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: Proterra Inc. Model: BE40 Submitted for Testing in Service-Life Category 12 Year /500,000 Miles May 2015 Report Number: LTI-BT-R1406 The Thomas D. Larson Pennsylvania Transportation Institute 201 Transportation Research Building The Pennsylvania State University University Park, PA (814) Bus Testing and Research Center 2237 Old Route 220 North Duncansville, PA (814)

2 1406 Page 2 of 150

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 150

4 EXECUTIVE SUMMARY Proterra Inc., submitted a model BE40, electric-powered 41 seat (including the driver) 42-foot bus, for a 12 yr./500,000 mile STURAA test. The odometer reading at the time of delivery was 2,861 miles. Testing started on June 19, 2014 and was completed on April 10, The Check-In section of the report provides a description of the bus and specifies its major components. The primary part of the test program is the Structural Durability Test, which also provides the information for the Maintainability and Reliability results. The Structural Durability Test was started on July 2, 2014 and was completed on April 3, The interior of the bus is configured with seating for 41 passengers including the driver. Free floor space will accommodate 38 standing passengers resulting in a potential load of 79 persons. At 150 lbs per person, this load results in a measured gross vehicle weight of 39,390 lbs. Note: at gross vehicle weight the front axle reaction exceeds the front GAWR by 1,800 lbs. The first segment of the Structural Durability Test was performed with the bus loaded to a GVW of 39,390 lbs. The middle segment was performed at a seated load weight of 33,750 lbs and the final segment was performed at a curb weight of 27,370 lbs. Durability driving resulted in unscheduled maintenance and failures that involved a variety of subsystems. A description of failures and a complete and detailed listing of scheduled and unscheduled maintenance are provided in the Maintainability section of this report. Effective January 1, 2010 the Federal Transit Administration determined that the total number of simulated passengers used for loading all test vehicles will be based on the full complement of seats and free-floor space available for standing passengers (150 lbs per passenger). The passenger loading used for dynamic testing will not be reduced in order to comply with Gross Axle Weight Ratings (GAWR s) or the Gross Vehicle Weight Ratings (GVWR s) declared by the manufacturer. Cases where the loading exceeds the GAWR and/or the GVWR will be noted accordingly. During the testing program, all test vehicles transported or operated over public roadways will be loaded to comply with the GAWR and GVWR specified by the manufacturer. Accessibility, in general, was adequate, components covered in Section 1.3 (Repair and/or Replacement of Selected Subsystems) along with all other components encountered during testing, were found to be readily accessible and no restrictions were noted. The Reliability section compiles failures that occurred during Structural Durability Testing. Breakdowns are classified according to subsystems. The data in this section are arranged so that those subsystems with more frequent problems are apparent. The problems are also listed by class as defined in Section 2. The test bus encountered no Class 1 failures. The one Class 2 failure occurred with the body structure. Of the remaining 32 failures 24 were Class 3 and eight were Class Page 4 of 150

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 but did experience pull to the left during both approaches to the Split Friction Road surface. The Parking Brake phase was completed with the test bus maintaining the parked position for the full five minute period with no slip or roll observed in both the uphill and downhill positions. The Shakedown Test produced a maximum final loaded deflection of inches with a permanent set ranging between to inches under a distributed static load of 28,575 lbs. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating properly. No water leakage was observed throughout the test. All subsystems operated properly. The Static Towing Test was performed using a target load (towing force) of 32,844 lbs. All four front pulls were completed to the full test load with no damage or deformation observed. The Dynamic Towing Test was performed by means of a frontlift tow. The towing interface was accomplished using a hydraulic under-lift wrecker. The bus was towed without incident and no damage resulted from the test. The manufacturer does not recommend towing the bus from the rear, therefore, a rear test was not performed. The Jacking and Hoisting Tests were also performed without incident. The bus was found to be stable on the jack stands, and the minimum jacking clearance observed with a tire deflated was 3.6 inches. A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results are reported in the fuel economy section beginning on page 108. A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively Page 5 of 150

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 1406 Page 6 of 150

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 Proterra Inc., model BE40. The bus has a front door equipped with a Ricon, model RIFR electric fold-out handicap ramp located forward of the front axle. The rear passenger door is located forward of the rear axle. Power is provided by 8 Proterra model TerraVolt100a Lithium Titanate fastcharge battery packs, energizing, a UQM High Voltage Drive Motor, model PP220 coupled to an Eaton model EEV-7202 transmission. The measured curb weight is 12,090 lbs. for the front axle and 15,280 lbs. for the rear axle. These combined weights provide a total measured curb weight of 27,370 lbs. There are 41 seats including the driver and room for 38 standing passengers bringing the total passenger capacity to 79. Gross load is 150 lbs. x 79 = 11,850 lbs. At full capacity, the measured gross vehicle weight is 39,390 lbs. Note: at gross vehicle weight the front axle is 1,800 lbs. over the front GAWR. Effective January 1, 2010 the Federal Transit Administration determined that the total number of simulated passengers used for loading all test vehicles will be based on the full complement of seats and free-floor space available for standing passengers (150 lbs. per passenger). The passenger loading used for dynamic testing will not be reduced in order to comply with Gross Axle Weight Ratings (GAWR s) or the Gross Vehicle Weight Ratings (GVWR s) declared by the manufacturer. Cases where the loading exceeds the GAWR and/or the GVWR will be noted accordingly. During the testing program, all test vehicles transported or operated over public roadways will be loaded to comply with the GAWR and GVWR specified by the manufacturer Page 7 of 150

8 VEHICLE DATA FORM Page 1 of 7 Bus Number: 1406 Arrival Date: Bus Manufacturer: Proterra Vehicle Identification Number (VIN): 1M9TH16J0ES Model Number: BE40 Date: Personnel: T.S., S.R. & E.D. WEIGHT: Individual Wheel Reactions: Weights (lb) Front Axle Middle Axle Rear Axle Right Left Right Left Right Left CW 5,540 6,550 N/A N/A 7,980 7,300 SLW 6,500 7,850 N/A N/A 10,020 9,380 GVW 8,200 9,260 N/A N/A 11,240 10,690 Total Weight Details: Weight (lb) CW SLW GVW GAWR Front Axle 12,090 14,350 17,460 15,660 Middle Axle N/A N/A N/A N/A Rear Axle 15,280 19,400 21,930 23,840 Total 27,370 33,750 39,390 GVWR: 39,550 Dimensions: Length (ft/in) 42 / 7.5 Width (in) Height (in) Front Overhang (in) Rear Overhang (in) Wheel Base (in) Wheel Track (in) Front: 86.5 Rear: Page 8 of 150

9 VEHICLE DATA FORM Page 2 of 7 Bus Number: 1406 Date: & CLEARANCES: Lowest Point Outside Front Axle Location: Body Clearance(in): 8.8 Lowest Point Outside Rear Axle Location: Transmission Cradle Clearance(in): 7.9 Lowest Point between Axles Location: Body Clearance(in): 8.0 Ground Clearance at the center (in) 8.0 Front Approach Angle (deg) 8.2 Rear Approach Angle (deg) 8.8 Ramp Clearance Angle (deg) 3.1 Aisle Width (in) Front: 25.8 Rear: 25.1 Inside Standing Height at Center Aisle (in) Front: 91.0 Rear: 74.2 BODY DETAILS: Body Structural Type Frame Material Body Material Floor Material Roof Material Composite Monocoque Body High Strength Low Alloy Steel Suspension Interfaces Composite Composite Composite Windows Type Fixed Movable Window Mfg./Model No. Arrow / AS3 DOT411 Number of Doors 1 Front 1 Rear Mfr. / Model No. Front: Ventura / IG41100 Rear: Ventura / IG41250 Dimension of Each Door (in) Front: 36.0 x 74.8 Rear: 41.7 x 76.1 Passenger Seat Type Cantilever Pedestal Other (explain) Mfr. / Model No. USSC / 4 One / Gemini Driver Seat Type Air Spring Other (explain) Mfr. / Model No. Number of Seats (including Driver) Recaro / 8H8.31.A21.VC11 41 or Wheelchair positions 1406 Page 9 of 150

10 VEHICLE DATA FORM Page 3 of 7 Bus Number: 1406 Date: & BODY DETAILS (Contd..) Free Floor Space ( ft 2 ) 61.5 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: 2.9 Rear: 2.8 ENGINE Type C.I. Alternate Fuel S.I. Other (Electric) Mfr. / Model No. UQM High Voltage Drive Motor: / PP220 S/N UQM High Voltage Controller: / 1000T-018 Location Front Rear Other (explain): Midway underneath of vehicle Fuel Type Gasoline CNG Methanol Diesel LNG Other (explain): Battery Power Fuel Tank Capacity (indicate units) N/A Fuel Induction Type Injected Carburetion Electric Battery Packs Mfr. / Mod. # Alternator (Generator) Mfr. / Model No. Maximum Rated Output (Volts / Amps) 8 Proterra / Terra Volt100 N/A N/A Air Compressor Mfr. / Model No. Gardner Denver / Hydrovane / Maximum Capacity (ft 3 / min) 10.3 Starter Type Electrical Pneumatic Other (explain) Starter Mfr. / Model No. N/A 1406 Page 10 of 150

