FEDERAL TRANSIT BUS TEST

Transcription

1 FEDERAL TRANSIT BUS TEST Performed for the Federal Transit Administration U.S. DOT In accordance with CFR 49, Volume 7, Part 665 Manufacturer: BYD Motors Inc. Model: K7 Submitted for Testing in Service-Life Category 12Year /500,000 Miles April 2017 Report Number: LTI-BT-R1605 The Thomas D. Larson Pennsylvania Transportation Institute 201 Transportation Research Building The Pennsylvania State University University Park, PA (814) Bus Testing and Research Center 2237 Old Route 220 North Duncansville, PA (814)

2 FEDERAL TRANSIT BUS TEST Performed for the Federal Transit Administration U.S. DOT 1200 New Jersey Avenue, SE Washington, DC In accordance with CFR 49, Volume 7, Part 665 Manufacturer: BYD Motors Inc. Manufacturer s address: BYD Blvd. Lancaster, CA Model: K7 Submitted for Testing in Service-Life Category 12 Year /500,000 Miles Report Number: LTI-BT-R Page 2 of 141

3 TABLE OF CONTENTS Page EXECUTIVE SUMMARY... 4 ABBREVIATIONS... 6 BUS CHECK-IN MAINTAINABILITY 1.1 ACCESSIBILITY OF COMPONENTS AND SUBSYSTEMS SERVICING, PREVENTATIVE MAINTENANCE, AND REPAIR AND MAINTENANCE DURING TESTING REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS RELIABILITY - DOCUMENTATION OF BREAKDOWN AND REPAIR TIMES DURING TESTING SAFETY - A DOUBLE-LANE CHANGE (OBSTACLE AVOIDANCE TEST) PERFORMANCE TESTS 4.1 PERFORMANCE - AN ACCELERATION, GRADEABILITY, AND TOP SPEED TEST PERFORMANCE BUS BRAKING PERFORMANCE TEST STRUCTURAL INTEGRITY 5.1 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 FUEL ECONOMY TEST - A FUEL CONSUMPTION TEST USING AN APPROPRIATE OPERATING CYCLE NOISE 7.1 INTERIOR NOISE AND VIBRATION TESTS EXTERIOR NOISE TESTS Page 3 of 141

4 EXECUTIVE SUMMARY BYD Motors Inc. submitted a model K7, electric-powered 23 seat (including the driver) 30-foot bus, for a 12 yr/500,000 mile STURAA test. The odometer reading at he time of delivery was 2,460 miles. Testing started on February 26, 2016 and was completed on March 27, 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 March 17, 2016 and was completed on January 17, The interior of the bus is configured with seating for 23 passengers including the driver. Free floor space will accommodate 18 standing passengers resulting in a potential load of 41 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 28,190 lbs. The first segment of the Structural Durability Test was performed with the bus loaded to a GVW of 28,190 lbs. The middle segment was performed at a seated load weight of 25,770 lbs and the final segment was performed at a curb weight of 21,880 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 is 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. Of the two Class 2 failures one occurred with an axle and one with the drive system. Of the remaining 21 reported failures 17 were Class 3 and four were Class Page 4 of 141

5 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 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 at 20 mph, at 30 mph, at 40 mph and at 45 mph. The average stopping distance for the Uniform Low Friction Test was 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. 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 inches with a permanent set ranging between to inches under a distributed static load of 15,375 lbs. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating properly. Water leakage was observed during the test inside the upper rear corner of the engine compartment and inside the upper rear compartment. All subsystems operated properly. The Static Towing Test was performed using a target load (towing force) of 26,256 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 3.2 inches. A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results are available in Section 6. A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively Page 5 of 141

6 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 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 1605 Page 6 of 141

7 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 BYD Motors Inc., model K 7. The bus has a front door, forward of the front axle, and a rear door centered between the axles which is equipped with a Ricon model RIFR2SS electric bi-fold handicap ramp. Stored power of 540 VDC at about 197 KWH of battery storage space provides power to 2-90 KW inwheel motors which supply torque to a gear reduction set of 13.5 : 1 ratio which splits the torque between the motor and the wheel. That torque is then delivered to a planetary system in the center of each drive wheel. The measured curb weight is 8,480 lbs for the front axle and 13,400 lbs for the rear axle. These combined weights provide a total measured curb weight of 21,880 lbs. There are 23 seats including the driver and room for 18 standing passengers bringing the total passenger capacity to 41. Gross load is 150 lb x 41 = 6,150 lbs. At full capacity, the measured gross vehicle weight is 28,190 lbs 1605 Page 7 of 141

8 VEHICLE DATA FORM Page 1 of 7 Bus Number: 1605 Date: Bus Manufacturer: BYD Coach and Bus, LLC Vehicle Identification Number (VIN): 4B9KDLA16G Model Number: K7 Chassis Mfr./Mod.#: CK6900DZAEV Personnel: E.D. & S.R. Starting Odometer Reading: 2,460 WEIGHT: Individual Wheel Reactions: Weights (lb) Front Axle Middle Axle Rear Axle Curb Street Curb Street Curb Street CW 4,300 4,180 N/A N/A 6,410 6,990 SLW 4,810 4,820 N/A N/A 7,420 8,720 GVW 5,460 5,520 N/A N/A 7,920 9,290 Total Weight Details: Weight (lb) CW SLW GVW GAWR Front Axle 8,480 9,630 10,980 12,125 Middle Axle N/A N/A N/A N/A Rear Axle 13,400 16,140 17,210 19,842 Total 21,880 25,770 28,190 GVWR: 31,967 Dimensions: Length (ft/in) 30 / 7.5 Width (in) 96.0 Height (in) Front Overhang (in) 88.0 Rear Overhang (in) Wheel Base (in) Wheel Track (in) Front: 77.6 Middle: N/A Rear: Page 8 of 141

9 VEHICLE DATA FORM Page 2 of 7 Bus Number: 1605 Date: CLEARANCES: Lowest Point Outside Front Axle Location: Frame Clearance(in): 7.0 Lowest Point Outside Rear Axle Location: Sway bar bracket Clearance(in): 9.2 Lowest Point between Axles Location: W/C ramp bolts Clearance(in): 8.5 Ground Clearance at the center (in) 8.8 Front Approach Angle (deg) 6.9 Rear Approach Angle (deg) 10.5 Ramp Clearance Angle (deg) 4.9 Aisle Width (in) Front 23.3 Rear 31.7 Inside Standing Height at Center Aisle (in) Front 92.7 Rear 74.4 BODY DETAILS: Body Structural Type Frame Material Body Material Floor Material Roof Material Semi-monocoque Steel Aluminum Composite Composite Windows Type Fixed Movable Window Mfg./Model No. Ricon / AS-3 DOT 399 M-246 Number of Doors 1 Front 1 Rear Mfr. / Model No. Front - Vapor / Rear Vapor / Dimension of Each Door (in) Front 33.4 x 76.9 Rear 38.3 x 77.3 Passenger Seat Type Cantilever Pedestal Other (explain) Driver Seat Type Air Spring Other (explain) Mfr. / Model No. Number of Seats (including Driver) Recaro / Ergo M 23 (5 fold away for 2 wheelchair positions) 1605 Page 9 of 141

