Enclosure No. 2 Statement of Work_10.26.2023.docx

Statement of Work Medium/Heavy-Duty 4-Wheel Drive Chassis Dynamometer 10/26/2023 Background Over an 18-month period, Argonne will build, commission, and demonstrate a fully integrated medium- and heavy-duty vehicle chassis dynamometer. A dynamometer manufacturer will execute this project in four distinct, yet closely related tasks including dynamometer design (task 1), dynamometer construction (task 2), dynamometer shipment (task 3), and an optional task of dynamometer installation and commissioning (task 4).

Scope Base scope

1. The base scope includes design, construction, and shipment of a Heavy-Duty Four-Wheel Drive Dynamometer. The system shall be compliant with CFR 40 (Part 1066) for testing heavy duty vehicles from 10,000 up to 82,000 lbs gross vehicle weight. The manufacturer shall provide a system that meets or exceeds the required criteria identified in the Appendix. A summary of the dynamometer features can be found in Appendix A, and the full description and specifications in Appendix B.

Optional scope The following line-items (considering base scope as line item 1) should be broken out as optional scope in the vendor proposal:

2. Dyno Installation and Commissioning – Cost to install the dyno within the dyno pit that is provided by ANL. This includes rigging, protective covers and/or any shoring required to install and assemble the dyno, wiring, cabinet mounting. Also, include the commissioning of the dyno once installed. Commissioning shall include:

a. Produce a Site Acceptance Form for approval by ANL.

b. Execute the Site Acceptance plan.

c. Demonstrate all safety circuits function as designed.

d. Field test and coordinate interfaces to external control systems, including the fieldbus (e.g. Ethercat, Modbus, etc.) points and any hardwired points (e.g. Estops).

3. Road Speed Fan Drive – Drive cabinet for Road Speed Fan shall extend from the dyno drive cabinet and connect to the dyno drive cabinet DC bus. Refer to Appendix B, Section 8 for details.

4. Road Speed Fan Drive with Road Speed Fan – Road Speed Fan drive cabinet appended to dyno drive cabinet but include road speed fan and wires between road speed fan drive cabinet and road speed fan. ANL will provide conduit and trenches necessary to route and contain wires from road speed drive cabinet to road speed fan. Dyno Contractor to provide wall mounted disconnect and cable connector near the fan. Refer to Road Speed Fan specification for details of the fan. Refer to Appendix B, Section 8 for details.

5. 5th Wheel Pull-down – Include the cost to provide and demonstrate installation of 5th wheel pull-own. Refer to Appendix B, Section 7.1.3 for details.

Acceptance criteria Specific acceptance criteria for the above line items are listed below:

Line item #1 (Base Scope)

1. Argonne approval of design prior to fabrication. (within task 1)

2. Argonne approval of verification plan (within task 1)

3. Argonne approval of validation plan (within task 1)

4. Verify satisfactory outcome of verification inspection per the approved Verification Plan (within task 2)

5. Verify receipt of all components, documentation, certificates, and verification report, as defined in the contractor proposal, statement of work and ANL-407 form. (within task 3) Line item #2 (Dyno Installation and Commissioning)

1. Acceptance criteria listed in Appendix B shall be validated following installation per the approved Validation Plan. (within task 4) Line items #3, #4, and #5 (Road Speed Fan Drive, Fan, and 5th wheel pull down)

1. Argonne approval of design prior to fabrication. (within task 1)

1. Verify receipt of all components, documents, calibration certificates, as applicable. (within task 1)

Tasks Task 1 - Dynamometer Design The dynamometer manufacturer will develop and provide detailed design of dynamometer including verification and validation plans and identification of all documents to Argonne for development of final facility design.

Task 2- Dynamometer Hardware Fabrication and Construction The dynamometer manufacturer will build, fabricate, and assemble the dynamometer according to the approved dynamometer design. A verification inspection with Argonne personnel (virtual or in-person) will be required prior to shipping.

Task 3- Dynamometer Shipment The dynamometer manufacturer will ship and deliver the chassis dynamometer and documentation to Argonne National Laboratory.

Task 4- Dynamometer Installation and Commissioning (Optional) The dynamometer manufacturer will perform installation, functional validation, and commissioning of the chassis dynamometer.

Place of Performance System installation will occur within a high bay at Argonne National Laboratory at the address below:

Argonne National Laboratory Building 362 9700 S Cass Avenue Lemont, IL 60439

Further description of the site, with draft installation overview/building drawing is described in Appendix D.

Period of Performance

Appendix A: Summary of Features for Medium/Heavy-Duty 4-Wheel Drive Chassis Dynamometer

This table is presented as an overview of the major requirements of the dynamometer.

Total Road Load Control in 4WD Mode, greater of load value % (pounds) ± 1% (± 8.8)

The dynamometer shall simulate the road forces on a vehicle under all operating conditions and modes for the dynamometer setup as described in Functionality, Control and Operating Mode Requirements section.

