bus testing program
DESCRIPTION
Federal Transit Administration’s. Bus Testing Program. Steering Committee Meeting March 28 th , 2013 University Park, PA. Operated by: Thomas D. Larson, Pennsylvania Transportation Institute Altoona Bus Testing and Research Center Pennsylvania Transportation Institute - PowerPoint PPT PresentationTRANSCRIPT
Bus Testing Program
Operated by:Thomas D. Larson, Pennsylvania Transportation Institute
Altoona Bus Testing and Research CenterPennsylvania Transportation Institute
College of EngineeringThe Pennsylvania State University
Federal Transit Administration’s
Steering Committee Meeting
March 28th, 2013
University Park, PA
Purpose of Meeting
• Steering committee members include:– Transit bus manufactures– Transit industry manufacturers– Transit agency professionals– Experts from national labs– FTA Personnel
• Meeting objectives:– Review current program– Suggest improvements to tests, policies and procedures– Present and discuss MAP-21 changes
Altoona Bus Research and Testing Center
2237 Old Route 220 N
Duncansville, PA
LTI’s Full-Scale Research Facility (Test Track)
Vehicle Testing Laboratory
Research Laboratory and Office
Vehicle Handling Area
Entrance (Test Track Road)
Rock Road
Brake Slope
Vehicle Durability Track
Dynamometer
Rail-Guided Crash Test Facility
Large Impact Pendulum
Bus Lane
Pavement Durability Track
The Bus Testing Law
• STURRA– Established center (1989)– Required testing of new model buses to be purchased with Federal funding– Established test categories
(based on early 1980’s First Article Bus Testing Plan, i.e., White Book)
• ISTEA – Provided 80% test fee funded by FTA– Provided 20% test fee funded by entity having vehicle tested– Expanded test categories
• TEA21– Provided funding until 2004
• SAFETEA-LU– Provides continued funding
• MAP-21– Establishes pass/fail requirement
Definition of a Bus?
• 49 Code of Federal Regulations, part 665.5– “a rubber-tired automotive vehicle used for the
provision of mass transportation service by or for a recipient.”
Testing Determinations
• Independent of testing center
• Made by FTA– FTA Program Manager: Mr. Greg Rymarz– Reasonable approach based on “family of
vehicles”– Consistent, qualified engineering support
• Booz Allen & Hamilton
Full Testing
• Explicitly required when a new bus model has not been tested previously at the Altoona Bus Research and Testing Center
Partial Testing
• Applies to previously-tested models only
• Required for– “Major change in chassis or components”
• Might be required when a change– Potentially impacts structural integrity– Potentially impacts safety characteristics
Altoona’s Testing Plan
• Standardized
• Based on minimum expected vehicle service life or mileage
• Minimum performance criteria proposed
• Mandated pass/fail provision
• In addition to FMVSS requirements
The Tests
• Eight evaluation categories– Maintainability– Reliability– Safety-Braking– Performance– Structural Integrity
and Durability– Fuel Economy– Noise– Emissions
Data Reported
• Comprehensive Final Test Report– Comprehensive report for each model tested– Format standardized for ease of comparison
between competing models– Objective results– Pass/fail provision mandated by MAP-21– Descriptions of all problems/failures
encountered– Data intended for use during procurement
process
Test Report Format
Web Dissemination of Test Results
• Web-based Information Management System– Currently
maintaining web presence
– Contains test data from all reports
– Queries for specific, cross-referenced data
– Allows statistical analysis www.altoonabustest.orgwww.altoonabustest.org
Web Update
• Administrative site allows timely updates by authorized personnel.
Web Presence
Web Database
• Capabilities include the ability – To select and
compare bus models
– To apply multiple filters to a search
Bus Models Tested
Since its inception, the test center has completed testing of 410 buses.Since its inception, the test center has completed testing of 410 buses.