10 VEHICLE DATA FORM Page 3 of 7 Bus Number: 1605 Date: BODY DETAILS (Contd..) Free Floor Space ( ft 2 ) Height of Each Step at Normal Position (in) Front N/A 3. N/A 4. N/A Middle 1. N/A 2. N/A 3. N/A 4. N/A Rear N/A 3. N/A 4. N/A Step Elevation Change - Kneeling (in) Front 4.1 Rear 3.8 ENGINE Type C.I. Alternate Fuel S.I. Electric Mfr. / Model No. N/A Location Front Rear Other (explain) Fuel Type Gasoline CNG Methanol Diesel LNG Other (Electric) Fuel Induction Type Injected Carburetion Alternator (Generator) Mfr. / Model No. Maximum Rated Output (Volts / Amps) Air Compressor Mfr. / Model No. N/A N/A BYD / BYDWXW-0.33/9-D4 Maximum Capacity (ft 3 / min) Starter Type Electrical Pneumatic Other (explain) Starter Mfr. / Model No. N/A 1605 Page 10 of 141

11 VEHICLE DATA FORM Page 4 of 7 Bus Number: 1605 Date: TRANSMISSION Transmission Type Manual Automatic Load Sensing Adaptive Mfr. / Model No. N/A Control Type Mechanical Electrical Other Integral Retarder Yes No SUSPENSION Number of Axles 2 Front Axle Type Independent Beam Axle Mfr. / Model No. ZF / RL55EC / / Axle Ratio (if driven) N/A Suspension Type Air Spring Other (explain) No. of Shock Absorbers 2 Mfr. / Model No. Sachs / / Middle Axle Type Independent Beam Axle Mfr. / Model No. Axle Ratio (if driven) N/A N/A Suspension Type Air Spring Other (explain) No. of Shock Absorbers Mfr. / Model No. N/A N/A Rear Axle Type Independent Beam Axle Mfr. / Model No. Axle Ratio (if driven) BYD / BYDSW15 N/A Suspension Type Air Spring Other (explain) No. of Shock Absorbers 4 Mfr. / Model No. Sachs / / Page 11 of 141

12 VEHICLE DATA FORM Page 5 of 7 Bus Number: 1605 Date: WHEELS & TIRES Front Wheel Mfr./ Model No. Alcoa / 19.5 x 8.25 Tire Mfr./ Model No. Michelin XZE 2 / R 19.5 Rear Wheel Mfr./ Model No. Alcoa / 19.5 x 8.25 Tire Mfr./ Model No. Michelin / XZE 2 / R 19.5 BRAKES Front Axle Brakes Type Cam Disc Other (explain) Mfr. / Model No. Knorr-Bremse / SN 6 Axial Middle Axle Brakes Type Cam Disc Other (explain) Mfr. / Model No. N/A Rear Axle Brakes Type Cam Disc Other (explain) Mfr. / Model No. Left Knorr-Bremse / SN 6682-K Right - Knorr-Bremse / SN 6672-K HVAC Heating System Type Air Water Other - Electric Capacity (Btu/hr) 35,000 Mfr. / Model No. Spheros / Revo E 800V PTC R15-2 Air Conditioner Yes No Location Roof Capacity (Btu/hr) 85,000 A/C Compressor Mfr. / Model No. Spheros / Revo E 800V PTC R15-2 STEERING Steering Gear Box Type Hydraulic gear Mfr. / Model No. Robert Bosch Automotive / Steering Wheel Diameter 18.0 Number of turns (lock to lock) 5.5 Control Type Electric Hydraulic Other (expain) 1605 Page 12 of 141

13 VEHICLE DATA FORM Page 6 of 7 Bus Number: 1605 Date: OTHERS Wheel Chair Ramps Location: Middle passenger door Type: Electric Bi-fold Wheel Chair Lifts Location: N/A Type: N/A Mfr. / Model No. Emergency Exit Ricon / RIFR2SS Location: Doors Windows Roof hatch Number: CAPACITIES Fuel Tank Capacity (gallons) Engine Crankcase Capacity (gallons) Transmission Capacity (gallons) Differential Capacity (gallons) N/A N/A N/A N/A Cooling System Capacity (gallons) 2.64 X 2 Power Steering Fluid Capacity (quarts) 7.4 OTHERS Right side V to G Mfr. / Model No. BYD Division 14 / K7M A Left side V to G Mfr. / Model No. BYD Division 14 / K7M A A/C Inverter Mfr. / Model No. Spheros / REVU Elektronik P/N A HV Distribution Box Mfr. / Model No. Defroster PTC Unit Mfr. / Model No. BYD Division 14 / K7M BYD Division 14 / K11M Page 13 of 141

14 VEHICLE DATA FORM Page 7 of 7 Bus Number: 1605 Date: List all spare parts, tools and manuals delivered with the bus. Part Number Description Qty. N/A N/A N/A 1605 Page 14 of 141

15 COMPONENT/SUBSYSTEM INSPECTION FORM Page 1 of 1 Bus Number: 1605 Date: Subsystem Checked Initials Comments Air Conditioning Heating and Ventilation B.R. Body and Sheet Metal E.D. Frame E.D. Steering E.D. Suspension E.D. Interior/Seating E.D Axles E.D. Brakes S.R. Tires/Wheels S.R. Exhaust N/A S.R. Fuel System N/A S.R. Power Plant E.D. DC and Auxiliary Motor Controller Model# K9MA A Accessories E.D. Lift System E.D. Interior Fasteners E.D. Batteries E.D Page 15 of 141

16 CHECK - IN BYD MOTORS INC MODEL K Page 16 of 141

17 CHECK - IN CONT. BYD MOTORS INC MODEL K7 EQUIPPED WITH A RICON MODEL RIFR 2SS BI-FOLD HANDICAP RAMP 1605 Page 17 of 141

18 CHECK - IN CONT. VIN TAG OPERATORS AREA 1605 Page 18 of 141

19 CHECK - IN CONT. INTERIOR VIEW FROM FRONT INTERIOR VIEW FROM REAR 1605 Page 19 of 141

20 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 Page 20 of 141

21 ACCESSIBILITY DATA FORM Page 1 of 2 Bus Number: 1605 Date: Component Checked Comments ENGINE : Oil Dipstick N/A None noted. Oil Filler Hole N/A None noted. Oil Drain Plug N/A None noted. Oil Filter N/A None noted. Fuel Filter N/A None noted. Air Filter N/A None noted. Belts N/A None noted. Coolant Level N/A None noted. Coolant Filler Hole N/A None noted. Coolant Drain N/A None noted. Spark / Glow Plugs N/A None noted. Alternator N/A None noted. Diagnostic Interface Connector None noted. TRANSMISSION : Fluid Dip-Stick N/A None noted. Filler Hole N/A None noted. Drain Plug N/A None noted. SUSPENSION : Bushings None noted. Shock Absorbers None noted. Air Springs None noted. Leveling Valves None noted. Grease Fittings None noted Page 21 of 141

22 ACCESSIBILITY DATA FORM Page 2 of 2 Bus Number: 1605 Date: Component Checked Comments HVAC : A/C Compressor None noted. Filters None noted. Fans None noted. ELECTRICAL SYSTEM : Fuses None noted. Batteries None noted. Voltage regulator None noted. Voltage Converters None noted. Lighting None noted. MISCELLANEOUS : Brakes None noted. Handicap Lifts/Ramps None noted. Instruments None noted. Axles None noted. Exhaust N/A None noted. Fuel System N/A None noted. OTHERS : 1605 Page 22 of 141

23 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 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 1. Brake adjustments 2. Lubrication 3. 3,000 mi (or equivalent) inspection 1605 Page 23 of 141

24 4. Oil and filter change inspection 5. Major inspection 6. 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. 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 Page 24 of 141