Appendix B: Medium/Heavy-Duty 4-Wheel Drive Chassis Dynamometer Description and Specifications

1. GENERAL

This document sets forth the specifications and minimum requirements for a four-wheel drive (4WD) chassis dynamometer system to be used in the testing of heavy-duty class vehicles. The Dyno Contractor will have total system responsibility for design, fabrication, assembly, integration, quality assurance, installation, calibration, commissioning, acceptance testing, documentation, and training of Argonne staff.

2. SCOPE OF WORK

1. This specification is for a turnkey Heavy-Duty Four-Wheel Drive Dynamometer. The system shall be compliant to CFR 40 (Part 1066) for testing heavy duty vehicles from 10,000 up to 82,000 lbs gross vehicle weight (GVW). The manufacturer shall provide a system that meets or exceeds the required criteria identified in this document.

1. The following defines turnkey: ANL will provide the facility in a matter that supports the installation of the dyno. The Dyno Contractor shall work with ANL’s Engineer of Record (EOR), AEI, to perform the design of the dyno support systems. The ANL contractors will construct the facility based on the AEI design. ANL will provide the following:

1. Dyno Pit – Dyno Contractor to supply AEI with dyno foundation drawings, including loads and weights. Design team to create structural drawings based on the Dyno Contractor requirements. ANL to install the dyno pit and steel beams within the concrete that support the restraint towers. Any embeds required, most notably for restraint towers, shall be provided by Dyno Contractor and installed by ANL per Dyno Contractor provided instructions.

1. Power Conduit/Pathway from dyno drive cabinet to dyno interface box – ANL to provide trenching and/or conduit from dyno drive cabinet to dyno interface box based on coordination between AEI and Dyno Contractor. Dyno Contractor to provide wire between dyno drive cabinet and dyno interface box, but ANL to install provided wire. Dyno Contractor to lug and terminate power wires on both ends.

1. Control Wires between Dyno Contractor components – ANL to provide trenching and/or conduit from dyno drive control cabinet to control room. Dyno Contractor to provide and install control wire within trench/conduit based on coordination between AEI and Dyno Contractor.

1. Control Wires between Dyno Contractor components and ANL – ANL to provide trenching and/or conduit from dyno drive control cabinet to control room. ANL to provide and install control wire within trench/conduit based on coordination between AEI and Dyno Contractor.

1. Compressed Air – ANL to provide compressed air, in needed, to a single point of contact on the dynamometer.

1. HVAC – ANL to provide building HVAC and any scavenging required in the dyno pit. The Dyno drive cabinets will reside in the test cell. The environment will be maintained below 104°F.

1. Fire Protection – ANL to provide sprinkler system, including any required sprinklers within the dyno pit.

1. Vehicle Exhaust – ANL to provide engine exhaust fan, duct, and necessary connections to vehicles.

1. Drivers Aid – ANL will provide the drivers aid.

3. SAFETY, HEALTH, AND ENVIRONMENTAL PROVISIONS

1. The Dyno Contractor shall abide and comply with all applicable building and safety codes to create an intrinsically safe system and work environment.

1. Significant risk factors such as noise, ventilation of toxic gases, heated surfaces, electrical shock, and safety interlocks to prevent accidental errors shall be considered, and control measures to ensure the safety of operations and maintenance personnel shall be implemented wherever feasible.

1. The Dyno Contractor shall consider the minimization of the generation and release of harmful materials to the environment in all component selection, system design, and operational strategies and installation requirements.

4. QUALITY PROVISIONS

1) The dynamometer system will perform and collect data at the highest precision and accuracy with a high level of certainty, in a manner that can be comprehensively demonstrated and documented in accordance with the vehicle emissions test and fuel economy-testing requirements of the Code of Federal Regulations and all other codes, standards, practices, etc. included by reference therein or elsewhere in this document.

2) The Dyno Contractor shall develop and provide verification and validation plans, including expected certificates and calibrations, measures and expected outcomes, to Argonne for approval. This shall include dead weight certification (or equivalent), and verifications of any frequency, voltage, and mechanical attributes such as hardness, roughness, weights, dimensions, inertia, concentricity, and balance determinations. Verification, according to the plan, shall be completed prior to dynamometer shipment, and validation shall be completed following dynamometer installation and commissioning. Both shall document, in resulting report, specific criteria listed in Appendix B, as applicable, have been met.

3) The Dyno Contractor shall provide operational and build documentation including manuals, subcomponent calibrations, and other build documentation upon dynamometer delivery, and final as built drawings, calibrations and other critical documentation, upon completion of dyno installation and commissioning.

4) Contractor shall include in their proposal a full description of the warranty and product support.

ELECTRICAL REQUIREMENTS

1. Equipment design and installation shall be in compliance with Argonne, State of Illinois, and National electrical codes.