11 VEHICLE DATA FORM Page 4 of 7 Bus Number: 1406 Date: & TRANSMISSION Transmission Type Manual Automatic Mfr. / Model No. Eaton / EEV-7202 Control Type Mechanical Electrical Other Torque Converter Mfr. / Model No. Integral Retarder Mfr. / Model No. SUSPENSION N/A N/A Number of Axles 2 Front Axle Type Independent Beam Axle Mfr. / Model No. ZF-RL 75 EC S/N: 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. ZF / AV132 / 90 S/N: Axle Ratio (if driven) 7.38 Suspension Type Air Spring Other (explain) No. of Shock Absorbers 4 Mfr. / Model No. Sachs / Page 11 of 150

12 VEHICLE DATA FORM Page 5 of 7 Bus Number: 1406 Date: & WHEELS & TIRES Front Wheel Mfr./ Model No. Alcoa / 22.5 x 8.25 Tire Mfr./ Model No. Michelin XZU2 / R 22.5 Rear Wheel Mfr./ Model No. Alcoa / 22.5 x 8.25 Tire Mfr./ Model No. Michelin XZU2 / R 22.5 BRAKES Front Axle Brakes Type Cam Disc Other (explain) Mfr. / Model No. Knorr / SB7000 Middle Axle Brakes Type Cam Disc Other (explain) Mfr. / Model No. N/A Rear Axle Brakes Type Cam Disc Other (explain) Mfr. / Model No. Retarder Type Mfr. / Model No. Knorr / SN7 Re-Gen Eaton / EEV-7202 HVAC Heating System Type Air Water Other Capacity (Btu/hr) 54,594.3 Mfr. / Model No. Eberspächer / W3G300-RQ30-83 Air Conditioner Yes No Location Roof Capacity (Btu/hr) 109,188.5 A/C Compressor Mfr. / Model No. Eberspächer / W3G300-RQ30-83 STEERING Steering Gear Box Type Mfr. / Model No. Hydraulic gear w/ electric pump assist TRW / TAS85 Baldorf Reliance / EJMM3615T Steering Wheel Diameter 18.0 Number of turns (lock to lock) 3 ¾ 1406 Page 12 of 150

13 VEHICLE DATA FORM Page 6 of 7 Bus Number: 1406 Date: & OTHERS Wheel Chair Ramps Location: Front Door Type: Electric Wheel Chair Lifts Location: N/A Type: N/A Mfr. / Model No. RICON / RIFR2SS S/N: Emergency Exit Location: Doors Windows Roof Hatch Number: CAPACITIES Fuel Tank Capacity (units) Engine Crankcase Capacity (gallons) N/A N/A Transmission Capacity (gallons) 1.5 Differential Capacity (gallons) 4.49 Cooling System Capacity (gallons) Power Steering Fluid Capacity (quarts) Page 13 of 150

14 VEHICLE DATA FORM Page 7 of 7 Bus Number: 1406 Date: List all spare parts, tools and manuals delivered with the bus. Part Number Description Qty. T / S/N: ASM-T Hydrovane Rotary Compressor / S/N: High Voltage Drive Motor / EEV-7202 Eaton Transmission / 70R / 22.5 Michelin Tires XZU2 4 K Bendix Air Dryer CCA X 2 Power 12Volt Battery Heater Therma Tech 1 Baldor Hydraulic Motor 1 P30799 High Voltage Cable SINECO / 1000T-018 High Voltage Control Unit 1 M-15C12C-TS Hadley Mirrors 2 Mirror Arm Curbside 1 P Metal Shield / Cover Firestone Airbags - Rear Firestone Airbags - Front 2 Wire Spool 14 gauge 1 Eaton Portable Charging Unit/Cables 1 Schematics Folder Page 14 of 150

15 COMPONENT/SUBSYSTEM INSPECTION FORM Page 1 of 1 Bus Number: 1406 Date: Subsystem Checked Initials Comments Air Conditioning Heating and Ventilation T.S. Body and Sheet Metal T.S. No sheet metal Frame T.S. Steering T.S. Suspension T.S. Interior/Seating T.S. Axles T.S. Brakes T.S. Tires/Wheels T.S. Exhaust T.S. N/A Fuel System T.S. Power Plant T.S. Accessories T.S. Lift System T.S. Interior Fasteners T.S. Batteries T.S Page 15 of 150

16 CHECK - IN PROTERRA INC., MODEL BE Page 16 of 150

17 CHECK - IN CONT. PROTERRA INC., MODEL BE40 EQUIPPED WITH A RICON MODEL RIFR2SS ELECTRIC HANDICAP RAMP VIN TAG 1406 Page 17 of 150

18 CHECK - IN CONT. OPERATOR S AREA INTERIOR FRONT-TO-REAR 1406 Page 18 of 150

19 CHECK - IN CONT. HIGH VOLTAGE BATTERY TRAY IN UNDERBELLY UQM HIGH VOLTAGE DRIVE MOTOR EATON EEV-7202 TRANSMISSION 1406 Page 19 of 150

20 CHECK - IN CONT. ROOF AREA FORWARD ROOF AREA AFT 1406 Page 20 of 150

21 CHECK - IN CONT. IN-ROUTE CHARGING INTERFACE 1406 Page 21 of 150

22 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 22 of 150

23 ACCESSIBILITY DATA FORM Page 1 of 2 Bus Number: 1406 Date: Component Checked Initials Comments ENGINE : Oil Dipstick N/A J.P. Oil Filler Hole N/A J.P. Oil Drain Plug N/A J.P. Oil Filter N/A J.P. Fuel Filter N/A J.P. Air Filter N/A J.P. Belts N/A J.P. Coolant Level J.P. Coolant Filler Hole J.P. Coolant Drain J.P. Coolant for batteries & drive motor. Spark / Glow Plugs J.P. Alternator J.P. Diagnostic Interface Connector J.P. TRANSMISSION : Fluid Dip-Stick J.P. Filler Hole J.P. Drain Plug J.P. SUSPENSION : Bushings J.P. Shock Absorbers J.P. Air Springs J.P. Leveling Valves J.P. Grease Fittings J.P Page 23 of 150

24 ACCESSIBILITY DATA FORM Page 2 of 2 Bus Number: 1406 Date: Component Checked Initials Comments HVAC : A/C Compressor J.P. Filters J.P. Fans J.P. ELECTRICAL SYSTEM : Fuses J.P. Batteries J.P. Voltage regulator J.P. Voltage converters J.P. Lighting J.P. MISCELLANEOUS : Brakes J.P. Handicap Lifts/Ramps J.P. Instruments J.P. Axles J.P. Exhaust N/A J.P. Fuel System N/A J.P. OTHERS : 1406 Page 24 of 150

25 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 4. Brake adjustments 5. Lubrication 6. 3,000 mi (or equivalent) inspection 1406 Page 25 of 150

26 7. Oil and filter change inspection 8. Major inspection 9. Tune-up C. Periodic Repairs 1. Brake reline 2. Transmission change 3. Engine change 4. Windshield wiper motor change 5. Stoplight bulb change 6. Towing operations 7. Hoisting operations 1.2-III. DISCUSSION Servicing and preventive maintenance were performed at manufacturer-specified intervals. The following Scheduled Maintenance Form lists the mileage, items serviced, the service interval, and amount of time required to perform the maintenance. Table 1 is a list of the lubricating products used in servicing. Finally, the Unscheduled Maintenance List along with Unscheduled Maintenance related photographs is included in Section 5.7, Structural Durability. This list supplies information related to failures that occurred during the durability portion of testing. The Unscheduled Maintenance List includes the date and mileage at which the malfunction occurred, a description of the malfunction and repair, and the time required to perform the repair Page 26 of 150

27 1406 Page 27 of 150

28 1406 Page 28 of 150

29 Table 1. STANDARD LUBRICANTS The following is a list of Texaco lubricant products used in bus testing conducted by the Penn State University Altoona Bus Testing Center: ITEM PRODUCT CODE TEXACO DESCRIPTION Engine oil #2112 URSA Super Plus SAE 30 Transmission oil #1866 Automatic Trans Fluid Mercon/Dexron II Multipurpose Gear oil #2316 Multigear Lubricant EP SAE 80W90 Wheel bearing & #1935 Starplex II Chassis grease 1406 Page 29 of 150