25 1605 Page 25 of 141

26 1605 Page 26 of 141

27 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. Transmission 2. Alternator 3. Starter 4. Batteries 5. 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 Coolant lines to the left & rear drive motors replaced. 5.0 Right rear brake airline replaced. 4.0 Right rear ground strap. 1.0 Left front, upper control arm. 6.0 Rear sway bar assembly. 1.0 Left rear, rear, air bag and air fitting. 4.0 At the end of the test, the remaining items on the list were removed and replaced. The wheel motor assembly took 10.0 man-hours (two men 5.0 hrs) to remove and replace. The time required for repair/replacement of the six remaining components is given on the following Repair and/or Replacement Form Page 27 of 141

28 REPLACEMENT AND/OR REPAIR FORM Page 1 of 1 Subsystem Right side battery pack between rear axle and rear door A/C Invertor Replacement Time Hrs. 6.0 man hours Hrs man hours V to G Module Hrs man hours Left rear Wheel Motor Hrs man hours HV Distribution box Defroster PTC Unit Hr. 2.0 man hours Hrs. 6.0 man hours Wiper motor Hr. 1.0 man hours 1605 Page 28 of 141

29 1.3 REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS WHEEL MOTOR REMOVAL AND REPLACEMENT (10.0 MAN HOURS) A/C INVERTOR REMOVAL AND REPLACEMENT (12.0 MAN HOURS) 1605 Page 29 of 141

30 1.3 REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS CONT. V to G MODULE REMOVAL AND REPLACEMENT (12.0 MAN HOURS) HV DISTRIBUTION BOX REMOVAL AND REPLACEMENT (2.0 MAN HOURS) 1605 Page 30 of 141

31 1.3 REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS CONT. DEFROSTER PTC UNIT (6.0 MAN HOURS) BATTERY PACK REMOVAL AND REPLACEMENT (6.0 MAN HOURS) 1605 Page 31 of 141

32 1.3 REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS CONT. WIPER MOTOR REMOVAL AND REPLACEMENT (1.0 MAN HOUR) 1605 Page 32 of 141

33 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 Page 33 of 141

34 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. Of the two Class 2 failures one occurred with the axle and one with the drive system. Of the 17 Class 3 failures, eight involved the electrical system, five occurred in the suspension system, two in the cooling system and one each with the brakes and a door. These, and the remaining four Class 4 failures are available for review in the Unscheduled Maintenance List, located in Section 5.7 Structural Durability Page 34 of 141

35 RELIABILITY DATA FORM Bus Number: 1605 Date Completed: Personnel: B.R. Failure Type Class 4 Bad order Class 3 Bus Change Class 2 Road Call Class 1 Physical Safety Subsystem Mileage Mileage Mileage Mileage Man hours Down Time Electrical System , , , , , , , , Suspension 2, , , , , , Cooling System 1, , Axles 7, Brakes 5, Doors/Windows 1, Drive System 1, Page 35 of 141

36 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 Page 36 of 141

37 SAFETY DATA FORM Page 1 of 1 Bus Number: 1605 Date: Personnel: S.R., E.D. & M.R. Temperature ( F): 74 Humidity (%): 73 Wind Direction: SSW Wind Speed (mph): 7 Barometric Pressure (in.hg): SAFETY TEST: DOUBLE LANE CHANGE Maximum safe speed tested for double-lane change to left Maximum safe speed tested for double-lane change to right 45 mph 45 mph Comments of the position of the bus during the lane change: The bus maintained a safe profile through all portions of testing. Comments of the tire/ground contact patch: The bus maintained the tire/ground contact patch through all portions of testing Page 37 of 141

38 3. SAFETY RIGHT - HAND APPROACH LEFT - HAND APPROACH 1605 Page 38 of 141

39 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 seconds Page 39 of 141

40 PERFORMANCE DATA FORM Page 1 of 1 Bus Number: 1605 Date: Personnel: S.R., E.D. & M.R. Temperature ( F): 73 Humidity (%): 72 Wind Direction: SW Wind Speed (mph): 9 Barometric Pressure (in.hg): INITIALS: Air Conditioning - OFF Checked S.R. Ventilation fans - ON HIGH Checked S.R. Heater pump motor - OFF Checked S.R. Defroster - OFF Checked S.R. Exterior and interior lights - ON Checked S.R. Windows and doors - CLOSED Checked S.R ACCELERATION, GRADEABILITY, TOP SPEED Counter Clockwise Recorded Interval Times Speed Run 1 Run 2 Run 3 10 mph mph mph mph Top Test Speed(mph) Clockwise Recorded Interval Times Speed Run 1 Run 2 Run 3 10 mph mph mph mph Top Test Speed(mph) Page 40 of 141

41 1605 Page 41 of 141

42 Velocity Curve 1605 Page 42 of 141

43 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. Dry surface (high-friction, Skid Number within the range of 70-76) ii. Wet surface (low-friction, Skid Number within the range of 30-36) 2. Stability tests 3. 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 m (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 1605 Page 43 of 141

44 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 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 at 20 mph, at 30 mph, at 40 mph and at 45 mph. The average stopping distance for the Uniform Low Friction Test was 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 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 Page 44 of 141

45 Table Braking Test Data Forms Page 1 of 3 Bus Number: 1605 Date: Personnel: S.R., T.G. & P.D. Amb. Temperature ( o F): 72 Wind Speed (mph): 7 Wind Direction: SSE Pavement Temp ( F) Start: 100 End: 112 TIRE INFLATION PRESSURE (psi): Tire Type: Front: Michelin XZE2 285/70R19.5 Left Tire(s) Rear: Michelin XZE2 285/70R19.5 Right Tire(s) Front Inner Outer Inner Outer Rear N/A N/A N/A N/A Rear AXLE LOADS (lb) Left Right Front 5,520 5,460 Rear N/A N/A Rear 9,290 7, Page 45 of 141

46 Table Record of All Braking System Faults/Repairs. Page 2 of 3 Date Fault/Repair Description 06/15/2016 None noted. None noted Page 46 of 141

47 Table Stopping Distance Test Results Form Page 3 of 3 Stopping Distance (ft) Vehicle Direction CW CW CCW CCW Speed (mph) Stop 1 Stop 2 Stop 3 Stop 4 Average 20 (dry) (dry) (dry) (dry) (wet) Table Stability Test Results Form Stability Test Results (Split Friction Road surface) Vehicle Direction Drivers side on high friction Drivers side on low friction Attempt Did test bus stay in 12 lane? (yes/no) Comments 1 Yes None noted 2 Yes None noted 1 Yes None noted 2 Yes None noted Table Parking Brake Test Form PARKING BRAKE (Fully Loaded) GRADE HOLDING Vehicle Direction Attempt Hold Time (min) Slide (in) Roll (in) Did Hold No Hold Front up 1 5: X 2 N/A N/A N/A N/A N/A 3 N/A N/A N/A N/A N/A Front down 1 5: X 2 N/A N/A N/A N/A N/A 3 N/A N/A N/A N/A N/A 1605 Page 47 of 141

48 4.2 Performance - Bus Braking 20% UP HILL 20% DOWN HILL 1605 Page 48 of 141

49 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 41 people including the driver. The resulting test load is (41 X 375 lb) = 15,375 lb. 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 Inches at reference point 3. The maximum permanent deflection after the final loading sequence ranged from Inches at reference point 8 to inches at reference points 6 and Page 49 of 141

50 STRUCTURAL SHAKEDOWN DATA FORM Page 1 of 2 Bus Number: Date: Personnel: S.R., E.D., P.D., T.G., C.S., J.S., R.S. & M.H. Temperature ( F): 64 Loading Sequence: (check one) Test Load (lbs): 15,375 (23 seated + 18 standees) Right Indicate Approximate Location of Each Reference Point Front of Bus 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 Page 50 of 141

