PD - SIN 377D Heavy Duty Low Floor Transit Bus BEV 04.23.2021.docx

BUS-TRANSIT-HEAVY DUTY-LOW FLOOR-40 FEET-BATTERY ELECTRIC

FEDERAL PURCHASE DESCRIPTION

BUS-TRANSIT-HEAVY DUTY-LOW FLOOR 40 FT.- 39 PASSENGER

BATTERY- ELECTRIC

1.0 Scope and Classification

1.1 Scope

This specification defines requirements for heavy duty, 40 foot-long, minimum 39 passengers, low floor, battery-electric buses. The bus shall be low floor design, be a maximum of 102 inches wide, have a left-hand operator location, and be fully ADA-compliant.

In addition, the bus shall have a minimum expected life of 12 years/500,000 miles and be intended for the widest possible spectrum of passengers, including children, adults, the elderly, and persons with disabilities. The bus shall meet other design goals, including long cycle life, low life-cycle cost, safety, maintainability, durability, and robust diagnostics.

This Purchase Description does not include all varieties of the commodity indicated by the title, but is intended to cover those vehicles generally acquired by the Government. Buses with standardized components and equipment are highlighted in this Standard. A selection of coded optional additional systems and equipment are included for agencies’ divergent geographic and operational related needs.

1.2 Classification

The individual bus configuration classifications are referred to by a Standard Item Number (SIN) The SINs covered by this specification are as follows:

377D-Bus-Transit-Heavy Duty-Low Floor-40 Ft.-39 Passenger-Battery Electric

2.0 Applicable Documents

The vehicles shall conform to the latest revision of the following:

Federal Regulations and Standards:

Federal Motor Carrier Safety Regulations (FMCSR), 49CFR 393 Federal Motor Vehicle Safety Standards (FMVSS), 49CFR 571 Americans with Disabilities Act, 49 CFR 38 FTA Docket 90-A, October 20, 1993

Application for copies of DOT publications should reference the code of Federal Regulations, 49 CFR, and the Federal Register and should be addressed to the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402. They may also be accessed on the Internet through GPO Access at http://www.access.gpo.gov.

The body of this Purchase Description (PD) contains requirements relative to the following standards and recommended practices, and the offeror’s proposed vehicles shall conform to all such requirements.

Society of Automotive Engineers (SAE) Standards and Recommended Practices:

J10 Automotive and Off-Highway Air Brake Reservoir Performance and Identification Requirements

Applications

Purpose Vehicles

J2293/2- Energy Transfer Systems for Electric Vehicles- Communication Requirements and Network

Application for copies of SAE publications should be addressed to:

SAE World Headquarters http://www.sae.org/ 400 Commonwealth Drive Warrendale, PA 15096-0001

Industry Standards

National Fire Protection Association (NFPA) http://www.nfpa.org/

NFPA 70 (National Electrical Code-NEC)

NFPA standards may be obtained from:

National Fire Protection Association 1 Batterymarch Park Quincy, MA 02169-7471

American Public Transportation Association (APTA) http://www.apta.com/Pages/default.aspx

APTA recommendations may be obtained from:

APTA

1666 K Street, NW Suite 1100 Washington, DC 20006 Telephone: (202) 496-4800

National Institute for Automotive Service Excellence (ASE) http://ase.com/

ASE requirements may be obtained from:

National Institute for Automotive Service Excellence 101 Blue Seal Drive, S.E.

Suite 101 Leesburg, VA 20175 Phone 703-669-6600

Underwriters Laboratory, Inc. (UL) http://www.ul.com/ UL 2202- Standard for Safety of Electric Vehicle (EV) Charging System Equipment UL 2231- Standard for Safety of Personnel Protection Systems for EV Supply Circuits UL 2251- Standard for Safety of Plugs, Receptacles, and Couplers for EVs UL 2594- Standard for Electrical Vehicle Supply Equipment UL1254- Standard for Safety for Pre-Engineered Dry Chemical Extinguishing System Units

Underwriters Laboratory standards may be obtained from:

2600 N.W. Lake Rd.

Camas, WA 98607-8542 Telephone: 1.877.UL.HELPS (1.877.854.3577) or http://ulstandardsinfonet.ul.com/catalog/stdscatframe.html

3.0 Overall Requirements

The bus shall comply with all applicable federal, state, and local regulations. These shall include, but not be limited to, the Federal Americans with Disabilities Act (ADA), Federal Motor Vehicle Safety Standards and Regulations 49 CFR 571 (FMVSS), 49 CFR 393 (FMCSR), National Fire Protection Association (NFPA), United States Environmental Protection Agency (USEPA), as well as state and local accessibility, safety, and security requirements.

The offeror shall certify to the Government that the vehicle platform complies with 49 CFR, Bus Testing Rule. The offeror shall test the bus platform proposed at the Altoona (PA) Testing Facility and provide copies of all testing results, forms, and documentation as part of the proposal offer. The bus vehicle platform proposed shall be tested in accordance with the Altoona testing category requirements for heavy-duty large buses (minimum service life of 12 years or 500,000 miles). If the bus platform proposed by the offeror has already been tested successfully at the Altoona Testing Facility, the offeror shall provide verification of the successful testing with the offer.