30 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 12 volt battery tray Right rear air bag All 4 rear shock & both rear ride height sensors All 4 rear air bags Defroster wittens for the right rear suspension Right rear back up lamp Both front tires Both Vanner battery equalizers volt power supplies Battery tray/box hardware Page 30 of 150

31 At the end of the test, the remaining items on the list were removed and replaced. The power train assembly took 8.00 man-hours (two men 4.00 hrs.) to remove and replace. The time required for repair/replacement of the four remaining components is given on the following Repair and/or Replacement Form. REPLACEMENT AND/OR REPAIR FORM Page 1 of 1 Subsystem Power train Wiper Motor LV Batteries HV Battery Pack Replacement Time 8.00 man hours 1.00 man hours 0.50 man hours 4.00 man hours 1406 Page 31 of 150

32 1.3 REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS TRANSMISSION REMOVAL AND REPLACEMENT (8.00 MAN HOURS) WIPER MOTOR REMOVAL AND REPLACEMENT (1.00 MAN HOURS) 1406 Page 32 of 150

33 1.3 REPLACEMENT AND/OR REPAIR OF SELECTED SUBSYSTEMS CONT. LOW VOLTAGE BATTERIES REMOVAL AND REPLACEMENT (0.50 MAN HOURS) HIGH VOLTAGE BATTERIES REMOVAL AND REPLACEMENT (4.00 MAN HOURS) 1406 Page 33 of 150

34 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 34 of 150

35 The classification of repairs according to subsystem is intended to emphasize those systems which had persistent minor or more serious problems. There were no Class 1 failures. The one Class 2 failure occurred with the body structure. Of the 24 Class 3 failures, nine involved the body structure/compartments, six failures were related to suspension, five occurred in the electrical system, two with the drive train and one each with the brakes and battery cooling system. These, and the remaining eight Class 4 failures are available for review in the Unscheduled Maintenance List, located in Section 5.7 Structural Durability Page 35 of 150

36 RELIABILITY DATA FORM Bus Number: 1406 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 , , , , , , , , , , , , , Body Structure/ Compartments Suspension , , , , , , , , Electrical 3, , , , , , Page 36 of 150

37 RELIABILITY DATA FORM Bus Number: 1406 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 Drive Train 8, , Battery Cooling 11, System Brakes Page 37 of 150

38 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 38 of 150

39 SAFETY DATA FORM Page 1 of 1 Bus Number: 1406 Date: Personnel: T.S., S.R. & R.S. Temperature ( F): 34 Humidity (%): 50 Wind Direction: WNW 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: A safe profile was maintained throughout all portions of testing. Comments of the tire/ground contact patch: Tire/ground contact was maintained throughout all portions of testing Page 39 of 150

40 3. SAFETY RIGHT - HAND APPROACH LEFT - HAND APPROACH 1406 Page 40 of 150

41 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 41 of 150

42 PERFORMANCE DATA FORM Page 1 of 1 Bus Number: 1406 Date: Personnel: T.S., T.G. & J.S. Temperature ( F): 43 Humidity (%): 76 Wind Direction: Calm Wind Speed (mph): Calm Barometric Pressure (in.hg): INITIALS: Ventilation fans-on HIGH (Not operational) Checked T.S. Heater pump motor-off Checked T.S. Defroster-OFF Checked T.S. Exterior and interior lights-on Checked T.S. Windows and doors-closed Checked T.S. ACCELERATION, GRADEABILITY, TOP SPEED Counter Clockwise Recorded Interval Times Speed Run 1 Run 2 Run 3 10 mph 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 42 of 150

43 1406 Page 43 of 150

44 1406 Page 44 of 150

45 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 1406 Page 45 of 150

46 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 but did experience pull to the left during both approaches to the Split Friction Road surface. The Parking Brake phase was completed with the test bus maintaining the parked position for the full five minute period with no slip or roll observed in both the uphill and downhill positions Page 46 of 150

47 Table Braking Test Data Forms Page 1 of 3 Bus Number: 1406 Date: & Personnel: T.S., S.R. & M.H. Amb. Temperature ( o F): 48 on & 36 on Wind Speed (mph): 4 on & 11 on Wind Direction: WNW on & WSW on Pavement Temp ( F): Start: 65.8 End: 66.2 on Start: 46.3 End: 46.9 on TIRE INFLATION PRESSURE (psi): Tire Type: Front: Michelin XZU 2 305/70R/22.5 Left Tire(s) Rear: Michelin XZU 2 305/70R/22.5 Right Tire(s) Front Inner Outer Inner Outer Rear N/A N/A N/A N/A Rear AXLE LOADS (lb) Left Right Front 9,260 8,200 Rear 10,690 11,240 *Hill hold test was performed on All other values were recorded on Page 47 of 150

48 Table Record of All Braking System Faults/Repairs. Page 2 of 3 Date Personnel Fault/Repair Description T.S., S.R. & M.H. None noted. None noted Page 48 of 150

49 Table Stopping Distance Test Results Form Page 3 of 3 Stopping Distance (ft) Vehicle Direction CW CCW CW 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 Attempt Did test bus stay in 12 lane? (yes/no) CW CCW 1 Yes 2 Yes-Comment: when stopping, the driver overshot the end cone, but the bus remained in the lane while braking and all four stopping distances were the same. 1 Yes 2 Yes Table 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 5:00 X 2 3 Front down 1 5:00 X Page 49 of 150

50 4.2 Performance - Bus Braking PARKING BRAKE HELD 20% UPWARD AND 20% DOWNWARD 1406 Page 50 of 150

51 5.1 STRUCTURAL INTEGRITY 5.1 STRUCTURAL STRENGTH AND DISTORTION TESTS STRUCTURAL SHAKEDOWN TEST 5.1-I. DISCUSSION The objective of this test is to determine certain static characteristics (e.g., bus floor deflection, permanent structural deformation, etc.) under static loading conditions. 5.1-II. TEST DESCRIPTION In this test, the bus will be isolated from the suspension by blocking the vehicle under the suspension points. The bus will then be loaded and unloaded up to a maximum of three times with a distributed load equal to 2.5 times gross load. Gross load is 150 lb for every designed passenger seating position, for the driver, and for each 1.5 sq ft of free floor space. For a distributed load equal to 2.5 times gross load, place a 375-lb load on each seat and on every 1.5 sq ft of free floor space. The first loading and unloading sequence will settle the structure. Bus deflection will be measured at several locations during the loading sequences. 5.1-III. DISCUSSION This test was performed based on a maximum passenger capacity of 73 people including the driver plus 2 wheelchair positions. The resulting test load is (73 X 375 lb.) = 27,375 lbs. + 1,200 lbs. (2 wheelchair positions) = 28,575 lbs. The load is distributed evenly over the passenger space. Deflection data before and after each loading and unloading sequence is provided on the Structural Shakedown Data Form. The unloaded height after each test becomes the original height for the next test. Some initial settling is expected due to undercoat compression, etc. After each loading cycle, the deflection of each reference point is determined. The bus is then unloaded and the residual (permanent) deflection is recorded. On the final test, the maximum loaded deflection was Inches at reference point 6. The maximum permanent deflection after the final loading sequence ranged from Inches at reference points 6, and 7 to inches at reference points 5, 8 and Page 51 of 150

52 STRUCTURAL SHAKEDOWN DATA FORM Page 1 of 2 Bus Number: 1406 Date: Personnel: E.D., T.S., E.L., J.P., P.D. & T.G. Temperature ( F): 78 Loading Sequence: (check one) Test Load (lbs.): 28,575 (35 seated, 38 standing, 2 w/c positions) 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 52 of 150

53 STRUCTURAL SHAKEDOWN DATA FORM Page 2 of 2 Bus Number: 1406 Date: Personnel: T.S., S.R. & E.D. Temperature ( F): 81 Loading Sequence: (check one) Test Load (lbs.): 28,575 (35 seated, 38 standing, 2 w/c positions) 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 53 of 150

54 5.1 STRUCTURAL SHAKEDOWN TEST DIAL INDICATORS IN POSITION BUS LOADED TO 2.5 TIMES GVL (28,575 LBS) 1406 Page 54 of 150

55 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. No water leakage was observed during the test. The results of this test are indicated on the following data forms Page 55 of 150

56 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 1 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F): 74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism 1406 Page 56 of 150

57 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 2 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F): 74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism 1406 Page 57 of 150

58 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 3 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F):74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism 1406 Page 58 of 150

59 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 4 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F): 74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism 1406 Page 59 of 150

60 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 5 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F): 74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism 1406 Page 60 of 150

61 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 6 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F): 74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism 1406 Page 61 of 150

62 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 7 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F): 74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism 1406 Page 62 of 150

63 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 8 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F): 74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism 1406 Page 63 of 150

64 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 9 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F): 74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism 1406 Page 64 of 150