51 STRUCTURAL SHAKEDOWN DATA FORM Page 2 of 2 Bus Number: 1605 Date: Personnel: S.R., E.D., P.D., T.G., C.S., J.S., R.S. & M.H. Temperature ( F): 72 Loading Sequence: (check one) Test Load (lbs): 15,375 (23 seated + 18 standees) Right Indicate Approximate Location of Each Reference Point Front of Bus 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 Page 51 of 141

52 5.1 STRUCTURAL SHAKEDOWN TEST DIAL INDICATORS IN POSITION BUS LOADED TO 2.5 TIMES GVL (15,375 LBS) 1605 Page 52 of 141

53 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. Body 2. Windows 3. Doors 4. Roof vents 5. Special seating 6. Undercarriage 7. Engine 8. Service doors 9. Escape hatches 10. 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. Water leakage was observed during the test inside the upper rear corner of the engine compartment and inside the upper rear compartment. The results of this test are indicated on the following data forms Page 53 of 141

54 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 1 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 54 of 141

55 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 2 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 55 of 141

56 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 3 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 56 of 141

57 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 4 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 57 of 141

58 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 5 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 58 of 141

59 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 6 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 59 of 141

60 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 7 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 60 of 141

61 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 8 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 61 of 141

62 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 9 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 62 of 141

63 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 10 of 10 Bus Number: 1605 Date: Personnel: S.R., E.D., E.L., P.D., T.G & J.P. Temperature( F): 48 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 Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism Small leak upper right corner inside engine compartment. Leak in outside upper rear compartment Page 63 of 141

64 5.2 STRUCTURAL DISTORTION TEST LEFT FRONT WHEEL SIX INCHES HIGHER LEFT REAR WHEEL SIX INCHES LOWER 1605 Page 64 of 141

65 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 front test was performed to the full target test weight of 26,256 lbs (1.2 x 21,880 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 Page 65 of 141

66 STATIC TOWING TEST DATA FORM Page 1 of 1 Bus Number: 1605 Date: Personnel: T.S., E.D., E.L., S.R. & P.D. Temperature ( F): 35 Inspect right front tow eye and adjoining structure. Comments: No deformation. Check the torque of all bolts attaching tow eye and surrounding structure. Comments: Welds inspected. Inspect left front tow eye and adjoining structure. Comments: No 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 pulls were completed to the full target test load of 26,256 lbs. (1.2 x 21,880 lbs CW) There was no damage or deformation observed during the test. The manufacturer does not recommend towing from the rear, therefore a rear test was not performed Page 66 of 141

67 5.3 STATIC TOWING TEST FRONT 20 UPWARD PULL FRONT 20 DOWNWARD PULL 1605 Page 67 of 141

68 5.3 STATIC TOWING TEST CONT. FRONT 20 LEFT PULL FRONT 20 RIGHT PULL 1605 Page 68 of 141

69 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 Page 69 of 141

70 DYNAMIC TOWING TEST DATA FORM Page 1 of 1 Bus Number: 1605 Date: Personnel: S.R. & E.D. Temperature ( F): 35 Wind Direction: W Wind Speed (mph): 2 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 wrecker with the test vehicle. 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: None noted Page 70 of 141

71 5.4 DYNAMIC TOWING TEST TOWING INTERFACE TEST BUS IN TOW 1605 Page 71 of 141

72 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 3.2 inches to 10.7 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 Condition Frame Point Clearance Front axle one tire flat 5.2 Rear axle one tire flat 10.0 Rear axle two tires flat Page 72 of 141

73 JACKING TEST DATA FORM Page 1 of 1 Bus Number: 1605 Date: Personnel: E.D. & S.R. Temperature ( F): 64 Record any permanent deformation or damage to bus as well as any difficulty encountered during jacking procedure. Right front Left front Deflated Tire Jacking Pad Clearance Body/Frame (in) 8.5 I 5.2 D 9.7 I 7.4 D Jacking Pad Clearance Axle/Suspension (in) 9.9 I 5.6 D Comments Frame & Suspension. 7.8 I 3.4 D Frame & Axle. Right rear outside 11.2 I 10.7 D 5.8 I 5.5 D Body / Suspension Right rear both 11.2 I 7.6 D 5.8 I 3.2 D Body / Suspension Left rear outside 10.8 I 10.0 D 5.8 I 5.3 D Frame & Suspension. Left rear both 10.8 I 7.4 D 5.8 I 3.2 D Frame & Suspension. Right middle or tag outside Right middle or tag both Left middle or tag outside Left middle or tag both N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A Additional comments of any deformation or difficulty during jacking: None noted Page 73 of 141

74 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 tag axle and rear end of the bus. The procedure is then repeated for the front, tag axle 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 Page 74 of 141

75 HOISTING TEST DATA FORM Page 1 of 1 Bus Number: 1605 Date: Personnel: E.D. & S.R. Temperature ( F): 64 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 tag axle wheels are supported by the jack stands: N/A 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. Comments of any problems or interference placing wheel hoists under wheels: None noted Page 75 of 141

76 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 March 17, 2016 and was conducted until January 17, The first 6,250 miles were performed at a GVW of 28,190 lbs. and completed on July 1, The next 2,500 mile SLW segment was performed at 25,770 lbs and completed on October 18, 2016, and the final 6,250 mile segment was performed at a CW of 21,880 lbs and completed on January 17, Note: Structural Durability Testing was performed at the heaviest load scenario. 2 wheelchair positions (1,200 lbs.) were loaded by folding away 4 seats (600 lbs.). This reduction of free floor space due to the area occupied by the wheelchair positions eliminated 2 standing passengers (18 to 16). Therefore, the Structural Durability Test was performed at the heaviest load configuration of 20 seated, 2 wheelchair positions and 16 standees. 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 Page 76 of 141

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90 UNSCHEDULED MAINTENANCE LEFT REAR DRIVE MOTOR COOLANT LINE CHAFED AND LEAKING (1,099 TEST MILES) A/C INVERTOR REPLACED (1,303 TEST MILES) 1605 Page 90 of 141

91 UNSCHEDULED MAINTENANCE CONT. BLOWN FUSE IN HV DISTRIBUTION BOX (1,303 TEST MILES) FRONT PASSENGER DOOR LINKAGE ADJUSTED (1,753 TEST MILES) 1605 Page 91 of 141

92 UNSCHEDULED MAINTENANCE CONT. RIGHT REAR SWAY BAR MOUNTING BRACKET DAMAGED BOLT HOLES (2,202 TEST MILES) WELDS CRACKING ON REAR SWAY BAR MOUNTING BRACKETS (3,356 TEST MILES) 1605 Page 92 of 141

93 UNSCHEDULED MAINTENANCE CONT. WELDS CRACKING ON REAR SWAY BAR MOUNTING BRACKETS (3,356 TEST MILES) THE RIGHT REAR BRAKE AIRLINE IS LEAKING DUE TO CHAFING (5,544 TEST MILES) 1605 Page 93 of 141

94 UNSCHEDULED MAINTENANCE CONT. THE RIGHT REAR WHEEL MOTOR GROUND STRAP IS DAMAGED (5,544 TEST MILES) WORN LEFT FRONT, UPPER CONTROL ARM BUSHING (6,235 TEST MILES) 1605 Page 94 of 141

95 UNSCHEDULED MAINTENANCE CONT. WORN REAR SWAY BAR BUSHING (7,378 TEST MILES) FAILED LEFT REAR AXLE/WHEEL MOTOR ASSEMBLY (7,649 TEST MILES) 1605 Page 95 of 141