1. The dynamometer motor-generator shall feed generated electrical power back to the electrical grid via a switching device that will isolate the dynamometer from the grid in the event of a power failure. The motor-absorbers shall have current limit protection to prevent system damage from power grid faults.

1. The dynamometer system shall not feed damaging or detrimental electrical noise into the power grid. Power generated back to the grid shall meet the noise and harmonic distortion requirements of IEEE-519 standards.

1. Electromagnetic fields caused by the dynamometer shall be controlled or suppressed to prevent any interference in the test vehicle, dynamometer electrical/electronic control systems, or other equipment in the test cell. The Dyno Contractor shall provide and install any isolation devices required for operation.

1. All control and signal cables/wires shall be permanently labeled with to/from and signal/function name information that corresponds with the provided electrical schematic to enable a user to directly determine the function of the cable without always having to consult a lookup table or reference a diagram.

1. Base scope shall be a standalone dyno drive cabinet without provisions for a Road Speed Fan (RSF) drive. Optional scope includes a dyno drive cabinet with an attached RSF drive cabinet. This additional RSF drive cabinet shall connect to the dyno drive cabinet, and therefore not require additional electrical supply.

1. All electrical components must be NRTL listed, if available.

5. BACKGROUND AND PROCUREMENT OVERVIEW

1. The dynamometers shall incorporate the following general features for testing heavy-duty vehicles:

0. Accurate and precise road load determination and simulation, utilizing the latest technology, through a digitally-controlled, electrically-activated, motor-absorber that recreates the mechanical inertia and frictional forces that would be present on the road with electrically generated load forces based on specific equations, coefficients and response characteristics.

0. Vehicle loading applied to the tires by a 72 inch diameter rear roll set and a 48 to 50 inch diameter front roll set connected to intermediate motor/absorbers on a per axle or pair of axles configuration that contacts each vehicle tire.

0. Capability of testing heavy duty vehicle up to 82,000 GVW on any of the following: on EPA UDDS for Heavy Duty Vehicles, New York Composite, New York Bus, Orange County Bus, Manhattan Bus, HHDDT-Creep, HHDDT-Transient, HHDDT-Cruise, High-Speed Cruise, Central Business District (CBD), City Suburban Heavy Vehicle Cycle (CSHVC), Hybrid Truck Users Forum Class 6 Cycle (HTUF 6), Business-Arterial-Commuter (BAC) cycle, Neighborhood Refuse Truck Cycle, World Harmonized Vehicle Cycle (WHVC), and Vocational Truck Driving Cycles (Beverage, Linen, and Parcel).

0. Capable of controlling acceleration rate of 5.0 MPH/second for entire GVW inertia weight (IW) range. Vehicle testing shall be accomplished by simulating all load conditions that the vehicle can experience on a dry smooth road. Hence, the roll sets shall operate with synchronous speeds in order to simulate conditions that would reasonably occur on the road.

0. The test vehicle may operate on gasoline, oxygenated fuels, alcohol-based fuels, gaseous fuels, diesel fuels, hybrid gas/electric, hybrid gas/hydraulic, hybrid gas/fuel cell and electricity alone.

6. BASE MECHANICAL REQUIREMENTS AND CONFIGURATION

6.1. General

1. The 4WD dynamometer and the vehicle restraint system shall be capable of testing rear wheel drive (RWD), front wheel drive (FWD), and all-wheel drive (AWD) vehicles of 10,000 to 82,000 GVW IW on EPA UDDS for Heavy Duty Vehicles, New York Composite, New York Bus, Orange County Bus, Manhattan Bus, HHDDT-Creep, HHDDT-Transient, HHDDT-Cruise, High-Speed Cruise, Central Business District (CBD), City Suburban Heavy Vehicle Cycle (CSHVC), Hybrid Truck Users Forum Class 6 Cycle (HTUF 6), Business-Arterial-Commuter (BAC) cycle, Neighborhood Refuse Truck Cycle, World Harmonized Vehicle Cycle (WHVC), and Vocational Truck Driving Cycles (Beverage, Linen, and Parcel).

The dynamometer must be capable of fully simulating vehicle performance over applicable test cycles for the vehicles being tested as referenced in the corresponding standard-setting part, including operation at the combination of inertial and road-load forces corresponding to maximum road-load conditions and maximum simulated inertia at the highest acceleration rate experienced during testing.

ANL to provide a control and data acquisition system that will interface to the Dyno Contractor provided dyno controller and will send/receive commands necessary to perform the drive profiles listed above. Dyno Contractor shall coordinate interface type (e.g. Ethernet, hard-wire) and channels with ANL. ANL will install pathway and wires between dyno drive control cabinet and ANL provided control cabinet. Dyno Contractor to terminate signal/control wires in dyno drive control cabinet. ANL to terminate signal/control wires in ANL control cabinet. Dyno Contractor to coordinate time and duration with ANL control team to validate signals between systems.