The offeror shall explicitly and completely identify any and all exceptions taken to the requirements of this specification. Drawings, literature, and any other information submitted with an offer shall not constitute a stated or implied exception unless specifically identified in writing as an exception and accepted and implemented by an amendment to the solicitation or modification to the contract. Any exception deemed acceptable by the Government shall only apply to the specific item, requirement, etc. cited, and shall not extend to any other requirement.

Materials shall be as specified herein. When materials are not specified, the vehicles and all parts thereof shall be furnished to provide the intended function, durability, safety, and maintain good long-term appearance. All materials shall be new, shall be suitable for the intended purpose, and shall be free of any characteristics or defects in material and workmanship, which may affect the performance, function, durability, and serviceability of the finished vehicle, or detract from its appearance. The Government reserves the right to make the final determination of the suitability of all components and their arrangement on and in the vehicle.

The offeror responding to this solicitation shall be a bus body and chassis OEM- Original Equipment Manufacturer, or an OEM authorized dealer. The offeror shall have demonstrated the commercial manufacture and sale of low floor battery electric transit buses of designs equal to or of greater complexity than the requirements herein. Commercial order and sales data shall be submitted with the offer.

The offeror is encouraged to submit with its offer value engineering information (refer to Federal Acquisition Regulation [FAR] Part 48) in areas of vehicle design, construction, space utilization, etc. which will improve the quality, function, durability, and performance of the vehicle and/or provide a cost savings to the Government. Adoption of these submissions will be determined by the Government and will only be implemented by an amendment to the solicitation or modification to the contract.

The offeror shall submit with its offer the following:

· Interior plan view of the proposed bus, including seating arrangement, wheelchair locations, and dimensions verifying compliance with the requirements herein.

· Exterior front, rear, and side view with overall dimensions.

· Estimated curb weight and maximum GVW with total seated and standee passengers plus driver. The total number of seated and standee passengers based on this definition of gross load shall be furnished with the offer.

· Estimated weight distribution at front and rear axles at maximum GVW.

Description of life-cycle testing procedures used to validate the life of the energy storage system at the specified charging rates, charge durations, and specified ambient temperatures and operating profiles. The offeror shall include documented results of life cycle testing and certification of battery life cycle testing by an independent testing agency.

The offeror shall ensure that the application and installation of major bus subcomponents and systems are compliant with subcomponent vendors’ requirements and recommendations. Components used in the vehicles shall be of heavy-duty design and proven in transit service.

With the exception of exterior mirrors, marker and signal lights, bumpers, fender skirts, and rub rail, the buses shall have the following overall dimensions (as illustrated in Figure 1 below).

Bus Overall Dimensions:

• Length (excluding bumpers) 40 feet (± 6 inches)

• Width (exterior, excluding mirrors) 102 inches (+ 0/- 1 inches)

• Overall Height 135 inches (max.)

Figure 1: Bus Overall Dimensions

3.0.1.2 Underbody Clearance

All components under the bus shall be protected from any impact with foreign objects.

• Wheel Area Clearance - Wheel area clearance, shall be 8 inches (minimum) for parts fixed to the bus body and 5 inches (minimum) for parts that move vertically with the axles.

• Ramp Clearances - Approach angle shall be 8 degrees (minimum). Breakover angle shall be 8 degrees (minimum). Departure angle shall be 8 degrees (minimum). Any encroachment into the approach or departure angle area shall encounter a structural member before any operating component or subsystem.

• Axle Zone Clearance - Axle zone clearance, which is the projected area between tires and wheels on the same axial centerline, shall be as great as possible within the confines of overall vehicle width.

• Ground Clearance - Ground clearance shall be 9 inches (minimum), except within the axle zone and wheel area.

Curb weight of the bus shall be minimized to the greatest extent practicable while maximizing its integrity and durability. The bus shall have a curb weight of less than 30,000 pounds.

Weight distribution shall be such that no axle shall be loaded past its GAWR at maximum gross vehicle weight with the gross load weight distribution in accordance with all applicable State and Federal requirements.

The Contractor shall submit to the Government during vehicle delivery, a certified weight slip for the curb weight of each axle and total vehicle weight.

3.0.1.3.2 GVWR and Capacity

The Gross Vehicle Weight Rating of the bus shall exceed the curb weight of the bus plus the capacity of passengers and driver. Total passenger capacity shall be the number of people (combination seated/standing) considering a minimum of 39 passenger seats that can be carried with the offeror’s maximum rated (gross axle weight rating) front and rear axle, using 215 pounds/passenger and driver. See also Section 4 Definitions for the gross load. The GVW and axle loadings shall not exceed the GVWR and front and rear GAWR at maximum capacity. For purposes of calculations, the standee passengers may be equally distributed on the bus in the area allowed for standees.