Number of Buses
Service-Life Category
162
12-Year, 500,000 mile
65 10-Year, 350,000 mile
114 7-Year, 200,000 mile
19 5-Year, 150,000 mile
50 4-Year, 100,000 mile
As of March 31, 2008
Electric/HEV Buses Tested
• Hybrid-Electric– Advanced Vehicle Systems (AVS)(Capstone Turbine)– Ebus (Capstone Turbine)– Northrup Grumman Advanced Technology Transit Bus (ATTB)– Orion VI (BAE Systems)– Transteq (Ecomark Shuttle)
• Vehicle performance severely limited testing– New Flyer/Allison– Gillig/Allison– Trolley Enterprises/SK International– New Flyer/ISE Research– Azure– Orion– Gillig– DesignLine
• Battery-Electric– Advanced Vehicle Systems (AVS-22)– Ebus– Proterra
• Dual-Mode – Neoplan Dual-Mode DMA/Skoda
Failures Encountered
• Majority of failures encountered– Chassis/structure– Suspension– Engine/drive train– Exhaust/emissions– Electrical– Air conditioning/heating– Brakes– Steering– Fuel Systems– Seats/Lifts/Doors/Windows
Examples of Failures
Examples of Failures
Quantity and Class of Failures
Class 1: Potential for Serious Injury or Crash 41
Class 2: Bus inoperable causing interruption in revenue service
172
Class 3: Bus operational but must be removed from service until repaired
4,497
Class 4: Degrades operation, may be repaired during next scheduled service interval
4,164
Total Number of Failures: 8,874
Based on data from 410 buses completing structural durability test. Based on data from 410 buses completing structural durability test.
As of March 31, 2008
An Ambitious Beginning
• Technical and regulatory changes since 1990(ADA, Clean Air, etc.)
– Deployment of new technologies• Alternative fuels/Fuel cells• Battery and hybrid-electric buses• Advanced materials-SS and light weight composites• Electronic controls/multiplexed systems• Advanced engines (diesel, gas, turbine, etc.)• Advanced after-treatment including urea injection, SCR catalysts, etc.
– Evaluating new technologies• Bus testing played prominent role
– Identifying “teething” problems– Helping to correct problems early in production cycle– Emissions testing– Brake testing– Pass/fail criteria
Safety Benefits
• Detect defects directly related to safety of transit-riding publicExamples:– Bus Fires– Cracked CNG cylinder support brackets
• High-pressure fuel cylinder detachment
– CNG fuel system cracks/leaks– Fuel tank leaks– Fire detection/suppression system failures– High current electrical short circuits– Broken steering/suspension components
• Loss of vehicle control
Making a Positive Impact
• Testing raises the bar– Requires better reliability and performance
• Manufacturers– Opportunity to correct deficiencies (without
public disclosure)
• Transit agencies – Use test results to
• Manage risk during procurement• Modify maintenance schedules
Expansion of Testing Program
• Facility Modifications Since 2000– Accommodate new tests– Accommodate advanced technology buses
• New Facilities– Brake slope– Emissions Lab– Battery testing/simulation
• Power processing systems
– Hydrogen fueling station• Completed spring 2006
Bus Maintenance and Testing Facility
• Vehicle Testing Laboratory (2004)
– 10,000 ft2 heated maintenance/testing area– Large-roll (72-in diameter) dynamometer
• Schenck-Pegasus (Horiba Automotive Test Systems)
• Electronic inertial simulation– Battery/electric drive test area
• Aerovironment AV-900 power processing system
• Environmental Chamber for full-scaleBattery pack testing
– Emissions testing laboratory
Regulatory Changes
• FTA Final Rule Published October 5th 2009 Testing of Overloaded Buses Emissions and Brake Testing
• FTA Withdrew the 175lb per person requirement in December 2012
• MAP-21 Requires Pass/Fail
• Federal Register: 49 CFR Part 665
• Go to : www.regulations.gov to view or post comments to the docket
Proposed Changes to tests
• Perform fuel economy tests on chassis dynamometer.