65 DISTORTION TEST INSPECTION FORM (Note: Ten copies of this data sheet are required) Page 10 of 10 Bus Number: 1406 Date: Personnel: S.R., T.S., P.D., E.D. & E.L. Temperature( F): 74 Wheel Position : (check one) All wheels level before after Left front 6 in higher 6 in lower Right front 6 in higher 6 in lower Right rear 6 in higher 6 in lower Left rear 6 in higher 6 in lower Right center 6 in higher 6 in lower Left center 6 in higher 6 in lower Comments Windows Front Doors Rear Doors Escape Mechanisms/ Roof Vents Engine Handicapped Device/ Special Seating Undercarriage Service Doors Body Windows/ Body Leakage Steering Mechanism No deficiencies 1406 Page 65 of 150

66 5.2 STRUCTURAL DISTORTION TEST RIGHT FRONT WHEEL SIX INCHES HIGHER LEFT REAR WHEEL SIX INCHES LOWER 1406 Page 66 of 150

67 5.3 STRUCTURAL STRENGTH AND DISTORTION TESTS - STATIC TOWING TEST 5.3-I. TEST OBJECTIVE The objective of this test is to determine the characteristics of the bus towing mechanisms under static loading conditions. 5.3-II. TEST DESCRIPTION Utilizing a load-distributing yoke, a hydraulic cylinder is used to apply a static tension load equal to 1.2 times the bus curb weight. The load will be applied to both the front and rear, if applicable, towing fixtures at an angle of 20 degrees with the longitudinal axis of the bus, first to one side then the other in the horizontal plane, and then upward and downward in the vertical plane. Any permanent deformation or damage to the tow eyes or adjoining structure will be recorded. 5.3-III. DISCUSSION The load-distributing yoke was incorporated as the interface between the Static Tow apparatus and the test bus tow hook/eyes. The test was performed to the full target test weight of 32,844 lbs. (1.2 x 27,370 lbs CW). No damage or deformation was observed during all four pulls of the test. The manufacturer does not recommend towing from the rear therefore a rear test was not performed Page 67 of 150

68 STATIC TOWING TEST DATA FORM Page 1 of 1 Bus Number: 1406 Date: Personnel: S.R., E.L., P.D., J.P. & J.S. Temperature ( F): 45 Digital readout value: Start: 0 End: 16,500 Inspect right front tow eye and adjoining structure. Comments: No damage or deformation. Check the torque of all bolts attaching tow eye and surrounding structure. Comments: Welds inspected. Inspect left tow eye and adjoining structure. Comments: No damage or deformation. Check the torque of all bolts attaching tow eye and surrounding structure. Comments: Welds inspected. Inspect right rear tow eye and adjoining structure. Comments: N/A Check the torque of all bolts attaching tow eye and surrounding structure. Comments: N/A Inspect left rear tow eye and adjoining structure. Comments: N/A Check the torque of all bolts attaching tow eye and surrounding structure. Comments: N/A General comments of any other structure deformation or failure: All four front pulls were completed to the full target test load of 16,422 lbs. (1.2 x 27,370 2 = 16,422) with no damage or deformation observed. The manufacturer does not recommend towing from the rear; therefore a rear test was not performed Page 68 of 150

69 5.3 STATIC TOWING TEST 20 UPWARD PULL 20 DOWN PULL 1406 Page 69 of 150

70 5.3 STATIC TOWING TEST CONT. 20 LEFT PULL 20 RIGHT PULL 1406 Page 70 of 150

71 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 71 of 150

72 DYNAMIC TOWING TEST DATA FORM Page 1 of 1 Bus Number: 1406 Date: Personnel: S.R., T.G., E.L., J.P. & P.D. Temperature ( F): 43 Wind Speed (mph):18 Wind Direction: WNW Inspect tow equipment-bus interface. Comments: A safe and adequate connection was made between the tow equipment and the bus. Inspect tow equipment-wrecker interface. Comments: A safe and adequate connection was made between the tow equipment and the bus. Towing Comments: A front lift tow was performed incorporating a hydraulic under lift wrecker. Description and location of any structural damage: None noted. General Comments: No problems with the towing interface or procedures were encountered Page 72 of 150

73 5.4 DYNAMIC TOWING TEST TOWING INTERFACE 1406 Page 73 of 150

74 5.5 STRUCTURAL STRENGTH AND DISTORTION TESTS JACKING TEST 5.5-I. TEST OBJECTIVE The objective of this test is to inspect for damage due to the deflated tire, and determine the feasibility of jacking the bus with a portable hydraulic jack to a height sufficient to replace a deflated tire. 5.5-II. TEST DESCRIPTION With the bus at curb weight, the tire(s) at one corner of the bus are replaced with deflated tire(s) of the appropriate type. A portable hydraulic floor jack is then positioned in a manner and location specified by the manufacturer and used to raise the bus to a height sufficient to provide 3-in clearance between the floor and an inflated tire. The deflated tire(s) are replaced with the original tire(s) and the jack is lowered. Any structural damage or permanent deformation is recorded on the test data sheet. This procedure is repeated for each corner of the bus. 5.5-III. DISCUSSION The jack used for this test has a minimum height of 8.75 inches. During the deflated portion of the test, the jacking point clearances ranged from 3.6 inches to 8.3 inches. No deformation or damage was observed during testing. A complete listing of jacking point clearances is provided in the Jacking Test Data Form. JACKING CLEARANCE SUMMARY Condition Frame Point Clearance Front axle one tire flat 4.6 Rear axle one tire flat 7.5 Rear axle two tires flat Page 74 of 150

75 JACKING TEST DATA FORM Page 1 of 1 Bus Number: 1406 Date: Personnel: T.S., S.R. & E.D. Temperature ( F): 66 Record any permanent deformation or damage to bus as well as any difficulty encountered during jacking procedure. Deflated Tire Jacking Pad Clearance Body/Frame (in) Jacking Pad Clearance Axle/Suspension (in) Comments Right front 8.2 I 4.6 D 7.4 I 3.6 D Axle & Body Left front 8.5 I 5.1 D 7.1 I 3.6 D Axle & Body Right rear outside 8.1 I 7.5 D 6.8 I 6.3 D Body & Suspension Right rear both 8.1 I 5.1 D 6.8 I 3.6 D Body & Suspension Left rear outside 8.7 I 8.3 D 6.8 I 3.6 D Body & Suspension Left rear both 8.7 I 6.1 D 6.8 I 3.7 D Body & Suspension Right middle or tag outside NA NA Right middle or tag both NA NA Left middle or tag outside NA NA Left middle or tag both NA NA Additional comments of any deformation or difficulty during jacking: RF Conventional jack was unable to fit under jacking pad after deflating tire. LF Conventional jack was unable to fit under jacking pad after deflating tire Page 75 of 150

76 5.6 STRUCTURAL STRENGTH AND DISTORTION TESTS - HOISTING TEST 5.6-I. TEST OBJECTIVE The objective of this test is to determine possible damage or deformation caused by the jack/stands. 5.6-II. TEST DESCRIPTION With the bus at curb weight, the front end of the bus is raised to a height sufficient to allow manufacturer-specified placement of jack stands under the axles or jacking pads independent of the hoist system. The bus will be checked for stability on the jack stands and for any damage to the jacking pads or bulkheads. The procedure is repeated for the rear end of the bus. The procedure is then repeated for the front and rear simultaneously. 5.6-III. DISCUSSION The test was conducted using four posts of a six-post electric lift and standard 19 inch jack stands. The bus was hoisted from the front wheel, rear wheel, and then the front and rear wheels simultaneously and placed on jack stands. The bus easily accommodated the placement of the vehicle lifts and jack stands and the procedure was performed without any instability noted Page 76 of 150

77 HOISTING TEST DATA FORM Page 1 of 1 Bus Number: 1406 Date: Personnel: T.S. & S.R. Temperature ( F): 83 Comments of any structural damage to the jacking pads or axles while both the front wheels are supported by the jack stands: None noted. Comments of any structural damage to the jacking pads or axles while both the rear wheels are supported by the jack stands: None noted. Comments of any structural damage to the jacking pads or axles while both the front and rear wheels are supported by the jack stands: None noted Page 77 of 150