For bid review, Dyno Contractor to provide a high level layout of the dyno in the facility, including plan and section views.

1. A 4WD drive dynamometer system shall consist of the following components, at a minimum, arranged in a configuration that optimizes the physical dimensions, structural integrity, system response characteristics, and flexibility to simulate various loading schemes:

1. The Rear Roll Dyno (RRD) shall be fixed and the Front Roll Dyno (FRD) shall be movable to wheelbases of at least 99” to 280” minimum adjustable range. A scaled plan of Building 362 is included. If a longer wheelbase is achievable within the available footprint, including the restraints and RSF, Dyno Contractor to propose a layout with the new wheelbase for approval by ANL.

1. Pneumatic, electric, and/or hydraulic components, as required for component actuation.

1. Rear roll shall be able to accommodate a pair of driving axles (a tandem) with axle center to center spacing of from 58 to 67” with tire diameters ranging from 38” to 46” while providing adequate clearance between the tires and any non-rotating portion of the dynamometer or dynamometer deck system.

1. Deck frame structures, decking, and automated roll slot covers capable of supporting the vehicle loads at all wheelbase settings.

1. All electrical cabling, piping, tubing, and cabinets.

1. Wheelbase adjustment system (automated and safety interlocked).

1. Dynamometer control systems(s).

1. A means to ensure safe and efficient installation, alignment, restraint, testing, and removal of the vehicle.

1. A user friendly, rigid construction, vehicle restraint system to limit the dynamic lateral and fore/aft travel of the vehicle without imposing lateral or horizontal forces affecting the vehicle road load forces for 4WD vehicles. The system must be heavy enough to restrain the thrust of an 82,000 lbs Estimated Test Weight (ETW) vehicle inertia simulation at the dynamometers maximum acceleration capacity.

1. T-slots (for T nuts), designed to restrain the thrust of an 82,000 lb. ETW vehicle inertia simulation on all proposed driving traces, with a deck structure for auxiliary tie down application to enable the use of wheel chocks in single-dyno roll operational modes.

1. Supplemental cooling devices, if required.

1. Calibration devices.

1. Optional scope includes Pull-down beam as described in section 7.1.3.

1. A hydraulic pull-down system shall be designed to attach to the test vehicles rear axle underneath the vehicle with provisions to accommodate a 5th wheel, from either optional scope or future purchase. The pull-down system shall be designed to actively apply a regulated load up to 20,000 lbs, maintaining that force throughout the duration of the test. The pull-down mechanism shall be attached to two hydraulic cylinders by heavy duty polymer straps. Each cylinder shall be mounted to the roller bearing support block and the heavy-duty polymer straps and/or cylinders pass through clearance holes in the floor plate to the attachment points on the vehicle’s axles. Pull down mechanism shall accommodate tandem and single axle vehicles.

Load shall be applied hydraulically with means for verification through a pressure gauge and transducer display.

1. The Dyno Contractor shall configure and install the dynamometer, decking, and related equipment in a way that optimally fulfills the various requirements.

1. The frame shall withstand all static and dynamic loads which are encountered during vehicle testing and shall not produce any vibrations which may impair the operation of the vehicle or dynamometer. The dynamometer chassis frames shall be installed on a support base, supplied by the 4WD dynamometer contractor, and shall provide torsional stiffness and alignment control.

1. Fixed and movable decking shall be provided by the dynamometer contractor to completely cover the dynamometer portion of the pit and shall be designed to seamlessly integrate with any portion of the concrete deck, which is not covered by the dynamometer decking. This decking shall consist of slip-resistant surfaces capable of supporting test vehicles. All deck plates shall be secure, and if moveable during dynamometer wheelbase adjustments, shall not cause any unsafe opening in the floor surface following the adjustment. Deck plates that are heavier shall be designed to provide for some method of attaching a lifting device to move them. Deck plates shall move automatically while wheelbase adjustment.

1. The dynamometer and vehicle restraint components shall be capable of withstanding shock loading from maximum acceleration/deceleration forces, such as locked vehicle brakes at 60 mph, wide open throttle (WOT), emergency shutdown, or any system malfunction(s) that induces abrupt forces, without damage to any of the component(s).

1. The dynamometer shall be designed and constructed to be capable of operating on a continuous basis (24 hours per day, 7 days a week). The dynamometer shall be used to test vehicles exposed to the following test cell conditions:

The dynamometer performance shall not be adversely affected by the conditions of the vehicle test environment. The objective is to maintain frictional stability and to minimize component exposure to adverse conditions.

1. Dynamometer roll sets shall consist of a single 72-inch diameter roll in the rear and a single 48-50” diameter roll in the front, each roll set containing the following: Features, functions, specifications, and criteria are also shown in Tables A and B.