• Replace current fuel economy cycles (CBD, Arterial, Commuter) with cycles used for emissions tests: (Manhattan, Orange County, and UDDS)
Bus Testing—Into the Future
• Predicting continued significant advancement in new bus technologies (i.e., Bus Rapid Transit)– Driving Factors
• Safety and security• Better performance, efficiency, reliability• Enhanced service• Advancements in materials systems• Increased integration of advanced systems
• Anticipating future changes in industry
• Looking forward to meeting challenges
• Bus Testing Steering Committee
Information
Greg Rymarz, FTA Program ManagerPhone: 202-366-6410Email: [email protected]
•David J. Klinikowski, Program DirectorPhone: 814-863-1898Email: [email protected]
•Robert R. Reifsteck, Altoona ManagerPhone: 814-695-4067Email: [email protected]
Brake Testing Update
Larson Transportation Institute Bus Research and Testing Center
Steering Committee Meeting
Allen Homan27 March 2013
Mid-Sized Buses
Full-Size Buses
Current Equipment
Proposed System
Emissions Testing Update
Larson Transportation Institute Bus Research and Testing Center
Steering Committee Meeting
Dr. Suresh Iyer27 March 2013
Overview
• 2005 – Decided on concept of full scale dilution tunnel
• 2006 – Finalized specifications
• 2007 - Identified potential suppliers
• 2008 – Placed orders
• 2009 – Modified facilities, equipment delivered and
commissioned
• 2010 – Started emissions tests on buses
• 2011 – Received ISO 17025 laboratory accreditation from A2LA
• 2010 to 2012 – Performed emissions tests on 44 buses
Buses Tested
Year Tested
Fuel Type Bus Type
Diesel CNG Gasoline Propane Artic 40’ 30’ Cutaway
2010 7 4 2 0 0 4 2 7
2011 8 6 2 1 1 3 1 12
2012 4 7 2 1 0 6 0 8
Total 19 17 6 2 1 13 3 27
44 44
2010-2012
Specifications
Chassis Dyno
• 300 HP (absorb/deliver)
• Large roll (72 inches)
• 25 tons inertia
• 80 mph
• Simulated road load
Emissions Equipment
• Full scale dilution
• CO2, CO, Nox, NO, THC, CH4, particulates
• Diesel, gasoline, CNG, propane, LNG, ethanol, hybrid energy
• Driver aid
Capabilities
• Gaseous Emissions (dilute continuous, dilute bag, and raw)– CO2
– CO– THC and CH4
– NOx and NO
• Particulates (PM)– Secondary air conditioned for dilution
• Up to 3 phases in one test
• Fuel consumption by carbon balance
Advantages
• Less sensitive to ambient conditions– Conditioned air to dilution tunnel– Conditioned air to engine intake
• Two banks of emissions analyzers– Simultaneous dilute and raw exhaust measurements
(check)– Reliability
• Large roll (dyno) reduces tire flexure (and tire heating) during tests
• Absorbed power (dyno) is fed back into the grid
Heavy-Duty Dynamometer
Emissions Testing Facility-Overview
Midsize Bus under Test
Midsize Bus under Test
40’ Bus under Test
40’ Bus under Test
Test Cycles
Manhattan Cycle, Average speed 7 mph
Orange County CycleAverage speed 12 mph
Test Cycles
UDDS CycleAverage speed 19 mph
Failed Exhaust After-Treatment System: Diesel
Concretion of urea in dosing section before catalyst
Urea powder of the type found exiting tail pipe
Failed Exhaust After-Treatment System: CNG
Ceramic substrate intact Failed ceramic substrate missing
Failed Exhaust After-Treatment System: CNG
Muffler opened upPieces of failed ceramic substrate
found in muffler
Comparative Test with WVU Equipment
• Compared with WVU Transportable Chassis Dyno and Emissions Lab
• Simultaneous data collection and independent analysis– Analyzer results were within experimental error
– Mobility and reliability of WVU system resulted in delays during set up and testing
– Stationary PSU system is automated and easy to operate
Uncertainty in Emissions Measurement
• Summer project 2012
• Experimental uncertainty only
• Relate sub-system uncertainty
• Three methods– Raw exhaust - continuous– Dilute exhaust - continuous– Dilute bag – collected during test
• Manuscript of a journal paper in progress
Future
• Investigate sensitivity of species to method of measurement
• Ammonia and NO2 analyzers
• Upgrade to 500 HP dyno
Battery Application Technology Testing
Energy Research Laboratory (BATTERY)
Timothy Cleary28 March 2013
BATTERY
Battery Application Technology Testing Energy Research Laboratory
Focuses on the development and testing of advanced battery systems
BATTERY Projects
• Thermal Management, SOC and SOH Estimation of a Large format Lithium-Titanate Battery System Designed for Heavy Vehicle Applications with Fast Charging Sponsor: U.S. Dept. of Transportation/Mineta National Transit Research Consortium
• Thermal Design Validation, Control Optimization and Energy Storage Evaluation of an Experimental Electric LocomotiveSponsor: U.S. Dept. of Transportation/Norfolk Southern
• Bus Testing Support – Future Battery Safety / Crash Testing
BATTERY Facilities
• AeroVironment - AV900 & ABC150
Bi-Directional Load Capability
AV900 ABC 150
Power +/- 250kW +/- 125kW
Current+/- 1000
ADC+/- 530 ADC
Voltage8 to 900
VDC8 to 495 VDC
BATTERY Facilities
• ESPEC – Walk-in Temperature & Humidity Control• Temperature Range: -65 to 85°C
• Humidity Range: 95 to 10 % RH (temp dependent)
• 9’ x 7’ x 7.8’ Interior Dimensions