78 5.7 STRUCTURAL DURABILITY TEST 5.7-I. TEST OBJECTIVE The objective of this test is to perform an accelerated durability test that approximates up to 25 percent of the service life of the vehicle. 5.7-II. TEST DESCRIPTION The test vehicle is driven a total of 15,000 miles; approximately 12,500 miles on the PSBRTF Durability Test Track and approximately 2,500 miscellaneous other miles. The test will be conducted with the bus operated under three different loading conditions. The first segment will consist of approximately 6,250 miles with the bus operated at GVW. The second segment will consist of approximately 2,500 miles with the bus operated at SLW. The remainder of the test, approximately 6,250 miles, will be conducted with the bus loaded to CW. If GVW exceeds the axle design weights, then the load will be adjusted to the axle design weights and the change will be recorded. All subsystems are run during these tests in their normal operating modes. All recommended manufacturers servicing is to be followed and noted on the vehicle maintainability log. Servicing items accelerated by the durability tests will be compressed by 10:1; all others will be done on a 1:1 mi/mi basis. Unscheduled breakdowns and repairs are recorded on the same log as are any unusual occurrences as noted by the driver. Once a week the test vehicle shall be washed down and thoroughly inspected for any signs of failure. 5.7-III. DISCUSSION The Structural Durability Test was started on July 2, 2014 and was conducted until April 3, The first 6,250 miles were performed at a GVW of 39,390 lbs. and completed on October 17, Note: at this GVW the front GAWR is exceeded by 1,800 lbs. The next 2,500 mile SLW segment was performed at 33,750 lbs. and completed on December 15, 2014, and the final 6,250 mile segment was performed at a CW of 27,370 lbs and completed on April 3, Effective January 1, 2010, the Federal Transit Administration determined that the total number of simulated passengers used for loading all test vehicles will be based on the full complement of seats and free-floor space available for standing passengers (150 lbs. per passenger). The passenger loading used for dynamic testing will not be reduced in order to comply with Gross Axle Weight Ratings (GAWR s) or the Gross Vehicle Weight Ratings (GVWR s) declared by the manufacturer. Cases where the loading exceeds the GAWR and/or the GVWR will be noted accordingly. During the testing program, all test vehicles transported or operated over public roadways will be loaded to comply with the GAWR and GVWR specified by the manufacturer. The following mileage summary presents the accumulation of miles during the Structural Durability Test. The driving schedule is included, showing the operating duty cycle. A detailed plan view of the Test Track Facility and Durability Test Track are attached for reference. Also, a durability element profile detail shows all the measurements of the different conditions. Finally, photographs illustrating some of the failures that were encountered during the Structural Durability Test are included Page 78 of 150

79 MILEAGE DRIVEN/RECORDED FROM DRIVERS= LOGS 1406 Page 79 of 150

80 1406 Page 80 of 150

81 1406 Page 81 of 150

82 1406 Page 82 of 150

83 1406 Page 83 of 150

84 1406 Page 84 of 150

85 1406 Page 85 of 150

86 1406 Page 86 of 150

87 1406 Page 87 of 150

88 1406 Page 88 of 150

89 1406 Page 89 of 150

90 1406 Page 90 of 150

91 1406 Page 91 of 150

92 1406 Page 92 of 150

93 UNSCHEDULED MAINTENANCE 12 VOLT BATTERY TRAY IS BREAKING UP (976 TEST MILES) 12 VOLT BATTERY TRAY IS BREAKING UP (1,610 TEST MILES) 1406 Page 93 of 150

94 UNSCHEDULED MAINTENANCE CONT. BLOWN RIGHT REAR AIR BAG (2,615 TEST MILES) BLOWN RIGHT REAR AIR BAG (2,624 TEST MILES) 1406 Page 94 of 150

95 UNSCHEDULED MAINTENANCE CONT. BROKEN MOUNTING SPOT WELD ON DEFROSTER (2,647 TEST MILES) BLOWN RIGHT REAR AIR BAG (2,659 TEST MILES) 1406 Page 95 of 150

96 UNSCHEDULED MAINTENANCE CONT. BLOWN RIGHT REAR AIR BAG (2,661 TEST MILES) REAR SUSPENSION & COMPOSITE FAILURE (2,787 TEST MILES) 1406 Page 96 of 150

97 UNSCHEDULED MAINTENANCE CONT. REAR SUSPENSION & COMPOSITE FAILURE (2,787 TEST MILES) PULLED OUT WITTENS FOR REAR SUSPENSION (3,400 TEST MILES) 1406 Page 97 of 150

98 UNSCHEDULED MAINTENANCE CONT. PULLED OUT WITTENS FOR REAR SUSPENSION (3,400 TEST MILES) 1406 Page 98 of 150

99 UNSCHEDULED MAINTENANCE CONT. REMOVED SPRING/SHOCK BRACKET SHOWING PULLED OUT WITTEN (3,400 TEST MILES) BENT SPRING/SHOCK BRACKET (3,400 TEST MILES) 1406 Page 99 of 150

100 UNSCHEDULED MAINTENANCE CONT. REPAIRED WITTENS AT RIGHT REAR SUSPENSION (3400 TEST MILES) BROKEN AND BACKED OUT TRACTION MOTOR MOUNTING BOLTS (8,205 TEST MILES) 1406 Page 100 of 150

101 UNSCHEDULED MAINTENANCE CONT. FAILED VANNER BATTERY EQUALIZER (10,681 TEST MILES) 12 VOLT BATTERY BOX BREAKING UP (11,124 TEST MILES) 1406 Page 101 of 150

102 UNSCHEDULED MAINTENANCE CONT. 20 FASTENERS REPLACED IN HADLEY PANELS (11,124 TEST MILES) REPLACED BATTERY BOX HARDWARE (11,124 TEST MILES) 1406 Page 102 of 150

103 UNSCHEDULED MAINTENANCE CONT. 5 VOLT POWER SUPPLIES REPLACED (11,125 TEST MILES) LEAKING COOLANT STRAINER (11,125 TEST MILES) 1406 Page 103 of 150

104 UNSCHEDULED MAINTENANCE CONT. BATTERY BOX HARDWARE REPLACED (11,125 TEST MILES) PULLED OUT WIRES AT BENDER UNIT (11,125 TEST MILES) 1406 Page 104 of 150

105 UNSCHEDULED MAINTENANCE CONT. FLOOR STRUCTURE UNDER THE DRIVER S SEAT AND ABOVE THE GEARBOX TORQUE LIMITER IS CRACKING (11,125 TEST MILES) 1406 Page 105 of 150

106 UNSCHEDULED MAINTENANCE CONT. FLOOR STRUCTURE UNDER THE DRIVER S SEAT AND ABOVE THE GEARBOX TORQUE LIMITER IS CRACKING (11,125 TEST MILES) 1406 Page 106 of 150

107 UNSCHEDULED MAINTENANCE CONT. CHAFFED DASH WIRING HARNESS (12,693 TEST MILES) BROKEN BOLT AT LEFT MOUNTING BRACKET OF DRIVE MOTOR (13,339 TEST MILES) 1406 Page 107 of 150

108 Bus #1406 Fuel Economy Report Altoona Bus Test & Research Center LAST MODIFIED 5/4/2015 PRINCIPAL DOCUMENT AUTHOR Timothy Cleary REVISION NUMBER 2 DOCUMENT NUMBER FE STATUS PROPOSED FOR REVIEW DISTRIBUTION RESTRICTIONS DISTRIBUTION IS RESTRICTED DISTRIBUTION STATEMENT INTERNAL USE ONLY Page 108 of 150

109 1406 Page 109 of 150

110 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 both Engineering and Management before approval Revision History Revision: Prepared By: Reviewed: Approved By: 0 Timothy Cleary Date of Change: Status: Change Order: Code: 2 February 2015 DRAFT Initial Version Affected Section: Change Description: All Initial Version Revision: Prepared By: Reviewed: Approved By: 1 Timothy Cleary Date of Change: Status: Change Order: Code: 4 February 2015 DRAFT Added chapter 9 Affected Section: Change Description: Chapter 9 Added a section, chapter 9, to document observations of unique results Revision: Prepared By: Reviewed: Approved By: 2 Timothy Cleary Date of Change: Status: Change Order: Code: 4 February 2015 DRAFT Testing Repeated Affected Section: Change Description: All Testing was repeated with improved power supplies and redundant data acquisition. This release details data and analysis from the retest that took place on April 2 th Page 110 of 150

111 3 TABLE OF CONTENTS 1 Approvals and Release... Error! Bookmark not defined. 2 Revision History Revision and Change Authority Revision History Table of Contents Index of Figures... Error! Bookmark not defined. 5 Introduction and Scope of Document Test Setup On-Road Power and Energy Measurement High Voltage DC Current Sensor High Voltage DC Voltage Sensor Analog to Digital Converter CAN Logger Charging Energy and Power Measurement Data Analysis Logged Data Extraction Preliminary Check Multiple File Combination Phase and Section Reporting Point Selection Vehicle Range Calculation Fluke 1730 AC Energy Analysis Test Results Run 1 Discharge Results Run 1 Charge Results Run 2 Discharge Results Run 2 Charge Results Report to be Published Related Document Index Page 111 of 150

112 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. Run 1 Plot Figure 5. Run 1 Charge Figure 6. Run 2 Plot Figure 7. Run 2 Charge Figure 8. Run 1 Report Results Figure 9. Run 2 Report Results Figure 10. Vehicle Range Reported Value Figure 11. Report Summary Sheet Page 112 of 150