The offeror shall furnish, with the offer, the maximum front and rear GAWR, the GVWR, and the maximum number of passengers (seated and standee) the bus can carry without exceeding the GAWR and GVWR at the 215 pounds /passenger and driver requirement.

3.0.1.3.3 Passenger Capacity Decal

Instruction decals shall be applied above the exterior front door and to the interior forward bulkhead visible to all passengers and driver. The lettering shall be not less than 1-1/2 inch in height and in strong contrast to the interior background color. The message can be in a single line or two lines and shall state “Maximum Passenger Capacity XX” or “Capacity XX Passengers”. The two X’s shall represent the total seated and standee passenger capacity.

3.0.1.4 Life Expectancy

The bus shall be designed to operate in transit service for at least 12 years and/or 500,000 miles.

3.0.1.5 Maintainability Requirements

Routine, scheduled maintenance or inspection tasks as specified by the Contractor shall require an ASE (National Institute for Automotive Service Excellence) technician skill level of 3M or less (target). To facilitate ease of maintenance, the vehicle design shall maximize the use of line replaceable units (LRUs). All LRUs shall allow expedient replacement.

Readily accessible test ports shall be provided for routinely checked functions on-board the proposed vehicle (such as hydraulic, pneumatic, charge-air, and cooling system(s)).

3.0.1.6 Material Selection/Interchangeability

The bus shall be designed using commercially available (off-the-shelf) components and materials to the greatest extent possible. For economy in maintenance, it is essential that all parts and units be arranged so that rapid assembly and disassembly will be possible for the vehicles being provided. The dimensions of all parts, unless particularly specified, shall be in accordance with current standards of the Society of Automotive Engineers (SAE), or the metric equivalent. All units or parts not specified shall be Contractor's standard units or parts and shall conform in material, design and workmanship to industry standards and shall meet or exceed all federal and state motor vehicle safety standards.

Components with identical functions shall be interchangeable to the extent possible. These components shall include passenger lamps (and components), window hardware, trim, interior components, seat assemblies and other components considered to be consumable. Components with non-identical functions shall not be, or appear to be, interchangeable. All parts shall be new and in no case will used, reconditioned, or obsolete parts be accepted. No advantages shall be taken by the manufacturer in the omission of any parts or details that make the vehicles complete and ready for service, even though such parts or details are not mentioned in these specifications.

Components and replacement parts shall be available for a minimum of 10 years after delivery.

3.0.1.7 Ambient Operation Requirements

The bus shall be engineered for operation in an ambient temperature range of -30 degrees to +115 degrees Fahrenheit (at relative humidity levels between 5 and 100 percent, and at altitudes up to 7,000 feet above sea level). Speed, gradeability, and acceleration performance requirements shall ideally be met at, or corrected to, 77 degrees Fahrenheit, 29.31 inches Hg, dry air per SAE J1995.

3.0.1.8 Elderly and Disabled Passenger Accessibility

The Contractor shall comply with all applicable Federal requirements defined in the Americans with Disabilities Act, 49 CFR Part 38, and all state and local regulations regarding mobility-impaired persons. Local regulations are defined as those below the state level.

3.0.2 Audible Noise Emission Control

Since noise levels are of a primary concern to the Government, the Government strongly prefers that each vehicle have a low level of exterior/interior noise and, as a design target, that each vehicle be significantly quieter than stated herein. If the offeror has optional sound deadening capability, the maximum sound deadening materials and insulation shall be furnished. The combination of inner and outer panels, plus any material used between them, and motor compartment insulation shall provide sufficient sound insulation so that sound levels do not exceed the values in sections below.

3.0.2.1 Interior Noise Emissions

The interior noise shall be tested in accordance with Altoona Bus Testing interior noise test procedure.

A. With the left exterior of the bus exposed to a “white” noise minimum level of 80 dB(A), and all accessories “off”, the noise transmitted to the interior of the bus shall not exceed 65 dB(A).

B. Under full throttle acceleration from 0-35 MPH, and all accessories operating, the bus generated interior noise levels shall not exceed the values below:

· 80 dB(A) at any passenger seat location

· 78 dB(A) at the driver’s seat

3.0.2.2 Exterior Noise Emissions

The exterior noise shall be tested in accordance with Altoona Bus Testing exterior noise test procedure.

Airborne noise generated by the bus and measured from either side shall not exceed 80 dB(A) under full power acceleration when operated at or below 35 mph at curb weight and just prior to transmission upshift. The maximum noise level generated by the bus pulling away from a stop at full power shall not exceed 80 dB(A). The bus-generated noise, with bus stationary, from either side at low or high idle, with accessories and air conditioning “on” shall not exceed 65 dB(A). All noise readings shall be taken 50 feet from, and perpendicular to, the centerline of the bus. The pull away test shall begin with the front bumper even with the microphone. The stationary idle test shall be conducted with the rear bumper even with the microphone.