96 UNSCHEDULED MAINTENANCE CONT. SHORTED DEFROSTER PTC UNIT (10,375 TEST MILES) SHORTED HV DISTRIBUTION BOX (10,375 TEST MILES) 1605 Page 96 of 141

97 6. FUEL ECONOMY TEST - A TEST OF BATTERY ELECTRIC RANGE USING APPROPRIATE TRANSIT OPERATING CYCLES BYD Electric Bus October 18 th 2016 Bus #1605 Fuel Economy Report Altoona Bus Test & Research Center LAST MODIFIED 3/27/2017 PRINCIPAL DOCUMENT AUTHOR Timothy Cleary REVISION NUMBER 1.0 DOCUMENT NUMBER FE STATUS RELEASED FOR PUBLICATION DISTRIBUTION RESTRICTIONS DISTRIBUTION IS RESTRICTED DISTRIBUTION STATEMENT INTERNAL USE ONLY Page 97 of 141

98 1 Approvals and Release These signatures identify the preparation and approval signatures. The original signatures are stored on file at the Altoona Bus Research and Testing Center. Electronic approvals, when utilized, are included in the document package and identified above the name and title as On File. The Revision/Change Record section contains records of the initial release and changes to the document Page 98 of 141

99 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 Revision and Change Authority Changes to this document must be reviewed by management before approval Revision History Revision: Prepared By: Reviewed: Approved By: 1.0 Timothy Cleary Date of Change: Status: Change Order: Code: 27 March 2017 DRAFT Initial Version Affected Section: Change Description: All Initial Version 1605 Page 99 of 141

100 3 Table of Contents 1 Approvals and Release Revision History Revision and Change Authority Revision History Table of Contents Index of Figures Introduction and Scope of Document Test Plan Preparation: Testing: Preliminary Data Validation: Test Setup On-Road Power and Energy Measurement High Voltage DC Current Sensor High Voltage DC Voltage Sensor Analog to Digital Converter Racelogic VBOX 3i GPS CAN Logger Charging Energy and Power Measurement Data Analysis Logged Data Extraction Preliminary Check Phase and Section Reporting Point Selection Post Processing Analysis Vehicle Range Calculation Fluke 1730 AC Energy Analysis Test Results On-Road Testing Charge Results Technicians Reports Related Document Index Page 100 of 141

101 4 Index of Figures Figure 1. Technicians Dispay of CAN Data Figure 2. Phase and Section Selection Figure 3. Reported AC Charger Energy Usage Figure 4. On-Road Testing Summary Plot Figure 5. Charge Data Figure 6. On-Road Report Results Figure 7. AC Facility Charge Energy Measurement, Low to 100% SOC Figure 8. Vehicle Range Reported Value Figure 9. Report Summary Sheet Page 101 of 141

102 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 performed at the Altoona Bus Test Center. This includes both on-road and charging energy consumption as well as phase specific average fuel economy and measured vehicle range Page 102 of 141

103 6 Test Plan The energy consumption test includes both on-road driving and stationary charging. Sensors are installed and tested prior to the official start. Manufacture data for maximum battery temperature, battery system, State of Charge (SOC) and vehicle speed are requested via the vehicles CAN bus. Ideally, all manufacturers will provide Deutsch series DT connectors with live, when enabled, high voltage connection directly to the high voltage energy storage bus as well as approximately 1 square foot of space around a high voltage cable carrying the full bus current for DC bus current measurement. Please ensure all high voltage safety percussions are exercised Preparation: Current and voltage sensors are added to the bus between the battery system and all loads. Internal battery loads such as balancing functions are neglected. A Racelogic VBOX 3i GPS device is also used to monitor vehicle speed in real time as well as log for later data analysis. These sensors are integrated into an isolated CAN bus and logged during on-road testing. A Fluke 1730 power meter is attached to the power supply of the manufacturer s charger. This meters data are logged during all charges after any on-road energy consumption testing. All sensors and logging systems are tested by driving a minimum of two full laps and charging for a minimum of 10 minutes prior to official testing. Once preparation is complete testing may start Testing: 1) Fully charge the bus using manufacturer specific chargers and procedure a. A one hour of warm up is permitted prior to on-road testing but the bus must be fully charged prior to any official testing 2) Following a full charge and prior to initial vehicle movement data logging is enabled 3) Starting from the charger location the bus is driven to the start point on the test track 4) The bus is then driven in a counter clockwise direction around the track repeating the CBD, Arterial, CBD, Arterial, CBD, Commuter profile until the vehicles propulsion system isn t capable of keeping up with the required profile speeds 5) The bus is then driven directly to the manufacturer s charger 6) The power meter and its logging function is enabled 7) The bus is fully charged following the manufacturer s procedures 8) Steps 2 through 7 are repeated for clockwise direction. Note, testing of this bus did not include both clockwise and counter-clockwise test. Only one counter-clockwise test was performed due to time restrictions. (Approved by management 10/18/17) 1605 Page 103 of 141

104 6.3. Preliminary Data Validation: Following each test data is preliminary reviewed to ensure all systems remained functional throughout the testing. If any problems are found during this review the issues are presented to management for discussion and consideration for retest Page 104 of 141

105 7 Test Setup A measurement of electrical power and energy was performed on the BYD EV bus #1605 while on-road in a charge depleting mode and while stationary in a charging mode. In both modes of operation electrical energy was measured by utilizing current and voltage sensors. All calibration certifications for these sensors are on file at the Altoona Bus Research and Testing Center 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 measured 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 consumed internal to the energy storage system for devices such as a battery management system or functions such as cell balancing were not measured and are assumed to be negligible. The current and voltage sensors used in this test generate analog signals which in turn are 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 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 to log vehicle speed, maximum battery/cell temperature and estimated battery SOC. A separate and dedicated 12V lead acid battery was used to power the analog to digital converter and CAN data loggers. The battery also supported an inverter to power a technicians PC which was also logging the same CAN data. This intent of this power supply configuration is to limit power drawn from the vehicle during testing. It s also worth noting that the high voltage DC voltage sensor may load the high voltage bus but this load is considered to be negligible 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: High voltage isolator: nnector_prelim.pdf 1605 Page 105 of 141

106 7.1.2 High Voltage DC Voltage Sensor A high voltage isolator and divider was used to scale and isolate high voltage DC voltage bus measurements taking directly from the high voltage DC bus. This device also generates an analog voltage. High voltage isolator and divider: so_divider.pdf 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. df Analog to digital converter: Racelogic VBOX 3i GPS Is a powerful GPS receiver. To achieve a high level of accuracy the unit samples at 100 times per second. This device provides CAN output with vehicle position and speed. This speed is also displayed for the driver to maintain test speed. Vehicle odometers are not used as part of the test input. VBOX 3i GPS: 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 second CANcaseXL Log device was also used to redundantly log the same data in case of device or logging failure. A PC running CANtech CANoe software was used to generate real time power and energy calculations based on current and voltage readings. Energy calculations and battery temperature were also manually recorded at the completion of each phase of testing Code used to calculate power and energy for manual data points The following code is executed on the technicians PC during testing. It calculates battery power and integrates this power to calculate energy. This information is used only as a manual data point during testing. Official reported energy consumption is post processed from logged current and voltage arrays to insure the highest resolution possible. Post processed data includes a calculation for every single data point recorded. The real time calculation is a timed function that samples at 100 ms Page 106 of 141