113 5 INTRODUCTION AND SCOPE OF DOCUMENT The purpose of this document is to report testing setup, data analysis and results of a fuel economy or more accurately, an energy consumption test. This includes both on road and charging energy consumption as well as phase specific average fuel economy and measured vehicle range Page 113 of 150

114 6 TEST SETUP A measurement of electrical power and energy was performed on the Proterra EV bus while on road in a charge depleting mode and while stationary in a charge mode. In both modes of operation electrical energy was measured by utilizing current and voltage sensors. All calibration certifications are on file at the Altoona Bus Research and Testing Center. a. On-Road Power and Energy Measurement While in an on-road energy consumption mode current and voltage of the electrical energy storage system, high voltage battery, is captured and logged. A single current sensor was placed in between the high voltage battery and all exterior loads while a single voltage sensor was connected to the high voltage DC bus. Any power used internally for battery management was not measured. The current and voltage sensors generate analog signals which are in turn converted by an analog to digital converter with CAN bus communication. The analog to digital converter scales measurements based on initial device configuration, tailored to the specific sensors and scaling selected, and sends these raw measurements out on its associated CAN bus at a rate of 20ms. A CAN data logger is set to log all messages on this isolated CAN bus. A second CAN channel was integrated into the manufacturer s vehicle CAN bus containing vehicle speed and estimated battery state of charge. This data was also logged to support later analysis. A dedicated 12V lead acid battery was used to power the analog to digital converter and CAN logger while the technicians PC was powered by its own battery. This power supply configuration ensured that there was no power draw from the bus due to these sensors during testing. The high voltage DC sensor may load the high voltage bus but this load is negligible. i. High Voltage DC Current Sensor An AEMC brand model MR561 current probe was used along with an IPETRONIK high voltage current clamp isolator to generate the DC battery current analog signal. Current probe manual: High voltage isolator: prelim.pdf ii. High Voltage DC Voltage Sensor A high voltage isolator and divider was used to scale and isolate high voltage DC bus measurements taking directly from the high voltage DC bus. This device also generates an analog voltage. High voltage isolator and divider: r.pdf iii. Analog to Digital Converter A four channel analog to digital converter with sensor excitation and CAN bus communication was used to convert the analog signals from the above current and voltage sensors to CAN messages. These CAN messages were then logged Page 114 of 150

115 iv. CAN Logger A Vector CANtech CANcaseXL CAN bus tool along with a Microsoft Surface Pro3 were used to monitor, calculate and log data during testing. A PC running CANoe software was used to generate real time power and energy calculations based on current and voltage readings. Energy calculations and battery temperature were manually recorded at the completion of each phase of testing. 1. Code used to calculate power and energy for manual data points The following code executed on the technicians PC during testing. It calculates battery power and integrated to calculate energy. This information is used only as a manual data point during testing. Reported energy consumption is post processed from logged current and voltage arrays. // Calculate Power and Energy Variables { message 0x011 DC_Power_msg message 0x012 DC_Energy_msg mstimer timer1; = {dlc=8}; // create message to send DC power info = {dlc=8}; // create message to send DC energy info // 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); } 1406 Page 115 of 150

116 2. Technicians Display The following display represents the screen seen by the technician recording manual measurements. Figure 1. Technicians Dispay of CAN Data Again the above is solely used for manual data points. All logged current and voltage data is post processed to calculate power and energy. Real time calculations using Vectors CAPL programming running on the technicians PC is only to support testing and this data is not used in the report. b. Charging Energy and Power Measurement All AC electrical power and energy measurements are logged using a Fluke 1730 power meter. This devices sensors were installed in between the building power service and the Proterra charging station. All calibration certifications are on file at the Altoona Bus Research and Testing Center. Fluke Phase Energy Logger: Page 116 of 150

117 7 DATA ANALYSIS This section details the process of data analysis. Once all logged data is extracted from the logging device a preliminary check is performed to determine if there were any discrepancies. Then data from multiple files are combined to create one file for the discharge and charge portion of each run. Finally, a point in between each completed phase or section of data is selected and calculated values for this point are reported. Vehicle range calculation is also covered in this section as well as the Fluke 1730 energy meter data analysis. a. Logged Data Extraction All data are logged using a Vector CANcaseXL Log or similar. This information is either extracted from the log device itself or a connected PC acting as the logging device. It is then processed through Vector CANoe software and exported into a Matlab format. During the export process a constant data sample rate is applied to ensure all signals are on the same time scale. The rate selected should be a function of the data itself and in this case was the same sample rate of the current and voltage sensors. b. Preliminary Check All files extracted from the logging device are then preliminary processed. The following Matlab script is used for both the preliminary check and final calculation. It sorts data and calculates power then integrates power to calculate energy using the following equations. (1) %% Calculate and Sort %% Generate Time Scale Time = DC_Current(:,1); %% Proterra Sensors vehicle_speed=interp1(pcpt_int_spd_mph(:,1),pcpt_int_spd_mph(:,2),time);% [MPH] max_batt_temp=interp1(pces_usi_tmax_c(:,1),pces_usi_tmax_c(:,2),time); % [C] SOC=interp1(PCes_usi_DashSoC_pct(:,1),PCes_usi_DashSoC_pct(:,2),Time); % [%] %% Calculate Power [Amperes,Volts,(kW)] current = DC_Current(:,2); voltage = interp1(dc_voltage(:,1),dc_voltage(:,2),time) ; power = (current.*voltage)/1000; %% Calculate Energy [seconds,kw,(kwh)] energy = power*0; % initilize array to zero for i = (2:1:length(power)-1) (2) 1406 Page 117 of 150

118 energy(i)=energy(i-1)+(power(i)*((time(i)-time(i-1))/3600)); end energy(end) = energy(end - 1); % fill last poit with non-zero value %% Find Reported Values Report(:,1) = phase_time; Report(:,2) = phase_time/60; % Time in seconds % Time in minuites % Find energy value for i = 1:1:length(phase_time) end Report(i,3) = energy(find(time>report(i,1),1,'first')); % Find batter=y temperature value for i = 1:1:length(phase_time) end Report(i,4) = max_batt_temp(find(time>report(i,1),1,'first')); c. Multiple File Combination This process is no longer necessary because all data files are complete. (TPC, 5/4/15) Once the above is complete and any issues noted all files associated with a particular run are combined into one single file and reprocessed. This is only necessary if for some reason multiple files are generated during a run. This could happen for several reasons such as, if a data file exceeds 20mb or there was a problem with the test causing the technician to start a new data file. The following Matlab code represented the process for combining two files. % Combine Data Files %% clear all close all clc clear all; close all; clc; %% Prompt user to select files filename_1 = uigetfile; filename_2 = uigetfile; %% load file 1 and process load(filename_1); DC_Energy_kW DC_Current DC_Voltage msoc = DC_Energy_DC_Energy_kWh; = DEVICE_ _0_DC_Bus_Current; = DEVICE_ _0_DC_Bus_Voltage; = PCes_ESSStatus_PCes_usi_DashSoC_pct; 1406 Page 118 of 150

119 Battery_Tmax Vehicle_Speed Test_Time = PCes_ESSStatus_PCes_usi_Tmax_c; = PCpt_Status_PCpt_int_Spd_mph; = Time; %% Fill if necessary, 0 otherwise step_time = Time(2)-Time(1); end_index = length(time); fill_length = 0; a = end_index+1; b = end_index+fill_length; DC_Energy_kW(a:b) = 0; DC_Current(a:b) = 0; DC_Voltage(a:b) = 0; msoc(a:b) = 0; Battery_Tmax(a:b) = 0; Vehicle_Speed(a:b) = 0; Test_Time(a:b) = [Test_Time(end)+step_time:step_time:... (step_time*fill_length)+test_time(end)]; %% load file 2 and process load(filename_2); step_time end_index fill_length a b = Time(2)-Time(1); = length(test_time); = length(time); = end_index+1; = end_index+fill_length; DC_Energy_kW(a:b) = DC_Energy_DC_Energy_kWh; DC_Current(a:b) = DEVICE_ _0_DC_Bus_Current; DC_Voltage(a:b) = DEVICE_ _0_DC_Bus_Voltage; msoc(a:b) = PCes_ESSStatus_PCes_usi_DashSoC_pct; Battery_Tmax(a:b) = PCes_ESSStatus_PCes_usi_Tmax_c; Vehicle_Speed(a:b) = PCpt_Status_PCpt_int_Spd_mph; Test_Time(a:b) = [Test_Time(end)+step_time:step_time:... (step_time*fill_length)+test_time(end)]; %% Change Back to Original Array Names DC_Energy_DC_Energy_kWh = DC_Energy_kW; DEVICE_ _0_DC_Bus_Current = DC_Current; DEVICE_ _0_DC_Bus_Voltage = DC_Voltage; PCes_ESSStatus_PCes_usi_DashSoC_pct = msoc; PCes_ESSStatus_PCes_usi_Tmax_c = Battery_Tmax; PCpt_Status_PCpt_int_Spd_mph = Vehicle_Speed; Time = Test_Time; 1406 Page 119 of 150