3.0.3 Back Up Alarm

The bus shall be furnished with an audible alarm that sounds whenever the ignition switch is in the “on” position and the drive is in reverse gear.

3.0.4 Back Up Camera

The bus shall be furnished with a camera that provides an image on a video screen on the driver’s console when the ignition switch is in the “on” position and the drive is in reverse gear.

The bus shall also be furnished with interior cameras located at the rear entry doors connected to the video screen. The driver shall select be able to select the rear entry door camera inputs to the video screen via momentary switch(es).

3.0.5 Electromagnetic Radiation (EMI)

Electrical and electronic sub-systems and components on all bus shall comply with FCC regulations.

Electrical and electronic sub-systems on the vehicles shall not be affected by external sources of RFI/EMI. This includes, but is not limited to, radio and TV transmission, portable electronic devices including computers in the vicinity of or onboard the bus, AC or DC power lines and RFI/EMI emissions from other vehicles.

Electronic components that are subject to RFI/EMI shall have shielded power and data cabling. Deviations from this requirement shall require Government approval. On-board equipment can include but is not limited to automatic passenger counters, two-way radio, electronic motor and transmission controls, automatic vehicle locating equipment, and destination signs and associated wiring.

If one vehicle and/or component is susceptible to RFI/EMI, it will be assumed that all vehicles suffer the same defect. Design corrections shall be made on a fleet basis. The Government reserves the right to review and approve proposed solutions.

Upon the request of the Government, the Contractor shall submit test data or other evidence that all of the above requirements are met.

3.0.6 Responsibility for Design

The contractor shall assume total and overall responsibility for the design and satisfactory operation of the vehicle and vehicle subsystems or component parts. The contractor’s responsibility includes, but is not limited to, ensuring that the design and manufacture of the vehicle and its component parts are appropriate, coordinated, compatible, and perform correctly throughout the life of the vehicle (either together or individually).

3.0.7 OEM Requirements and Recommendations

The proposed bus is an assembly of components that may be sourced from several different original equipment manufacturers (OEMs) or suppliers. The Contractor shall obtain and adhere to the requirements and recommendations of the OEMs for the application and installation of components that are installed. In the absence of specific OEM requirements and/or recommendations, the Contractor shall obtain the OEM’s approval for their installation. Components utilized in the vehicle shall be of heavy-duty design and proven in transit service.

When delivered the bus shall be in a ready-to-use condition. Lubricants and any other fluids utilized shall be of the type specified by the OEMs and installed at the levels recommended by the OEMs. Energy system liquid coolant (if required by the OEM) shall be biodegradable propylene glycol, Chevron Delo ELC PG, or equal. Ethylene glycol is prohibited.

3.0.8 Technology Upgrades

The offered bus vehicle shall blend service-proven design principles and equipment with the latest technological advancements without sacrificing reliability, maintainability, safety or performance.

The successful Contractor shall provide the Government with written notification (including a complete description of upgrade/advancement, trade-off analysis, and commercial implications) of viable technology upgrades and advancements throughout contract duration.

The maximum top speed shall be governed to not exceed 65 MPH.

3.1.2 Electric Drive

The electric drive system shall provide power to enable the proposed buses to meet the defined acceleration, top speed, gradeability, operate all accessories, while still maintaining passenger comfort and providing a smooth ride. Electric drive input torque rating shall exceed motor output torque. The drive system shall be rated to operate at the GVWR of the bus.

The electronic drive shall have on-board diagnostic capabilities, be able to monitor functions, store and time stamp out-of-parameter conditions in memory and communicate faults and vital conditions to service personnel. The electronic drive shall contain built-in protection software to guard against severe damage. A diagnostic reader device connector port, suitably protected against dirt and moisture, shall be provided in the driver’s area.

3.1.2.1 Bus Interface

The system controller shall be the point of interface to the bus electrical platform and the preferred communication path shall be serial data (J-1939, CAN). The system controller shall also be capable of communication to a variety of on-board device controllers, including but not limited to, ABS, drive motor(s), and other.

3.1.2.2 Driver Interface

Driver interface shall include selection of desired direction, throttle, and visual indicators of faults. Alarms requiring immediate or indicating planned automatic shutdown shall also be audible. All interfaces shall be ergonomically designed.

3.1.2.3 Energy Storage System

The Energy Storage System (ESS) shall be of a commercial design. The ESS shall be designed, sized, and selected to ensure that the bus performance specifications, compatibility with charging, and other related requirements are met or exceeded, bearing in mind cost benefit and reliability variables as they relate to the characteristics of the different battery types. The power source for the vehicle shall be derived from established battery technology purpose built for bus propulsion applications that has a field-proven track record of safe, reliable, and durable operation in similar traction applications.

The energy storage system shall be composed of batteries along with associated power electronics interface and controls, diagnostic systems, and environment controls of a commercial design for transit duty. This system shall be designed to provide a load-leveling function in the propulsion system. The energy storage devices used, and their arrangement shall be selected and sized to meet bus performance specifications and design goals, including: long cycle life, low life-cycle cost, safety, maintainability, durability, and simple, robust diagnostics.