107 // Calculate Power and Energy Variables { message 0x011 DC_Power_msg info message 0x012 DC_Energy_msg info mstimer timer1; = {dlc=8}; // create message to send DC power = {dlc=8}; // create message to send DC energy // define timer1 long DC_Power_Calc = 0; // initilize DC power long DC_Energy_Calc = 0; // initilize DC energy long DC_Energy_Calc_kWh = 0; 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 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 ;} if (DC_Energy_Calc <= ) // Ws (trip every -100 Wh){ DC_Energy_Calc_kWh = DC_Energy_Calc_kWh - 1; // increment by 10 Wh DC_Energy_Calc = DC_Energy_Calc ;} 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); } Technicians Display The following display represents the screen seen by the technician recording manual measurements Page 107 of 141

108 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 Charging Energy and Power Measurement All AC electrical power and energy measurements are logged using a Fluke 1730 power meter. This devices sensors are installed in between the buildings power service and the BYD charging station. All calibration certifications are on file at the Altoona Bus Research and Testing Center. Fluke Phase Energy Logger: htm?PID=77038 Fluke Energy Analyze V2.2 software package is used to extract recorded data from the Fluke 1730 power meter. This data is ultimately exported to a Matlab data file Page 108 of 141

109 8 Data Analysis This section details the process of data analysis. Once all logged data is extracted from the logging devices a preliminary check is performed to determine if there were any discrepancies in the test procedure or data logging. Then data from multiple files are combined, if necessary, 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 Logged Data Extraction All CAN 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 data file format. During the export process all messages are exported to ensure the highest possible resolution. No interpolation is performed at this step Preliminary Check All files extracted from the logging device are then preliminary processed. This includes plotting data such as vehicle speed to ensure that the test was conducted properly. Current and Voltage data is also plotted to ensure the signals are within reasonable ranges and behave as expected. Finally a check for disruptions in the signals is performed Phase and Section Reporting Point Selection Phases and sections are selected manually 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 or non-profile miles consist of the drive form the charger to the start point and return from the track to the charge after the last completed phase Page 109 of 141

110 50 ART #1 Cycle #1 ART #2 Cycle #1 ART #1 Cycle #2 Run 2 CW Report Data ART #2 Cycle #2 ART #1 Cycle #3 ART #2 Cycle # CBD #1 Cycle #1 CBD #2 Cycle #1 CBD #3 Cycle #1 CBD #1 Cycle #2 CBD #2 Cycle #2 CBD #3 Cycle #2 CBD #1 Cycle #3 CBD #2 Cycle #3 CBD #3 Cycle #3 Vehicle Speed [MPH] Drive to Charger Drive to Start Commuter Time [minutes] Commuter Cycle #1 Cycle #2 Figure 2. Phase and Section Selection The vertical lines shown in the example data above represent the points selected as the separation of phases and sections. This run starts with a Drive to Start non-profile section followed by drive cycle profile miles as detailed in the test plan then completes with a Drive to Charger non-profile section Post Processing Analysis The following Matlab script 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); %% Speed Sensors - VBOX 3i GPS % Interpolate time from all sensors to the current/voltage time scale. speed = interp1(vbox3i_speed_mph(:,1),vbox3i_speed_mph(:,2),time); %% Calculate Power [Amperes,Volts,(kW)] current = DC_Current(:,2); voltage = DC_Voltage(:,2); power = (current.*voltage)/1000; %% Calculate Energy [seconds,kw,(kwh)] 1605 Page 110 of 141

111 energy = power*0; % initialize array to zero for i = (2:1:length(power)-1) energy(i)=energy(i-1)+(power(i)*((time(i)-time(i-1))/3600)); end energy(end) = energy(end - 1); % fill last point with non-zero value %% Find Reported Values Report(:,1) = phase_time; Report(:,2) = phase_time/60; % Find energy value for i = 1:length(phase_time) end Report(i,3) = energy(find(time>report(i,1),1,'first')); Report(:,5) = Max_Battery_Temp; %% Plot x = phase_time; subplot(3,1,1); plot(time/3600, speed); grid on; title({'byd Energy Efficiency Test 10/18/16';'Report Data'}); xlabel('time [Hours]'); ylabel('vehicle Speed [MPH]'); line([x x]/3600,[0 50],'Color','black','LineStyle','--') subplot(3,1,2); plot(time/3600, energy); grid on; title(['total Measured On-Road Energy Consumption = ', num2str(round(energy(end),2)),' [kwh]']); xlabel('time [Hours]'); ylabel('energy Consumption [kwh]'); line([x x]/3600,[0 150],'Color','black','LineStyle','--') subplot(3,1,3); plot(phase_time/3600, Max_Battery_Temp); grid on; title(['maximum Battery Temperature = ', num2str(max(max_battery_temp)),' [C]']); xlabel('time [Hours]'); ylabel('max Sensor Temperature [C]'); line([x x]/3600,[20 40],'Color','black','LineStyle','--') A table of data organized by phase and a plot of summary results are located in the Results section of this report Page 111 of 141

112 8.5. Vehicle Range Calculation The range calculation of this testing is performed by adding the actual miles driven in fuel economy test phases with non-profile testing energy consumption. Profile 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) Average fuel economy is calculated per phase and then overall based on the individual phase values 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 on its AC power supply. A logged signal from the Fluke 1730 power meter is used to report energy consumption during the charge phase of this testing. A total Active Power signal is logged at a 1 second sample rate by the device. The following code is used to calculate the total charge energy required to fully charge the onboard electrical energy storage system. %% 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 1605 Page 112 of 141

113 end energy = energy * (1/1000) * (1/3600); % kwh power = PowerP_Total_avg * (1/1000); % kw time = time * (1/60); % min %% Plot Results 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; Figure 3. Reported AC Charger Energy Usage The above figure represents an example of a bus being charged after an on-road test Page 113 of 141

114 9 Test Results This section presents all results from testing on October 18 th This includes both on-road driving as well as stationary charging through facility power On-Road Testing The bus was fully charged prior to this test and data logging started before initial vehicle movement and just before the bus drove away from its charging station. The bus was driven in a counter clockwise direction around the test track oval until it could no longer keep up with the prescribed drive cycle speed. Then the bus was returned directly to the charge station followed by a full charge. Data was recorded and processed, as detailed above, and is presented here Page 114 of 141

115 Figure 4. On-Road Testing Summary Plot 1605 Page 115 of 141

116 The following table represents the data taken at each phase and section point indicated in the figure above. Table 1.On-Road Report Results Time [min] Energy [kwh] Temperature [C] Page 116 of 141

117 The above test resulted in the overall on-road energy consumption of kwh. Note, the first and last phases listed above represent non-profile miles due to the drive to and from the start point on the track. The total non-profile energy consumption = kwh (sum of first and last phase) Average Fuel Economy = 1.36 kwh/mile (from profile miles only) Additional Distance due to non-profile energy consumption = 0.92 miles Test profile miles = miles Total vehicle range = profile miles + non-profile miles = miles In summary, based on this test s profile the average fuel economy or energy consumption is calculated to be 1.36 kwh/mile or MPG diesel equivalent and the total vehicle range is miles per charge Charge Results The following results are an integration of active power measured by a Fluke 1730 Power Meter during the charging event following on-road, discharge/range test. Once the discharge portion of the run was complete a full charge was started and data logged until the charge was completed Page 117 of 141

118 Figure 5. Charge Data This charge event following the on-road testing took approximate 145 minutes and consumed kwh of AC energy from the buildings facilities to fully charge the battery pack to 100% SOC Page 118 of 141