120 d. Phase and Section Reporting Point Selection This is a manual process based on both the technicians recorded phase time values and obvious stop points in between phases and or sections of the test. Test phases are the CBD, ART and Commuter drive profiles while test sections consist of the drive to and from the charger. In a previous report a section was also considered to be a repeated or failed phases not used in the fuel economy calculation. Note, this type of section will never be included in a successful test or report Page 120 of 150

121 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 figure above represent the points selected as the separation of phases and sections. This run starts with a Drive to Start section followed by drive cycle phases then completes with a Drive to Charger section. e. Vehicle Range Calculation The range calculation of this testing is performed by adding the actual miles drive in fuel economy test phases. These distances are fixed based on measurements of the oval track and are equal to the following. CBD cycle = 1.91 miles Arterial (ART) cycle = 1.91 miles Commuter phase = 3.82 miles. Any distance driven outside these phases, such as the drive to and from the start/stop point of the run to the charge station is accounted for using the following equation. Note, energy consumption is logged during all phases and sections. (3) As seen below there was an issue resulting in a slightly higher energy value that actually used to drive from the charger to the start point. This value would result in a slightly higher additional distance value. f. Fluke 1730 AC Energy Analysis For capturing energy used to recharge the vehicle a Fluke 1730 is employed and installed just before the charge station AC power supply Page 121 of 150

122 The Fluke 1730 logged power signal is used to report energy consumption during the charge phase of this testing. The total Active Power is logged at a 1 second sample rate by the device Fluke device. The following code is used to calculate the total AC energy, based on Active Power, used to charge the bus after the discharge mode is complete. %% Load Data load(uigetfile); %% AC Energy Calculation time = [1:1:length(PowerP_Total_avg)]'; % PowerP_Total_avg = Watts, sample rate is 1 second energy = time*0; for i = 2:1:length(time) end energy(i) = energy(i-1) + PowerP_Total_avg(i); % Ws 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; 1406 Page 122 of 150

123 Figure 3. Reported AC Charger Energy Usage 1406 Page 123 of 150

124 8 TEST RESULTS This section presents all results from testing on 4/2/15. a. Run 1 Discharge Results The bus was fully charged prior to this test and data logging started just before the bus drove away from its charging station. The bus was driven in a counter clock wise direction around the test track oval until it could no longer keep up with the prescribed drive cycle speed. Then the bus is returned directly to the charge station followed by a full charge. Data was recorded and processed, as detailed above, and is presented here. Note, there were no known complications and this test was considered a success. Figure 4. Run 1 Plot 1406 Page 124 of 150

125 The following table represents the data taken at each phase and section point indicated in the figure above. Table 1. Run 1 Report Results Time [min] Energy [kwh] Temperature [C] The above test resulted in the energy consumption of kwh Page 125 of 150

126 b. Run 1 Charge Results The following results are an integration of Active Power measured by a Fluke 1730 Power Meter during the charging event following this runs on road, discharge/range test. Once the discharge portion of run 1 was complete a full charge was started and data logged until the charge was completed. Figure 5. Run 1 Charge Note, during this charge event the bus was docked three times. At the end of the first, second, and third docking events the energy consumed to charge the bus was 72.4 kwh, kwh, and kwh respectively. My notes indicate that the manufacturer requested this charge knowing that this energy would be logged and reported. The total charge time was approximately 40 min with the initial docking event and charge lasting approximately 23 min. c. Run 2 Discharge Results The bus was fully charged prior to this test and data logging started just before the bus drove away from its charging station. The bus was driven in a clock wise direction around the test track oval until it could no longer keep up with the prescribed drive cycle speed. Then the bus is returned directly to the charge station followed by a full charge. Data was recorded and processed, as detailed above, and is presented here. Note, there were no known complications and this test was considered a success Page 126 of 150

127 Figure 6. Run 2 Plot 1406 Page 127 of 150

128 The following table represents the data taken at each phase and section point indicated in the figure above. Table 2. Run 2 Report Results Time [min] Energy [kwh] Temperature [C] The above test resulted in the energy consumption of kwh. d. Run 2 Charge Results The following results are an integration of Active Power measured by a Fluke 1730 Power Meter during the charging event following this runs on road, discharge/range test. Once the discharge portion of run 2 was complete a full charge was started and data logged until the charge was completed Page 128 of 150

129 Figure 7. Run 2 Charge Note, during this charge event the bus was docked once. At the end of this charge event the energy consumed to charge the bus was measured to be kwh and took approximately of 28 minutes Page 129 of 150

130 9 REPORT TO BE PUBLISHED This section presents the results in a test report format Page 130 of 150

131 Figure 8. Run 1 Report Results 1406 Page 131 of 150

132 Figure 9. Run 2 Report Results 1406 Page 132 of 150

133 Figure 10. Vehicle Range Reported Value 1406 Page 133 of 150

134 Figure 11. Report Summary Sheet 1406 Page 134 of 150

135 10 RELATED DOCUMENT INDEX The following documents are referenced or related to this document. Doc Num Description Type Rev Date 1 calculate_sort.m.m 1 5/4/15 2 plot_data.m.m 1 5/4/15 3 preliminary_review.m.m 1 5/4/15 4 process_data.m.m 1 5/4/15 5 Proterra FE mat.mat 1 4/2/15 6 Proterra FE mat.mat 1 4/2/15 7 ES.007PROTERRA_04_02_15_1245.fca.fca 1 4/2/15 8 ES.008PROTERRA_04_02_15_1545.fca.fca 1 4/2/15 9 process_170_data.m.m 1 5/4/15 10 Run 1.pdf 1 5/4/15 11 Run 2.pdf 1 5/4/15 12 Range.pdf 1 5/4/15 13 Summary.pdf 1 5/4/15 14 Proterra Fuel Economy Data 4_2_15.xlsx.xlsx 1 5/4/15 15 Proterra Surface.cfg.cfg 1 2/2/15 16 Altoona_EDITED.dbc.dbc 1 3/31/15 17 ECU_Power_Energy.dbc.dbc 1 3/31/15 18 Proterra fe 3_30_15.dbc.dbc 1 3/30/ Page 135 of 150

136 FUEL ECONOMY PRE-TEST MAINTENANCE FORM Page 1 of 3 Bus Number: 1406 Date: SLW (lbs): 33,750 Personnel: E.D. & S.R. FUEL SYSTEM OK Date Initials Install fuel measurement system E.D. Replace fuel filter N/A E.D. Check for fuel leaks N/A E.D. Specify fuel type (refer to fuel analysis) Battery/Electric Remarks: None noted. BRAKES/TIRES OK Date Initials Inspect hoses E.D. Inspect brakes E.D. Relube wheel bearings E.D. Check tire inflation pressures (mfg. specs.) E.D. Remarks: None noted. COOLING SYSTEM OK Date Initials Check hoses and connections E.D. Check system for coolant leaks E.D. Remarks: None noted Page 136 of 150

137 FUEL ECONOMY PRE-TEST MAINTENANCE FORM Page 2 of 3 Bus Number: 1406 Date: Personnel: E.D. & S.R. ELECTRICAL SYSTEMS OK Date Initials Check battery E.D. Inspect wiring E.D. Inspect terminals E.D. Check lighting E.D. Remarks: None noted. DRIVE SYSTEM OK Date Initials Drain transmission fluid E.D. Replace filter/gasket E.D. Check hoses and connections E.D. Replace transmission fluid E.D. Check for fluid leaks E.D. Remarks: None noted. LUBRICATION OK Date Initials Drain crankcase oil N.A E.D. Replace filters N.A E.D. Replace crankcase oil N.A E.D. Check for oil leaks N.A E.D. Check oil level N.A E.D. Lube all chassis grease fittings E.D. Lube universal joints E.D. Replace differential lube including axles E.D. Remarks: None noted Page 137 of 150

138 FUEL ECONOMY PRE-TEST MAINTENANCE FORM Page 3 of 3 Bus Number: 1406 Date: Personnel: E.D. & S.R. EXHAUST/EMISSION SYSTEM OK Date Initials Check for exhaust leaks N/A E.D. Remarks: ENGINE OK Date Initials Replace air filter N.A E.D. Inspect air compressor and air system E.D. Inspect vacuum system, if applicable N.A E.D. Check and adjust all drive belts N.A E.D. Check cold start assist, if applicable N.A E.D. Remarks: None noted. STEERING SYSTEM OK Date Initials Check power steering hoses and connectors E.D. Service fluid level E.D. Check power steering operation E.D. Remarks: None noted. OK Date Initials Ballast bus to seated load weight E.D. TEST DRIVE OK Date Initials Check brake operation E.D. Check transmission operation E.D. Remarks: None noted Page 138 of 150