The energy storage system shall monitor and control the operating conditions within each module, including voltage, current, and temperature. This system shall include over-current and over-temperature protection features that disconnect current to and from the energy storage modules in the event of an over- temperature or over-current condition, and de-rating performance (limits current) in the case of an over temperature condition.

The energy storage system shall be capable of being replaced and upgraded.

Offerors shall include complete descriptions of all life-cycle testing procedures used to validate the life of batteries used at the proposed charging rates, charge durations, and expected ambient temperatures and operating profiles. Offerors shall include documented results of life cycle testing and certification of battery life cycle testing by independent testing agency.

3.1.2.4 Thermal Management

If necessary, to maintain thermal management of the energy storage system under the ambient operating conditions required herein, the energy storage system shall be furnished with a self-contained, manufacturer approved, refrigerated cooling system dedicated only to the thermal management of the energy storage system. A warning light shall be supplied on the driver’s panel indicating abnormal operational conditions (i.e.: excessive battery compartment temperature, loss of airflow, loss of power) within the energy storage device cooling system. This cooling system shall be rated to provide the required thermal management under the ambient operating conditions required herein and shall be manufactured and installed in compliance with the specifications and requirements of the manufacturer.

3.1.2.5 Electrical Safety System

A high voltage interlock monitoring and activation system shall be used to determine intentional or unintentional opening of high voltage circuits or enclosures and automatically neutralize all devices capable of or producing high voltage power. This system shall be fully compliant with SAE J1673, and other applicable standards, and shall be active when the master run switch is in the OFF/CL/ID position and shall monitor all components and associated cabling within the system. When the master run switch is in the RUN/night position, the monitoring system shall provide an audible and visual warning on the driver’s panel and provide for automatic shutdown of the high voltage system if a shutdown event occurs. The high voltage system includes all bus platforms operating above 50 VDC or 25 VAC and any variety of modulated currents to/from power electronic converters.

An electrical isolation fault detecting system shall monitor the level of isolation between the high voltage system (positive and negative) and the bus chassis and be fully compliant with SAE J1766, and all other applicable standards. The designed safety characteristics shall be supplemented by the use of properly labeled and located safety tags and plates in accordance to SAE J1654 and J1673.

The High-Voltage (HV) battery system design shall be a holistic integrated system with safety set as the absolute top priority. The HV cables shall utilize industry standard shielding and insulation, cabling shall be routed and secured to avoid chafing with other cables and components. The HV battery system shall also require a low-voltage interlock circuit that will automatically de-energizing the HV system if a HV box is opened. The vehicle controls system shall monitor all major components inside each battery pack as well as provide an overall battery system controller and an overall bus system controller.

3.1.2.6 Energy Storage System Charging

The energy storage unit shall be isolated from the passenger compartment so as to prevent any intrusion of liquids or gasses relating to the energy storage unit into the passenger compartment. Charging inlets shall be provided on both the street and curb sides of the bus.

The bus shall be powered by a battery electric propulsion system. Function and operation of the bus shall be transparent to the bus driver and passengers. The Contractor shall assure that the bus structure can successfully accept the installation of the propulsion system and be operated on the stated duty-cycle for a period of 12 years without a structural failure. At a minimum, the propulsion system shall comply with applicable local, state, and/or federal emissions and useful life requirements, as a zero-emission bus.

3.2.1.1 Propulsion System Service

The propulsion system shall be arranged so that accessibility for all routine maintenance is assured. No special tools, other than dollies and hoists, shall be required to remove the propulsion system or any subsystems. Contractor shall provide all specialty tools and diagnostic equipment required for maintaining the Propulsion System in accordance with Special Tools List.

3.2.2 Primary Traction Motor

The bus shall have a permanent magnet (PM) traction motor with a minimum 160 KW peak power and 1000 LB-FT of torque, or an equal configuration. The PM motor shall be designed for 300,000 miles of operation without failure or deterioration in performance.

3.2.3 Propulsion System Controller (PSC)

The PSC regulates energy flow throughout system components in order to provide motive performance and accessory loads, as applicable, while maintaining critical system parameters (e.g., voltages, currents, temperatures, etc.) within specified operating ranges. The controller shall monitor and process inputs and execute outputs as appropriate to control the operation of all propulsion system components. The overall propulsion system and PSC shall include and manage support systems such as, steering, air, HVAC, defroster, etc.

The PSC shall be the hub for all propulsion system device to device communication, to include traction motors, energy storage, charging equipment and power switching electronics, and interface to other vehicle systems via SAE J1939. The PSC shall provide the following functionality:

Storage of the application file necessary to execute propulsion system commands

Storage of the buses data file generated on a day-to-day basis, to include:

At a minimum, duty cycle information (time stamp, vehicle speed, elevation, location, ambient temperature, etc.), and energy profile information (i.e., voltage and current from the traction motor, auxiliary systems, ESS, power electronics, etc.)