119 Bus Number: 1605 Date: 10/18/2016 Humidity (%): 61 Manufacturer: BYD Barometric Pressure (in Hg) : 29.8 Personnel: TS, SR, CS SLW (lbs): 25,770 Temperature (F): 74 Weather Instrument Asset No. A 58 Wind Speed/Direction: 9 MPH SSW Wind Speed Instrument Asset No. A 68 Test Direction: CCW Time [min] Battery Energy [kwh] +/ = Discharge/Charge Relative Battery Energy Used [kwh] Final Battery Temperature [Celsius] Phase Start End Start End End Drive out to Start CBD # ART # CBD # ART # CBD # Commuter CBD # ART # CBD # ART # CBD # Commuter CBD # ART # CBD # ART # CBD # Commuter CBD # ART # CBD # ART # CBD # Commuter CBD # ART # CBD # ART # CBD # Commuter CBD # ART # CBD # ART # CBD # Commuter CBD # ART # CBD # ART # CBD # Commuter CBD # ART # CBD # ART # CBD # Commuter Drive back to Charger # of Phases Avg. Energy Use [kwh] Total Energy CBD On Road ART Non Profile Commuter Charge (AC) #REF! 1605 Page 119 of 141

120 Figure 6. On-Road Report Results Bus Number: 1605 Date: 10/18/2016 Humidity (%): 61 Manufacturer: BYD Barometric Pressure (in Hg) : 29.8 Personnel: TS, SR, CS SLW (lbs): 25,770 Temperature (F): 74 Weather Instrument Asset No. A 58 Wind Speed/Direction: 9 MPH SSW Wind Speed Instrument Asset No. A 68 Time [min] AC Facility Charge Energy [kwh] +/ = Discharge/Charge AC Charger Energy [kwh] Final Battery Temperature [Celsius] Phase Start End Start End End Charge Data Figure 7. AC Facility Charge Energy Measurement, Low to 100% SOC Vehicle Range On Road (CCW) Total non profile energy use [kwh]: 1.26 Average Fuel Economy [kwh/mile]: 1.36 Distance from non profile energy [Miles]: 0.92 Fuel Economy Profile Distance [Miles]: Total Range [miles] Vehicle Range 1 Average Vehicle Range [Miles]: Vehicle Range 1 : Any distance driven out side the fuel economy testing, driving to and accounted for by using the average fuel economy and energy used during these event Additional Distance = Total Energy Used (non FE profile)[kwh] / Average Fuel Economy Figure 8. Vehicle Range Reported Value 1605 Page 120 of 141

121 Energy Economy Summary Sheet Bus Manufacture BYD Bus Model Electric Bus Number 1605 Test Date 10/18/2016 Fuel Type Electric On Road (CCW) Cycle Average Phase Phase Distance Total Distance Fuel Economy Fuel Economy [MPG] Energy Used [kwh] [Miles] Traveled [Miles] [kwh/mile] Diesel Equivalent 4 CBD ART COM Summary Average CBD Phase Consumption Average Arterial Phase Consumption Average Commuter Phase Consumption Overall Average Consumption Fuel Economy [kwh/mile] Fuel Economy [MPG] Diesel Equivalent Fuel Economy [MPG] Diesel Equivalent 4 : EPA EV Mode Fuel Economy Fuel Economy Labeling of Advanced Technologies (neglecting 5 cycle corrections) FE MPGe = (E D x 100) /FC EV where: FE MPGe = Fuel Economy in miles per gallon diesel equivalent FC EV = Measured unadjusted electrical consumption [kwh/100mile] E D = Energy content per gallon of diesel = 128,450 BTU/gallon = kwh/gallon [US DoE, Alternative Fuels & Advanced Vehicles Data Center] Total Energy Use Run # 1/2 [kwh] 5 : Total energy used during phases used for fuel economy calculation Figure 9. Report Summary Sheet 1605 Page 121 of 141

122 10 Technicians Reports This section details the technician reports logged during on-road testing Page 122 of 141

123 FUEL ECONOMY PRE-TEST MAINTENANCE FORM Page 1 of 3 Bus Number: 1605 Date: SLW (lbs): 25,770 Personnel: T.S. & S.R. FUEL SYSTEM Install fuel measurement system Replace fuel filter Check for fuel leaks Specify fuel type (refer to fuel analysis) OK N/A N/A N/A Electric Remarks: None noted. BRAKES/TIRES Inspect hoses Inspect brakes Relube wheel bearings Check tire inflation pressures (mfg. specs.) Check tire wear (less than 50%) Remarks: None noted. OK N/A COOLING SYSTEM Check hoses and connections Check system for coolant leaks Remarks: None noted. OK 1605 Page 123 of 141

124 FUEL ECONOMY PRE-TEST MAINTENANCE FORM Page 2 of 3 Bus Number: 1605 Date: Personnel: T.S & S.R. ELECTRICAL SYSTEMS Check battery Inspect wiring Inspect terminals Check lighting Remarks: None noted. OK DRIVE SYSTEM Drain transmission fluid Replace filter/gasket Check hoses and connections Replace transmission fluid Check for fluid leaks Remarks: None noted. OK N/A N/A N/A LUBRICATION Drain crankcase oil Replace filters Replace crankcase oil Check for oil leaks Check oil level Lube all chassis grease fittings Lube universal joints Replace differential lube including axles Remarks: None noted. OK N/A N/A N/A N/A N/A N/A 1605 Page 124 of 141

125 FUEL ECONOMY PRE-TEST MAINTENANCE FORM Page 3 of 3 Bus Number: 1605 Date: Personnel: T.S. & S.R. EXHAUST/EMISSION SYSTEM Check for exhaust leaks OK Remarks: None noted. ENGINE OK Replace air filter Inspect air compressor and air system Inspect vacuum system, if applicable Check and adjust all drive belts Check cold start assist, if applicable N/A N/A N/A N/A N/A Remarks: None noted. STEERING SYSTEM Check power steering hoses and connectors Service fluid level Check power steering operation Remarks: None noted. OK OK Ballast bus to seated load weight TEST DRIVE Check brake operation Check transmission operation Remarks: None noted. OK N/A 1605 Page 125 of 141

126 FUEL ECONOMY PRE-TEST INSPECTION FORM Page 1 of 1 Bus Number: 1605 Date: Personnel: T.S. & S.R. PRE WARM-UP Fuel Economy Pre-Test Maintenance Form is complete Cold tire pressure (psi): Front 120 Middle N/A Rear 120 Engine oil level Engine coolant level Interior and exterior lights on, evaporator fan on Fuel economy instrumentation installed and working properly. Fuel line -- no leaks or kinks Speed measuring system installed on bus. Speed indicator installed in front of bus and accessible to TECH and Driver. Bus is loaded to SLW WARM-UP Bus driven for at least one hour warm-up No extensive or black smoke from exhaust POST WARM-UP Warm tire pressure (psi): Front 120 Middle N/A Rear 120 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 If OK, Initial S.R. S.R. N/A N/A S.R. S.R. N/A S.R. S.R. If OK, Initial N/A N/A If OK, Initial N/A S.R. *No warm up was done prior to testing state of charge. S.R Page 126 of 141