1. Roll diameter tolerance ± 0.010 inches

1. Difference in roll diameters per roll set ± 0.010 inches

1. Roll concentricity of 0.010 inches maximum Total Indicated Runout (TIR)

1. Front Roll width spacing shall accommodate: Vehicle inside track maximum width of 36 inches.

1. Rear Roll width spacing shall accommodate: Vehicle inside track maximum width of 35 inches

1. Front Roll outside track width minimum 108 inches

1. Rear Roll outside track width minimum 118 inches

1. Vehicle wheelbase range of at least 99-280 inches

1. Roll surface roughness (See Note) 150-250 micro inches

1. Roll surface minimum harness Rockwell B

1. Roll dynamic balance quality to ANSI or ISO STD G-2.5 or better.

1. The front and rear roll sets shall be parallel to within 0.25 inches (±0.125” on each side) as measured by the centerline differential at the maximum roll width.

NOTE: Roll surface finish shall provide a tractive effort that is comparable to a vehicle operating on a typical dry road surface with no tire slippage. Roll surface roughness shall also not produce abnormal tire tread wear.

1. The dynamometer system shall control, indicate and automatically record the final wheelbase distance. After adjustment, the roll sets shall remain positively fixed on the base rail frame, even during power failures.

1. The rolls shall be capable of bi-directional operation, and the dynamometer shall provide all functions and operations for rolls spinning in either direction.

1. The dynamometer rolls and decking shall be installed nominally flush with the level, finished floor. The vehicle shall be maintained within ± 0.5% grade of a horizontal position. (Approximately ± 0.5” per 100”)

6.2. BEARINGS AND LUBRICATION

1. All bearings, gears, or coupling devices shall be designed to have minimum and stabilized frictional losses.

All bearings shall at a minimum have an L10 or better service life of at least 30,000 hours. All parts requiring lubrication shall be lubricated before delivery. All lubrication points shall be easily accessible, labeled clearly and documented. The lubricants, lubrication system, or the dynamometer system configuration shall not generate, into the test cell hydrocarbon emissions that would adversely affect heavy duty vehicle tests at 100ºF.

1. The frictional parasitic losses of the dynamometer at all specified environmental conditions shall be stable for all modes of operation. Steady speed (a user selectable speed between 0 and 50 MPH) frictional losses shall remain within ± 4 lbf of the stabilized value following a maximum 15 minute warm-up period. Parasitic losses shall be stored and an ability to analyze and plot values for historical trend analysis shall be provided. Automated QC flags shall be used to warn the operator of unusual or unexpected results.

1. The bearings and power transfer loading devices shall be sized and configured to withstand the road load forces and axle loads of the specific test vehicle. These forces and loads shall include those values typically encountered from on-road vehicle performance tests conducted at wide open throttle from zero up to a maximum of 100 MPH.

6.3. WHEELBASE ADJUSTMENT

1. The wheelbase spacing shall be electro-mechanically adjustable to the vehicle wheelbase, in a self-powered manner. The actual wheelbase setting achieved shall be automatically indicated by an absolute or incremental measurement transducer and measurement process. The value of the final wheelbase spacing shall be electronically displayed, recorded and stored for each test. Any deck plates that need to move as part of this function shall move automatically.

1. The distance between the front and back sets of rolls shall be continuously adjustable between 99 and 280 inches with an accuracy and repeatability of ± 0.2 inches. The time required for adjusting the dynamometer to any wheelbase in the 99 to 280 range shall not exceed 6 minutes.

The vehicle wheelbase specification and other vehicle-specific set-up parameters shall be available from three sources.

1. Pretest information file from an external computer

1. Archived vehicle information file on the Dynamometer Control Computer System (DCCS).

1. Direct operator input The wheelbase shall be adjustable while the dynamometer is in either 2WD or 4WD configuration, and the dynamometers shall be prohibited from operation during the adjustment period. Similarly, the wheelbase adjustment function shall be prohibited during all other modes of operation.

1. Visual and audible alerts in the immediate vicinity of the rolls, both in the test cell and dynamometer pit, shall be activated 3 to 5 seconds prior to any wheelbase adjustments. The audible alert shall be in the range of 75 to 85 dB at a position within 10’ of the rear roll.

6.4. VEHICLE RESTRAINT SYSTEMS

1. Separate vehicle restraint systems shall be provided for both two-wheel drive (2WD) and 4WD set-up. If the 4WD restraints, for maximum inertia simulations, are too heavy to be moved by one person, mechanical moving devices which will allow one person to lift and relocate the restraint systems, shall be provided or the restraints shall be designed and located so that they will not be required to be moved. There shall be enough restraint systems to accommodate semi-trailer cabs as well as buses. Restraint systems shall be labeled with recommended maximum inertia simulation capability.

1. Two complete moveable 4WD restraint systems (for lighter weight vehicles) shall be furnished and each will be of rigid construction and designed to attach to a vehicle structural member or wheels. When connected to the vehicle the systems shall not impart any loads to the vehicle in either horizontal or vertical planes to the floor or test cell.