History of charging sessions, energy in, time stamp, SOC, etc.

Incidents and alarms

Monitoring and diagnostics information

Wireless communications

The system shall include current / power sensors at strategic locations throughout the propulsion system.

The system shall include sensors at strategic locations, such as, temperature, voltage, pressure.

The system shall protect the traction motor(s) against progressive damage. The system shall monitor conditions critical for safe operation and automatically de-rate power and/or speed.

The system shall include a sub-system capable of monitoring the level of connectivity between all propulsion components and associated cabling/connectors to the buses chassis and low (12/24) voltage systems to insure isolation. The energy storage module shall have automatic means/devices of disconnect and one manual capable of interrupting the positive and negative connections within the module enclosure and rated for disconnect at maximum current.

The system shall have an interlock that prevents engagement when the charger is connected to the traction battery.

The PSC shall be equipped with an electronically controlled management system, compatible with multiplex wiring systems and either 12-or-24volt electrical systems.

3.2.4 Power Electronics/Inverter

The PSC shall execute instructions and system commands to the propulsion system components via a power electronics inverter. Circuitry for this device (s) shall include all necessary fuses/breakers such that the conductors, components and bus are adequately protected and safe. Connection points shall be keyed/identified such that mismatch is not physically possible. Reconnecting the subject connector (s) will not automatically restore the connection to the energy storage module; a system reset will be required.

3.2.5 Energy Storage System

The Energy Storage System (ESS) shall be of a commercial design capable of operating in a transit environment. The Energy Storage System shall have a minimum capacity rating of 525 kWh

The primary charging of the energy storage system shall be provided from a stationary charging station conforming to all UL standards and SAE J1772 CCS. The energy storage system shall also make use of regenerative braking. The Energy Storage System shall comply with UN/DOT 38.3 requirements for lithium batteries or similar standards for non-lithium batteries.

The Contractor shall deliver the buses with an installed, fully functioning ESS. The ESS shall be fully formed, installed and tested in accordance with the manufacturer’s recommended practices. The ESS design, including containers, module bracing systems, thermal-management systems, battery-management systems, watering/venting systems, interconnections, fusing, and traction-controller and charger interfaces shall be completely described in the proposal. The proposal shall include a detailed analysis of expected battery performance in the Design Operating Profile.

The charge cycle and cycle life shall be stated in the proposal and a life-cycle cost analysis of the proposed battery system in the specified application shall be provided.

Offerors shall include complete descriptions of all life-cycle testing procedures used to validate the life of batteries used this application at the proposed charging rates, charge durations, and expected ambient temperatures and operating profiles. Offerors shall include documented results of life cycle testing.

3.2.5.1 Energy Storage System Safety

The Energy Storage System shall be installed to optimize interior space and vehicle weight distribution. The ESS shall be load distributed within the bus to equalize weight between the wheels on the same axles and to achieve appropriate weight distribution between axles so as not to adversely affect handling of the bus. The ESS shall be positioned to maintain safety and not be impacted in side-impact crash scenarios.

3.2.6 Cooling System

The cooling system shall be of sufficient size to maintain power electronics and the ESS at safe continuous operating temperatures, in accordance with the power electronics system component manufacturers’ cooling system requirements and recommendations.

The cooling system shall be automatically controlled under normally encountered operating and charging conditions. Thermal management shall be continuously monitored during all periods of charge and discharge with appropriate safety interlocks installed to react to adverse conditions as stated in SAE-J1772.

Air intakes shall be properly positioned and configured to minimize the intake of water, road dust, and debris and shall be adequately filtered.

In the event of a failure of the cooling system while charging, the charge system shall be disabled and a visual alert shall be activated on the dashboard, the reset of which shall require the deliberate action of maintenance personnel. In the event of a failure of the cooling system during bus operation, an audible and visual alert shall be activated on the dashboard, the reset of which shall require the deliberate action of maintenance personnel. In the event of a fire onboard a bus, fans shall be automatically turned off.

3.2.7 Regenerative Braking

The bus shall have a regenerative braking system to aid in the reduction of wear on the brakes and to help extend the range of the vehicle through energy recapture. The vehicle shall employ regenerative braking as the accelerator pedal is completely released.

3.2.7.1 Regenerative Brake Management

The system shall include a means of maintaining dynamic braking (braking retardation) that is designed to prevent overcharging of the batteries. This same feature may be a component of the overall liquid cooling system loop and offer a means of supplementing heat for use at the main HVAC heater core and/or defroster.

3.3 Power Steering

A power steering system shall be provided. The steering gear shall be either axle-mounted or frame-mounted. The steering column shall have telescoping and tilt column adjustments. The steering columns shall be an integral type with the number and length of flexible lines minimized.

Fatigue life of all mechanical steering components shall exceed the service life of the bus. The steering system shall be considered as part of the basic body structure.

