temperature (°F): 42
Humidity (%): 76
Wind Speed (mph): Less than 12
Wind Direction: Calm
Barometric Pressure (in. Hg. ): 30.08
Verify that microphone height is 4 feet, wind speed is less than 12 mph and ambient
temperature is between 30°F and 90°F: ■ checked by: T.S.
Initial Sound Level Meter Calibration: dB(A): 93.6 ■ checked by: T.S.
Exterior Ambient Noise Level dB(A): 47.2
Accelerating from Constant Speed
Curb (Right) Side
Accelerating from Constant Speed
Street (Left) Side
Run #
Measured Noise
Level dB(A)
Run #
Measured Noise Level
dB(A)
1
65.6
1
65.1
2
65.2
2
65.8
3
65.2
3
65.2
4
65.8
4
64.5
5
65.8
5
66.6
Average of two highest actual
noise levels = 65.8 dB(A)
Average of two highest actual
noise levels = 66.2 dB(A)
Final Sound Level Meter Calibration Check: dB(A): 93.6 ■ checked by: T.S.
Remarks/Comments/recommended changes: None noted.
1406
Page 147 of 150
EXTERIOR NOISE TEST DATA FORM
Accelerating from Standstill
Page 2 of 3
Bus Number: 1406
Date: 12-15-14
Personnel: T.S., T.G. & J.S.
Temperature (°F): 42
Humidity (%): 76
Wind Speed (mph): Less than 12
Wind Direction: Calm
Barometric Pressure (in.Hg): 30.08
Verify that microphone height is 4 feet, wind speed is less than 12 mph and ambient
temperature is between 30°F and 90°F: ■ checked by: T.S.
Initial Sound Level Meter Calibration: dB(A): 93.6 ■ checked by: T.S.
Exterior Ambient Noise Level dB(A): 46.5
Accelerating from Standstill
Curb (Right) Side
Accelerating from Standstill
Street (Left) Side
Run #
Measured Noise
Level dB(A)
Run #
Measured
Noise Level
dB(A)
1
62.7
1
62.3
2
63.7
2
63.4
3
62.6
3
65.1
4
65.2
4
64.2
5
66.1
5
65.6
Average of two highest actual noise
levels = 65.7 dB(A)
Average of two highest actual noise
levels = 65.4 dB(A)
Final Sound Level Meter Calibration Check: dB(A): 93.6
■ checked by: T.S.
Remarks/comments/recommended changes: None noted.
1406
Page 148 of 150
EXTERIOR NOISE TEST DATA FORM
Stationary
Page 3 of 3
Bus Number: 1406
Date: 12-15-14
Personnel: T.S., T.G. & J.S.
Temperature (°F): 42
Humidity (%): 76
Wind Speed (mph): Less than 12
Wind Direction: Calm
Barometric Pressure (in.Hg): 30.08
Accessories and Air Conditioning ON
Throttle Position
Engine RPM
Curb (Right) Side
dB(A)
Street (Left) Side
db(A)
Measured
Measured
Low Idle
N/A
44.2
42.6
High Idle
N/A
N/A
N/A
Wide Open Throttle
N/A
N/A
N/A
Accessories and Air Conditioning OFF
Throttle Position
Engine RPM
Curb (Right) Side
dB(A)
Street (Left) Side
db(A)
Measured
Measured
Low Idle
N/A
36.1
37.8
High Idle
N/A
N/A
N/A
Wide Open Throttle
N/A
N/A
N/A
Final Sound Level Meter Calibration Check: dB(A): 93.6 ■ checked by: T.S.
Remarks/Comments/recommended changes: This is an electric bus; therefore the
RPM values do not apply and data collected with power on.
1406
Page 149 of 150
7.2 EXTERIOR NOISE TESTS
TEST BUS UNDERGOING
EXTERIOR NOISE TESTING
1406
Page 150 of 150