1. The vehicle restraint systems shall safely restrain all vehicles at all operating conditions. The vehicle restraint system shall maintain the axles of the vehicle centered on the crown of the roll(s). Wheel centering shall be set prior to the installation of the vehicle restraints.

One vehicle restraint system shall limit lateral and fore/aft motion of the vehicle frame or body ± 2 inch without imparting any adverse vertical or horizontal forces on the vehicle or vehicle tires, but allowing appropriate freedom for the vehicle suspension to move up and down.

1. The restraint system shall be easily installed, or engaged by a single operator in less than 15 minutes for 4WD drive operation or 10 minutes for two wheel drive operation. Removal of the restraint system by a single operator shall be normally accomplished in less than 5 minutes in all situations. Any components which weigh in excess of 50 lbs shall have lifting devices/ mechanisms and/or wheels supplied to facilitate repositioning them.

1. The dyno and dyno restraints shall be capable of containing a light and medium duty vehicle for testing. The dyno will be designed for heavy duty vehicles, but ANL would like the option to perform some types of tests of light/medium duty vehicles either with the rear wheels only on the rear roll, both front and rear wheels on both rolls, or the rears wheels on the front roll (reverse direction).

6.5. AXLE CENTERING SYSTEMS AND ROLL BRAKES

1. A spring applied, hydraulically released disc roll brake that securely locks the roll set shall be installed on each dynamometer. This brake shall positively separate to a non-contacting position when disengaged to assure no residual drag.

When the axle centering system and the roll brakes are actuated, installation or removal of the vehicle shall not cause roll spin. Operation of the roll brakes shall be independent of the axle centering system. The axle centering system shall be capable of being activated by a driver seated in the vehicle.

1. The axle centering system shall be operable only when the roll(s) are not rotating. A roll speed interlock system shall prevent actuating the axle centering system and non-emergency engagement of the roll brakes while the roll(s) are rotating.

1. The roll brakes and axle centering system shall be replaceable within 8 hours from the start of the on-site replacement process. Replacement shall not affect calibration of the dynamometer.

6.6. SURFACE TREATMENTS

1. All fixed surfaces of the dynamometer system shall be treated with highly durable protective coatings (such as plating, primers, epoxy, etc.) and made from materials that will prevent rust, scaling, flaking, or chalking under all the operating conditions of the test cell environment.

1. Surfaces which may move, or are immediately adjacent to a moving surface, or any other surface which may pose a safety hazard, such as posts or trip hazards, shall be “Safety Yellow” in color.

6.7. ADDITIONAL SAFETY DEVICES AND FEATURES

1. All safety systems for protection of personnel and equipment shall be designed in a fail-safe manner to the greatest extent possible and shall be immune to failure of microprocessor systems.

1. Warning lights and display messages indicating the status of the axle centering system and roll brakes shall be visible to the driver of the vehicle and others in the immediate vicinity of the dynamometer. An audible and visual alarm shall be activated 3 to 5 seconds prior to movement of a dynamometer roll for wheelbase length adjustment. A sign designating the meaning of warning lights shall be permanently affixed adjacent to such devices. Such signs shall be readable from a distance of approximately 12 feet.

1. The dynamometer shall be supplied with roll covers that shall automatically adjust to prohibit personnel contact with the roll(s) during vehicle testing and during dynamometer roll operation without a vehicle. All areas between the rolls shall have fixed or adjustable deck covering to provide a surface that ensures personnel safety and allows vehicle placement.

1. Emergency stop buttons shall be installed as follows:

1. Near the dynamometer controller and inside the vehicle. Then vehicle-located E-stop button may be affixed to a Video Driver’s Aid boom.

1. At the power cabinets and dynamometer drive.

1. At the hydraulic pull-down electrical control box/or pendant.

1. At the exit/entry to the dynamometer pit

1. An additional input supporting E-stop control from XIL interface systems.

1. The emergency stop function shall cause shutdown (braking) of the dynamometer using the electric motor-absorber working up to the maximum current limits. In the event the electric motor-absorbers are unable to decelerate the rolls to zero, the pneumatic/hydraulic roll brakes may be used. In all cases, the rolls shall be decelerated to zero mph, and stopped in a safe manner and at a nominal rate of 4 mph/sec without damaging the dynamometer system.

Activation of the emergency stop shall cause movement of the front dynamometer for wheelbase adjustment and movement of any other covers or mechanical device to immediately cease.

1. An emergency shutdown function shall be triggered automatically when any of the following conditions are exceeded for any roll set. The system shall warn the operator and limit the operations of the machines to maintain safe conditions.