Turning effort:

Steering torque applied by the driver shall not exceed 10 foot-pounds with the front wheels straight ahead to turned 10 degrees. Steering torque may increase to 70 foot-pounds when the wheels are approaching the steering stops. Steering effort shall be measured with the bus at GVWR, stopped with the brakes released, and at normal idling speed on clean, dry, level, commercial asphalt pavement and tires inflated to recommended pressure. Power steering failure shall not result in loss of steering control. With the bus in operation, the steering effort shall not exceed 55 pounds at the steering wheel rim, and perceived free play in the steering system shall not materially increase as a result of power assist failure. Gearing shall require no more than 7 turns of the steering wheel lock-to-lock.

Caster angle shall be set to provide a tendency for the return of the front wheels to the straight position with minimal assistance from the driver.

Turning Radius:

The outside body corner turning radius shall not exceed 44 feet with the bus at seated load weight (SLW).

3.4 Air Compressor

An electrically driven air compressor and air system shall be furnished that meets the following requirements:

Minimum 13 CFM

Integral unloader

The compressor discharge hose shall be SAE 100R14A PTFE, stainless steel braid covered hose routed to a point isolated from compressor vibration and movement (i.e. to a bulkhead). Zinc plated steel, or stainless steel, tubing is acceptable if run to a component on the assembly. Copper tubing of any type is not acceptable as discharge tubing directly off the compressor discharge head.

3.5 Fire Safety

The bus is designed and manufactured in accordance with all applicable fire safety and smoke emission regulations. These provisions include the use of fire-retardant/low-smoke materials, fire detection systems, bulkheads and facilitation of passenger evacuation.

No fire suppression system shall be required so long as the Battery Management System is capable of thermally monitoring the internal temperature with redundant sensors internal to the battery packs. If the temperatures become high enough to affect performance, the Battery Management System shall be required to de-rate power until the temperature is reduced. If the temperatures were to continue rising, the control system shall be required to disable the vehicle.

3.6 Fluid Lines, Fittings and Clamps, and Charge Air Pipework All fluid lines and air pipework shall be rigidly supported to prevent chafing damage, fatigue failures, and tension strain. All support clamps shall be rubber covered to prevent chafing and cutting. All hose clamps shall be constant torque type.

Cooling piping shall be stainless steel or brass tubing.

Cooling, oil and hydraulic lines shall be compatible with the fluid they carry. The lines shall also be compatible with potentially damaging elements of the surrounding environment including heat. Lines shall be capable of withstanding maximum system pressures.

Flexible lines shall be kept at a minimum and shall be as short as practicable. Flexible lines shall be routed or shielded so that failure of a line shall not allow fuel or oil to spray or drain onto any component operable above the auto-ignition temperature of the fluid.

Flexible hoses and fluid lines shall be individually supported and shall not touch one another or any part of the bus.

Charge air pipework and fittings shall be designed to minimize air restrictions and leaks. Pipework shall be as short as possible and the number of bends minimized. Bend elbows shall have smooth contours and shall be maximized to meet the pressure drop and temperature rise requirements of the manufacturers. The cross section of all charge air pipework shall not be less than the cross section of the intake manifold inlet. Any changes in pipework diameter shall be gradual to ensure a smooth passage of air and to minimize restrictions. Pipework shall be routed away from exhaust manifolds and other heat sources and shall be insulated and shielded from these sources to protect inlet air from heat radiation.

Charge air pipework shall be seamless, constructed of stainless steel, aluminum, or aluminized steel. Connections between all charge air pipework sections shall be sealed with a short Section of reinforced hose and stainless steel, constant tension clamps that provide a complete 360 degree seal.

All axle suspensions shall be of the pneumatic type and shall have a load rating equal to or exceeding that of the axles. The basic elements of the suspension system shall last the life of the bus without major overhaul or replacement. Suspension beams, weldments, and structural members shall be considered as parts of the basic body structure. Items such as bushings and air springs shall be easily and quickly replaceable by a 3M mechanic in 30 minutes or less. Suspension pivots shall be replaceable. Bushings shall be permanently lubricated or require no lubrication. Adjustment points shall be minimized and shall not be subject to a loss of adjustment in service. Front and rear axle sway bars may be utilized if necessary.

3.7.2 Damping

Vertical damping of the suspension system shall be accomplished by hydraulic shock absorbers mounted to the suspension arms or axles and attached to an appropriate location on the chassis. Damping shall be sufficient to control coach motion to 3 cycles or less after disturbance. Shock absorbers shall maintain their effectiveness for at least 50,000 miles of the service life of the bus. Each unit shall be replaceable by a 2M mechanic in less than 1 hour.

3.7.3 Lubrication

All elements of steering, suspension, and drive systems requiring scheduled lubrication shall be provided with grease fittings conforming to SAE Standard J534. These fittings shall be located for ease of inspection and shall be accessible with a standard grease gun without flexible hose end from a pit or with a bus on a hoist. Each component that requires lubrication shall have its own grease fitting with relief path. Lubricant specified shall be standard for all elements on the bus serviced by standard fittings.