139 FUEL ECONOMY PRE-TEST INSPECTION FORM Page 1 of 1 Bus Number: 1406 Date: Personnel: E.D. & S.R. PRE WARM-UP Fuel Economy Pre-Test Maintenance Form is complete Cold tire pressure (psi): Front 125 Middle N/A Rear 125 Tire wear: 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 128 Middle N/A Rear 128 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 E.D. E.D. E.D. N/A E.D. N/A E.D. E.D. E.D. N/A E.D. E.D. E.D. If OK, Initial E.D. N/A E.D. If OK, Initial E.D. E.D Page 139 of 150

140 7. NOISE 7.1 INTERIOR NOISE AND VIBRATION TESTS 7.1-I. TEST OBJECTIVE The objective of these tests is to measure and record interior noise levels and check for audible vibration under various operating conditions. 7.1-II. TEST DESCRIPTION During this series of tests, the interior noise level will be measured at several locations with the bus operating under the following three conditions: 1. With the bus stationary, a white noise generating system shall provide a uniform sound pressure level equal to 80 db(a) on the left, exterior side of the bus. The engine and all accessories will be switched off and all openings including doors and windows will be closed. This test will be performed at the ABTC. 2. The bus accelerating at full throttle from a standing start to 35 mph on a level pavement. All openings will be closed and all accessories will be operating during the test. This test will be performed on the track at the Test Track Facility. 3. The bus will be operated at various speeds from 0 to 55 mph with and without the air conditioning and accessories on. Any audible vibration or rattles will be noted. This test will be performed on the test segment between the Test Track and the Bus Testing Center. All tests will be performed in an area free from extraneous sound-making sources or reflecting surfaces. The ambient sound level as well as the surrounding weather conditions will be recorded in the test data. 7.1-III. DISCUSSION This test is performed in three parts. The first part exposes the exterior of the vehicle to 80.0 db(a) on the left side of the bus and the noise transmitted to the interior is measured. The overall average of the six measurements was 45.9 db(a); ranging from 45.3 db(a) at the driver s seat to 46.6 db(a) in line with the front speaker. The interior ambient noise level for this test was < 32.0 db(a). The second test measures interior noise during acceleration from 0 to 35 mph. This noise level ranged from 74.3 db(a) at the front passenger seats 76.2 db(a) at the middle passenger seats. The overall average was 75.2 db(a). The interior ambient noise level for this test was < 30.0 db(a). The third part of the test is to listen for resonant vibrations, rattles, and other noise sources while operating over the road. A metal on metal rubbing noise behind the driver s seat was noted Page 140 of 150

141 INTERIOR NOISE TEST DATA FORM Test Condition 1: 80 db(a) Stationary White Noise Page 1 of 3 Bus Number: 1406 Date: Personnel: E.D. & P.D. Temperature ( F): 75 Humidity (%): 87 Wind Speed (mph): < 12 Wind Direction: Variable Barometric Pressure (in.hg): Initial Sound Level Meter Calibration: checked by: E.D. Interior Ambient Noise Level db(a): < 32.0 Exterior Ambient Noise Level db(a): 50.1 Microphone Height During Testing (in): 29 above seat Measurement Location Measured Sound Level db(a) Driver's Seat 45.3 Front Passenger Seats 45.6 In Line with Front Speaker 46.6 In Line with Middle Speaker 46.3 In Line with Rear Speaker 46.2 Rear Passenger Seats 45.5 Final Sound Level Meter Calibration: checked by: E.D. Comments: All readings taken in the center aisle. Remarks/comments/recommended changes: None noted Page 141 of 150

142 INTERIOR NOISE TEST DATA FORM Test Condition 2: 0 to 35 mph Acceleration Test Page 2 of 3 Bus Number: 1406 Date: Personnel: T.S., S.R. & R.S. Temperature ( F): 34 Humidity (%): 51 Wind Speed (mph): < 12 mph Wind Direction: WNW Barometric Pressure (in.hg): Initial Sound Level Meter Calibration: checked by: T.S. Interior Ambient Noise Level db(a):< 30.0 Exterior Ambient Noise Level db(a): 45.3 Microphone Height During Testing (in): 48 above floor. Measurement Location Measured Sound Level db(a) Driver's Seat 74.8 Front Passenger Seats 74.3 Middle Passenger Seats 76.2 Rear Passenger Seats 75.6 Final Sound Level Meter Calibration: checked by: T.S. Comments: All readings taken in the center aisle. Remarks/comments/recommended changes: None noted Page 142 of 150

143 INTERIOR NOISE TEST DATA FORM Test Condition 3: Audible Vibration Test Page 3 of 3 Bus Number: 1406 Date: Personnel: T.S., T.G. & J.S. Temperature ( F): 41 Wind Speed (mph): < 12 Describe the following possible sources of noise and give the relative location on the bus. Source of Noise Engine and Accessories Windows and Doors Seats and Wheel Chair lifts Location None noted. None noted. Metal on metal rubbing noise behind driver s seat. Comment on any other vibration or noise source which may have occurred that is not described above: No others noted. Remarks/comments/recommended changes: None noted Page 143 of 150

144 7.1 INTERIOR NOISE TEST TEST BUS SET-UP FOR 80 db(a) INTERIOR NOISE TEST 1406 Page 144 of 150

145 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 47.2 db(a), the average test result obtained while accelerating from a constant speed was 65.8 db(a) on the right side and 66.2 db(a) on the left side Page 145 of 150

146 When accelerating from a standstill with an exterior ambient noise level of 46.5 db(a), the average of the results obtained were 65.7 db(a) on the right side and 65.4 db(a) on the left side. With the vehicle stationary and the power, accessories, and air conditioning on, the measurements averaged 43.4 db(a). With the accessories and air conditioning off, the readings averaged 6.4 db(a) lower. The exterior ambient noise level measured during this test was 46.8 db(a). Note; this electric bus has no high idle or wide open throttle, therefore data was collected with power on Page 146 of 150

147 EXTERIOR NOISE TEST DATA FORM Accelerating from Constant Speed Page 1 of 3 Bus Number: 1406 Date: Personnel: T.S., T.G. & J.S. Temperature ( F): 42 Humidity (%): 76 Wind Speed (mph): Less than 12 Wind Direction: Calm Barometric Pressure (in. Hg. ): Verify that microphone height is 4 feet, wind speed is less than 12 mph and ambient temperature is between 30 F and 90 F: checked by: T.S. Initial Sound Level Meter Calibration: db(a): 93.6 checked by: T.S. Exterior Ambient Noise Level db(a): 47.2 Accelerating from Constant Speed Curb (Right) Side Accelerating from Constant Speed Street (Left) Side Run # Measured Noise Level db(a) Run # Measured Noise Level db(a) Average of two highest actual noise levels = 65.8 db(a) Average of two highest actual noise levels = 66.2 db(a) Final Sound Level Meter Calibration Check: db(a): 93.6 checked by: T.S. Remarks/Comments/recommended changes: None noted Page 147 of 150

148 EXTERIOR NOISE TEST DATA FORM Accelerating from Standstill Page 2 of 3 Bus Number: 1406 Date: Personnel: T.S., T.G. & J.S. Temperature ( F): 42 Humidity (%): 76 Wind Speed (mph): Less than 12 Wind Direction: Calm Barometric Pressure (in.hg): Verify that microphone height is 4 feet, wind speed is less than 12 mph and ambient temperature is between 30 F and 90 F: checked by: T.S. Initial Sound Level Meter Calibration: db(a): 93.6 checked by: T.S. Exterior Ambient Noise Level db(a): 46.5 Accelerating from Standstill Curb (Right) Side Accelerating from Standstill Street (Left) Side Run # Measured Noise Level db(a) Run # Measured Noise Level db(a) Average of two highest actual noise levels = 65.7 db(a) Average of two highest actual noise levels = 65.4 db(a) Final Sound Level Meter Calibration Check: db(a): 93.6 checked by: T.S. Remarks/comments/recommended changes: None noted Page 148 of 150

149 EXTERIOR NOISE TEST DATA FORM Stationary Page 3 of 3 Bus Number: 1406 Date: Personnel: T.S., T.G. & J.S. Temperature ( F): 42 Humidity (%): 76 Wind Speed (mph): Less than 12 Wind Direction: Calm Barometric Pressure (in.hg): 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: db(a): 93.6 checked by: T.S. Remarks/Comments/recommended changes: This is an electric bus; therefore the RPM values do not apply and data collected with power on Page 149 of 150

150 7.2 EXTERIOR NOISE TESTS TEST BUS UNDERGOING EXTERIOR NOISE TESTING 1406 Page 150 of 150