1. Dynamometer’s maximum speed (a user specified value)

1. Loss of motor control or speed or load sensor signals

1. Any other condition that by design of the dynamometer, would present an urgent unsafe condition in normal operation. For purposes of this requirement unsafe shall pertain to both personnel safety and the safety of critical components of the dynamometer or vehicle.

1. An emergency warning function shall be triggered automatically when any of the following conditions or limit is exceeded:

1. Excessive armature or field current of the motor-absorbers

1. Overheating of the motor-absorbers

1. Malfunction of the dynamometer cooling systems

1. Malfunction of the power transfer systems

1. Loss of air handling or put ventilation

1. Other conditions needed to protect the dynamometer or personnel As long as these conditions do not warrant an immediate shutdown of the dynamometer system, a warning of a condition that requires immediate attention shall be considered sufficient.

1. Visible and audible indicators of activation of the emergency stop function, shutdown, or warning shall be installed in the dynamometer test cell, in the dynamometer control room and powered by an uninterruptible power supply. The indicators shall be operational at all times, including during power failures. The test cell indicators shall be visible from the vehicles driver’s seat, when the drivers’ eyes are focused on the driver’s aide monitor and in at least one other location in the test cell, i.e. touch screen programmable logic controller (PLC).

The warning shall be sufficiently prominent to capture the attention of personnel engaged in normal operational tasks. All warning devices shall include written and graphic signs, indicating their meaning, which can be read from sufficient distance as to be practical.

1. Alarm and warning messages and explanations shall also be displayed on the Dynamometer Control System Computer (DCCS) in order of occurrence and saved in a permanent log file on the DCCS hard disk periodically or as needed to prevent loss from the buffer. All log file entries shall be date and time stamped. The hard disk must have enough memory for local storage of test log files to up to 12 months’ worth of testing but shall be as minimum 500 GB.

1. Alarm and warning messages shall be concise and shall provide critical information specific to particular condition triggering the alarm or warning.

1. During the emergency stop button logic setup the Dyno Contractor shall go over which errors triggers an emergency stop, coast/soft stop, or a braking decelerated stop of the dynamometer rolls with project test engineer.

The definition of a soft/coast emergency stop is defined as an emergency stop function that causes the electrical contactor to open and the dynamometer is allowed to freely coast to a stop. Following the initiation of a soft stop, the dynamometer motor is without power.

1. The dynamometer controller shall be equipped with documented methods of external software-controlled emergency stop, coast/soft stop, or a braking decelerated stop functionality for integration with Vehicle-in-the-Loop control systems.

7. FUNCTIONALITY, CONTROL AND OPERATING MODE REQUIRMENTS

7.1. GENERAL

1. The basic performance characteristics of the dynamometer shall be to simulate the road forces that occur on the road for any type of vehicle operation of any vehicle configuration. For example, a four-wheel drive vehicle may automatically use 4WD mode during accelerations and braking, but switch to 2WD mode (FWD or RWD) during cruise modes. A hybrid vehicle may drive one or both axles with difference sources of power. An engine may drive one axle and an electric motor may simultaneously absorb energy from the other, thus using the road as a power transfer path. A moment later, both may be driving the vehicle, or one axle could be mechanically braking and the other applying regenerative braking (but no mechanical brakes) on the other and may stop on a hill following a deceleration.

In each case and at all conditions, the displacement and speeds of the two rolls sets shall remain coupled in a synchronous manner as though they were two points on continuous roadbed and the two dynamometer roll sets shall correctly apply the road load forces to simulate the total load on the vehicle. The case of the vehicle stopped on a hill with no brakes on one of its axles represents the complex case of split forces at zero speed and displacement.

1. At a minimum, the dynamometer system shall support the following operation modes and functions:

1) Road Load Simulation Mode (torque control mode) with capability for Low Power Vehicle Adjustment (LPVA, Dynamic Load Reduction).

2) Warm-Up Mode – parasitic loss stabilization and QC verification

3) Speed Control Mode

4) Torque Control Mode

5) Calibration Mode

6) Stepwise steady state vehicle drag assessment – similar to SAE J2452 for tire losses as a way to quantify vehicle driveline losses on a per axle and total basis as a function of speed.

7) Quality assurance procedures incl. a CFR1066 conform reporting (e. g. for roller diameter, runout, time base verification, speed check, force measurement chain verification, response time, driver’s aid – roller speed signal verification)

8) Self-Motoring Mode (steady speeds and fixed accelerations, decelerations between speeds)

9) Determination of Dynamometer Parasitic Frictional Losses

10) Mechanical Base Inertia Verification Test (dynamic calibration verification)

11) Dynamometer Coastdown Test

12) Vehicle alignment and Wheelbase adjustment Mode

13) Derivation of Dynamometer Road Load Settings- most recent version of SAE J2264

14) The dynamometer will also have the ability to perform the SAE J2264 procedure except allowing for the user to set a specified number of runs. Then following the initial coastdown, to determine each run’s vehicle drags; each run will recalculate new dynamometer set coefficients for that run’s calculated vehicle drag. All the user specified runs’ vehicle drag values, following the initial coastdown, will then be averaged to calculate the recommended dynamometer set coefficients to simulate the entered vehicle Target Curve.