3.7.4 Travel

Elastomeric bumpers shall be provided at the limit of jounce travel. Rebound travel may be limited by elastomeric bumpers or hydraulically within the shock absorbers. Suspensions shall incorporate appropriate devices for automatic height control so that regardless of load the bus height relative to the centerline of the wheels does not change more than ± ½ inch at any point.

3.7.5 Kneeling

A front and rear kneeling system shall lower the entrances of the bus during loading or unloading operations regardless of load up to GVWR. Release of the control switch shall completely stop lowering motion and hold height of the bus at that position. Upward direction of the switch will allow the system to go to floor height without the driver having to hold the switch up.

Brake and throttle interlocks shall prevent movement when the bus is kneeled. The kneeling control shall be disabled when the bus is in motion. The bus shall kneel at a maximum rate of 2 inches per second at essentially a constant rate. After kneeling, the bus shall rise within 4seconds to a height permitting the bus to resume service and shall rise to the correct operating height within 7 seconds regardless of load up to GVWR.

An indicator visible to the driver shall be illuminated until the bus is raised to a height adequate for safe street travel. An audible warning alarm will sound simultaneously with the operation of the kneeler to alert passengers and bystanders. A warning light mounted near the curbside of the front door, minimum 2.5 inches diameter, amber lens shall be provided that will blink when the kneel feature is activated. Kneeling shall not be operational while the wheelchair ramp is deployed or in operation.

3.8 Axles

Front and rear axles shall have a minimum load rating that exceeds the actual load on the axles when the bus is loaded to the GVWR and shall operate for 300,000 miles without repairs. The front and rear axle ratings shall be the offeror’s highest available rating to maximize the GVWR and the number of seated and standee passengers based on the gross load definition in Section 4 Definitions. The axle gearing shall be easily accessible for lubrication.

3.9 Brakes

The brakes shall be of the full-air internal expanding S-Cam type or disc type and shall conform to Federal Motor Carrier Safety Regulations 393.40 through 393.52 and FMVSS 571.121. Brake linings shall have extra service transit linings. Brake linings/pads shall be fabricated of non-asbestos material.

Brakes shall be self-adjusting. Any metallic air brake tubing shall comply with SAE J1149.

3.9.1 Parking Brake

The parking brake shall be a spring-operated system, actuated by a valve that exhausts compressed air to apply the brakes. The parking brake may be manually enabled when the air pressure is at the operating level per FMVSS 121. An emergency brake release shall be provided to release the brakes in the event of automatic emergency brake application. The parking brake valve button shall pop out when air pressure drops below requirements of FMVSS 121. The driver shall be able to manually depress and hold down the emergency brake release valve to release the brakes and maneuver the bus to safety. Once the driver releases the emergency brake release valve, the brakes shall engage to hold the bus in place.

The bus air system shall operate the air-powered accessories and the braking system with reserve capacity. A new bus shall not leak down more than 5 psi as indicted on the instrument panel mounted air gauges, within 15 minutes from the point of governor cut-off.

Provision shall be made to apply shop air to the bus air systems using a standard tire inflation type valve. A quick disconnect fitting shall be easily accessible and located in the rear compartment and near the front bumper area for towing. Retained caps, where approved for use by the OEM, shall be installed to protect fittings against dirt and moisture when not in use. Air for the compressor shall be filtered an air cleaner system. The air system shall be protected by a pressure relief valve and shall be equipped with check valve and pressure protection valves to assure partial operation in case of line failures.

3.10.2 Air Lines and Fittings

Air lines subjected to temperatures over 200 Degrees F shall be SAE100R14A PTFE, stainless steel braid covered hose, and all other airlines shall be nylon tubing manufactured in accordance with SAE J844 with performance meeting the requirements of SAE J1131. Nylon tubing shall be installed in accordance with the following color-coding standards:

Nylon lines may be grouped and shall be continuously supported and prevented from any movement, flexing, tension strain, chafing, and vibration. They shall not touch one another or any part of the bus except for the supporting grommets. Flexible lines shall be supported at 30 inch intervals or less. Grommets of bulkhead fittings shall protect the air lines at all points where they pass through understructure components.

3.10.3 Air Reservoirs

All air reservoirs shall meet the requirements of FMVSS Standard 121 and SAE Standard J10. The wet or “ping” tank shall be furnished with automatic, heated, drain valve. All other air reservoirs shall be equipped with manual drain valves. The manual drain valves shall be located such that they may be drained from the ground at the side of the bus. The system shall be furnished with a pressure relief apparatus equipped with check valve, Major structural members shall be provided to protect these valves from road hazards. Reservoirs shall be sloped toward the drain valve to assure that condensate is eliminated by the valve. All air reservoirs and tanks shall have a non-corrosive treatment applied to them prior to installation on the bus vehicle (subject to Government review and approval).

3.10.4 Air Dryer

An air…