127 1605 Page 127 of 141

128 1605 Page 128 of 141

129 1605 Page 129 of 141

130 11 Related Document Index The following documents are referenced or related to this document. Doc Number Description Type Date 1 BYD_On_Road_10_18_16.mat 3/25/17 2 BYD_Charge_Data_10_18_16.mat 3/27/15 3 ES.016.fel 2/24/17 4 ES.016 (SN )_trend.txt 3/27/17 5 calculate_and_sort.m.m 3/27/17 6 Process_Charge_Data.m.m 3/27/17 7 BYD Summary 10_18_16.xlsx 3/27/17 8 BYD_FE_CANoe_Config.cfg 3/27/17 9 BYD.dbc.dbc 2/24/17 10 ECU_Power_Energy.dbc.dbc 2/24/17 11 PSU_Sensors.dbc.dbc 2/24/17 12 VBOX3i.dbc.dbc 2/24/ Page 130 of 141

131 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 Test Track Facility. 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 46.7 db(a); ranging from 45.1 db(a) at the rear passenger seats to 48.1 db(a) in line with the middle speaker. The interior ambient noise level for this test was < 30.0 db(a). The second test measures interior noise during acceleration from 0 to 35 mph. This noise level ranged from 71.3 db(a) at the rear passenger seats to 74.6 db(a) at the front passenger seats. The overall average was 73.1 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. No vibrations or rattles were noted Page 131 of 141

132 INTERIOR NOISE TEST DATA FORM Test Condition 1: 80 db(a) Stationary White Noise Page 1 of 3 Bus Number: 1605 Date: Personnel: T.S., S.R. & M.H. Temperature ( F): 43 Humidity (%): 48 Wind Speed (mph): 6 Wind Direction: W Barometric Pressure (in.hg): Initial Sound Level Meter Calibration: 93.6 db(a) Interior Ambient Noise Level db(a): Less Than 30 Microphone Height During Testing (in): 46.0 Checked By: T.S. Exterior Ambient Noise Level db(a): 39.1 Initial Reading at Bus: 80.8 db(a) Final Reading at Bus: 80.8 db(a) Reading Location Measured Sound Level db(a) Driver's Seat 46.7 Front Passenger Seats 47.4 In Line with Front Speaker 47.2 In Line with Middle Speaker 48.1 In Line with Rear Speaker 45.7 Rear Passenger Seats 45.1 Final Sound Level Meter Calibration: 93.6 db(a) Checked By: T.S. Comments: None noted Page 132 of 141

133 INTERIOR NOISE TEST DATA FORM Test Condition 2: 0 to 35 mph Acceleration Test Page 2 of 3 Bus Number: 1605 Date: Personnel: S.R., E.D. & M.R. Temperature ( F): 72 Humidity (%): 73 Wind Speed (mph): 7 Wind Direction: SW Barometric Pressure (in.hg): Initial Sound Level Meter Calibration: 93.7 db(a) Checked By: S.R. Interior Ambient Noise Level db(a): Less Than 30 Exterior Ambient Noise Level db(a): 38.3 Microphone Height During Testing (in): 45.7 Reading Location Measured Sound Level db(a) Driver's Seat 73.9 Front Passenger Seats 74.6 Middle Passenger Seats 72.6 Rear Passenger Seats 71.3 Final Sound Level Meter Calibration: 93.8 db(a) Checked By: E.D. Comments: None noted Page 133 of 141

134 INTERIOR NOISE TEST DATA FORM Test Condition 3: Audible Vibration Test Page 3 of 3 Bus Number: 1605 Date: Personnel: S.R., E.D. & M.R. Temperature ( F): 60 Describe the following possible sources of noise and give the relative location on the bus. Source of Noise Location Description of Noise Engine and Accessories Windows and Doors Seats and Wheel Chair lifts Other N/A N/A N/A N/A None noted. None noted. None noted. None noted. Comment on any other vibration or noise source which may have occurred that is not described above: No unusual noise or vibrations to note. Comments: None noted Page 134 of 141

135 7.1 INTERIOR NOISE TEST TEST BUS SET-UP FOR 80 db(a) INTERIOR NOISE TEST 1605 Page 135 of 141

136 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. Accelerating at full throttle from a constant speed at or below 35 mph and just prior to transmission up shift. 2. Accelerating at full throttle from standstill. 3. 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. The test site characteristics regarding parked vehicles, signboards, buildings, or other sound-reflecting surfaces 2. Proper usage of all test equipment including set-up and calibration 3. 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 35.1 db(a), the average test result obtained while accelerating from a constant speed was 66.9 db(a) on the right side and 66.3 db(a) on the left side Page 136 of 141

137 When accelerating from a standstill with an exterior ambient noise level of 39.1 db(a), the average of the results obtained were 61.7 db(a) on the right side and 61.2 db(a) on the left side. With the vehicle stationary and the engine, accessories, and air conditioning on, the measurements averaged 40.0 db(a) at idle. With the accessories and air conditioning off, the readings averaged 0.1 db(a) lower at idle. Note: this electric test bus is not equipped with a high idle or wide open throttle mode. The exterior ambient noise level measured during this test was 39.0 db(a) Page 137 of 141

138 EXTERIOR NOISE TEST DATA FORM Accelerating from Constant Speed Page 1 of 3 Bus Number: 1605 Date: Personnel: S.R., E.D. & M.R. Temperature ( F): 56 Humidity (%): 56 Wind Speed (mph): 4 Wind Direction: S Barometric Pressure (in.hg): Verify that microphone height is 4 feet, wind speed is less than 12 mph and ambient temperature is between 30 F and 90 F: Initial Sound Level Meter Calibration: 93.6 db(a) Checked By: S.R. Exterior Ambient Noise Level: 35.1 db(a) 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) N/A 6 N/A 7 N/A 7 N/A 8 N/A 8 N/A 9 N/A 9 N/A 10 N/A 10 N/A Average of two highest actual noise levels = 66.9 db(a) Average of two highest actual noise levels = 66.3 db(a) Final Sound Level Meter Calibration Check: 93.7 db(a) Checked By: S.R. Comments: None noted Page 138 of 141

139 EXTERIOR NOISE TEST DATA FORM Accelerating from Standstill Page 2 of 3 Bus Number: 1605 Date: Personnel: S.R., E.D. & M.R. Temperature ( F): 58 Humidity (%): 54 Wind Speed (mph): 5 Wind Direction: SSE Barometric Pressure (in.hg): Verify that microphone height is 4 feet, wind speed is less than 12 mph and ambient temperature is between 30 F and 90 F: Initial Sound Level Meter Calibration: 93.6 db(a) Checked By: S.R. Exterior Ambient Noise Level: 39.1 db(a) Accelerating from Standstill Curb (Right) Side Accelerating from Standstill Street (Left) Side Run # Measured Noise Level db(a) Run # Measured Noise Level db(a) N/A 6 N/A 7 N/A 7 N/A 8 N/A 8 N/A 9 N/A 9 N/A 10 N/A 10 N/A Average of two highest actual noise levels = 61.7 db(a) Average of two highest actual noise levels = 61.2 db(a) Final Sound Level Meter Calibration Check: 93.7 db(a) Checked By: S.R. Comments: None noted Page 139 of 141

140 EXTERIOR NOISE TEST DATA FORM Stationary Page 3 of 3 Bus Number: 1605 Date: Personnel: S.R., E.D. & M.R. Temperature ( F): 58 Humidity (%): 54 Wind Speed (mph): 5 Wind Direction: SSE Barometric Pressure (in.hg): Initial Sound Level Meter Calibration: 93.6 db(a) Exterior Ambient Noise Level: 39.0 db(a) 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 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 High Idle N/A N/A N/A Wide Open Throttle N/A N/A N/A Final Sound Level Meter Calibration Check: 93.7 db(a) Checked By: S.R. Comments: None noted Page 140 of 141

141 7.2 EXTERIOR NOISE TESTS TEST BUS UNDER GOING EXTERIOR NOISE TESTS 1605 Page 141 of 141