15) Service/Diagnostic Mode

16) Local/Remote Operation Modes

7.2. ROAD LOAD SIMULATION MODE

1. The Dyno Contractor shall provide a dynamometer system that can be used to simulate the road forces normally encountered by the FWD, RWD, AWD, or 4WD vehicles operating under a variety of conditions. Either set of rolls (front or back) shall be usable for FWD or RWD operation.

1. The system shall be capable of testing a FWD or RWD vehicle in the 4WD mode of operation whereby the rolls supporting the non-driving wheels are motored synchronous with the rolls loading the driven wheels as would occur on a flat road. In any simulation mode, either dynamometer shall also provide augmented braking, road grade simulation and low power vehicle adjustment (load reduction) as independent, selectable options.

1. The dynamometer shall simulate either a fixed or variable road grade, of at least – 10% to +10%, for all vehicles up to 82,000 GVW on all cycles listed in section 2.0.1.

The dynamometer system shall provide for specification of a fixed road grade during the pre-test setup as well as from the driver’s pendent. Additionally, a variable road grade feature shall be selectable during pre-test setup. When a variable road grade is selected, the dynamometer shall set road grade according to an external command. The scaling of this input shall be easily configurable by a user accessing the system. The dynamometer shall limit the minimum and maximum levels of road grade simulation to user configurable limits.

1. The configuration of the dynamometer (4WD, FWD, or RWD) and as applicable, the designation of the single (Front or Rear) dynamometer roll set utilized, along with any other selectable options, shall be stored as part of the road load simulation results summary and the vehicle parameter data base.

1. The system shall be able to test FWD, RWD, or 4WD vehicles using a single road load curve and inertia input for the vehicle. The dynamometer control function must distribute loading to each roll set as required to simulate all transient and steady speed road conditions. Inertial forces shall be adjusted, as appropriate, for the rotational inertia of non-rotating vehicle tires in 2WD operation.

The calibration, compensation, and storage of the dynamometer parasitic losses shall be maintained in both 2WD and 4WD configurations.

1. The 4WD control system shall be designed in accordance with the following requirements with regard to simulating actual road conditions.

1. The 4WD control system shall use a high-speed control algorithm to operate the two dynamometer motor controllers simultaneously as follows:

1. Each control system controls the loading force at the roll surface from inputs such as distance, speed, acceleration, parasitic losses and reactive load measured from each roll set.

1. The control algorithms precisely determine the applied force that will be required from both front and rear roll sets to simulate the total vehicle road load force.

1. The controller shall compensate for any force simulation errors of the motor and A/C drive. One motor may be motoring and one may be absorbing or both may use any combination of these modes. The modes may also change dynamically as a function of the vehicle operation.

1. The inertia and road load values shall not artificially be split between the two roll sets, nor is any assumption made as to which axle is the driving force. The roll sets react to the inherent dynamic torque split of the vehicle power train, while maintaining the total road load, inertia force, and synchronous displacements and speeds throughout the test.

Note: The total force is the sum of the individual tractive forces applied at each roller surface.

1. The measured simulation error of the total road force, including the inertia force shall not exceed the greater of ± 8.0 pounds or ± 1 % of the target value, according to the above force formula, under all operating conditions and at all velocities. The measurement shall utilize the 1 –second average of force and speed acquired at 10-Hz, or faster.

1. The dynamometer control system response time shall be less than 100 milliseconds. System response time shall be defined as the time lag between a step change in demanded force at the roll surface, and the occurrence of 90% of the final demand value for critically damped response function. Refer to 40 CFR 1066.245 for response time criteria. The signal shall settle to within 10% of the demand in less than 100 milliseconds from the step change. Total response shall include mechanical delay, measurement lag, computational time, and power control electrical response parameters that will be experienced in normal operation. Figure 1 of § 1066.245 – Example of a settling response time diagram.

7.3. LOW POWER VEHICLE ADJUSTMENT (LPVA)

The dynamometer shall have a feature that reduces the total force applied to the vehicle under certain vehicle operating conditions (the vehicle is unable to meet driver’s trace accelerations required in US06 portions in 40 CFR 86), in response to external signals. LPVA shall be invoked by activation of an external command to a digital input channel of the dynamometer. The amount of force adjustment at any point in time shall be determined by a second analog input. Nominally this analog signal will correspond to a 0 to 100% reduction in force to the target force to be applied to the vehicle. The actual percent reduction in force, in response to this input, shall be configurable within the dynamometers maintenance or limited access set-up utilities.

7.4. SPEED CONTROL MODE

The dynamometer shall be capable of maintaining a vehicle at a constant speed, regardless of vehicle…