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DISTORTION
TEST INSPECTION FORM
(Note:
Ten copies of this data sheet are required)
DISTORTION
TEST INSPECTION FORM
(Note:
Ten copies of this data sheet are required)
DISTORTION
TEST INSPECTION FORM
(Note:
Ten copies of this data sheet are required)
DISTORTION
TEST INSPECTION FORM
(Note:
Ten copies of this data sheet are required)
DISTORTION
TEST INSPECTION FORM
(Note:
Ten copies of this data sheet are required)
DISTORTION
TEST INSPECTION FORM
(Note:
Ten copies of this data sheet are required)
DISTORTION
TEST INSPECTION FORM
(Note:
Ten copies of this data sheet are required)
DISTORTION
TEST INSPECTION FORM
(Note:
Ten copies of this data sheet are required)
DISTORTION
TEST INSPECTION FORM
(Note:
Ten copies of this data sheet are required)
5.2
STRUCTURAL DISTORTION TEST
RIGHT
FRONT WHEEL SIX INCHES HIGHER
LEFT
REAR WHEEL SIX INCHES HIGHER
5.3 STRUCTURAL STRENGTH AND DISTORTION
TESTS
- STATIC TOWING TEST
5.3-I. TEST OBJECTIVE
The
objective of this test is to determine the characteristics of the bus towing
mechanisms under static loading conditions.
5.3-II. TEST DESCRIPTION
Utilizing
a load-distributing yoke, a hydraulic cylinder is used to apply a static
tension load equal to 1.2 times the bus curb weight. The load will be applied to both the front and rear, if
applicable, towing fixtures at an angle of 20 degrees with the longitudinal
axis of the bus, first to one side then the other in the horizontal plane, and
then upward and downward in the vertical plane. Any permanent deformation or damage to the tow eyes or
adjoining structure will be recorded.
5.3-III. DISCUSSION
The
load-distributing yoke was incorporated as the interface between the Static Tow
apparatus and the test bus tow hook/eyes. The front test was performed to the full target test weight of 14,784
lbs (1.2 x 12,320 lbs CW). No
damage or deformation was observed during all four pulls of the test. The test bus was not equipped with rear
tow eyes or tow hooks, therefore, a rear test was not performed.
STATIC
TOWING TEST DATA FORM
5.3
STATIC TOWING TEST
FRONT
20° UPWARD PULL
FRONT
20°DOWN PULL
5.3
STATIC TOWING TEST CONT.
FRONT
20° LEFT PULL
FRONT
20° RIGHT PULL
5.4 STRUCTURAL STRENGTH AND DISTORTION
TESTS -
DYNAMIC
TOWING TEST
5.4-I. TEST OBJECTIVE
The
objective of this test is to verify the integrity of the towing fixtures and
determine the feasibility of towing the bus under manufacturer specified
procedures.
5.4-II. TEST DESCRIPTION
This
test requires the bus be towed at curb weight using the specified equipment and
instructions provided by the manufacturer and a heavy-duty wrecker. The bus will be towed for 5 miles
at a speed of 20 mph for each recommended towing configuration. After releasing the bus from the
wrecker, the bus will be visually inspected for any structural damage or
permanent deformation. All doors,
windows and passenger escape mechanisms will be inspected for proper operation.
5.4-III. DISCUSSION
The bus
was towed using a heavy-duty wrecker. The towing interface was accomplished by incorporating a hydraulic under
lift. A front lift tow was
performed. Rear towing is not
recommended. No problems,
deformation, or damage was noted during testing.
DYNAMIC
TOWING TEST DATA FORM
5.4 DYNAMIC TOWING TEST
TOWING
INTERFACE
TEST
BUS IN TOW
5.5
STRUCTURAL STRENGTH AND DISTORTION
TESTS – JACKING TEST
5.5-I. TEST OBJECTIVE
The objective of this test is to inspect for damage
due to the deflated tire, and determine the feasibility of jacking the bus with
a portable hydraulic jack to a height sufficient to replace a deflated tire.
5.5-II. TEST DESCRIPTION
With the bus at curb weight, the tire(s) at one
corner of the bus are replaced with deflated tire(s) of the appropriate
type. A portable hydraulic floor
jack is then positioned in a manner and location specified by the manufacturer
and used to raise the bus to a height sufficient to provide 3-in clearance
between the floor and an inflated tire. The deflated tire(s) are replaced with the original tire(s) and the hack
is lowered. Any structural damage
or permanent deformation is recorded on the test data sheet. This procedure is repeated for each
corner of the bus.
5.5-III. DISCUSSION
The jack used for this test has a minimum height of
8.75 inches. During the deflated
portion of the test, the jacking point clearances ranged from 22.5 inches to
3.5 inches. No deformation or
damage was observed during testing. A complete listing of jacking point clearances is provided in the
Jacking Test Data Form.
JACKING
CLEARANCE SUMMARY
JACKING
TEST DATA FORM
Record any permanent deformation or damage to bus
as well as any difficulty encountered during jacking procedure.
5.6 STRUCTURAL STRENGTH AND DISTORTION
TESTS
- HOISTING TEST
5.6-I. TEST OBJECTIVE
The
objective of this test is to determine possible damage or deformation caused by
the jack/stands.
5.6-II. TEST DESCRIPTION
With the
bus at curb weight, the front end of the bus is raised to a height sufficient
to allow manufacturer-specified placement of jack stands under the axles or
jacking pads independent of the hoist system. The bus will be checked for stability on the jack stands and
for any damage to the jacking pads or bulkheads. The procedure is repeated for the rear end of the bus. The procedure is then repeated for the
front and rear simultaneously.
5.6-III. DISCUSSION
The test
was conducted using four posts of a six-post electric lift and standard 19 inch
jack stands. The bus was hoisted
from the front wheel, rear wheel, and then the front and rear wheels
simultaneously and placed on jack stands.
The bus
easily accommodated the placement of the vehicle lifts and jack stands and the
procedure was performed without any instability noted.
HOISTING
TEST DATA FORM
5.7 STRUCTURAL DURABILITY TEST
5.7-I. TEST OBJECTIVE
The objective
of this test is to perform an accelerated durability test that approximates up
to 25 percent of the service life of the vehicle.
5.7-II. TEST DESCRIPTION
The test
vehicle is driven a total of 7,500 miles; approximately 5,000 miles on the
PSBRTF Durability Test Track and approximately 2,500 miscellaneous other
miles. The test will be conducted
with the bus operated under three different loading conditions. The first segment will consist of
approximately 3,000 miles with the bus operated at GVW. The second segment will consist of
approximately 1,500 miles with the bus operated at SLW. The remainder of the test,
approximately 3,000 miles, will be conducted with the bus loaded to CW. If GVW exceeds the axle design weights,
then the load will be adjusted to the axle design weights and the change will
be recorded. All subsystems are
run during these tests in their normal operating modes. All recommended manufacturers servicing
is to be followed and noted on the vehicle maintainability log. Servicing items accelerated by the
durability tests will be compressed by 10:1; all others will be done on a
1:1 mi/mi basis. Unscheduled
breakdowns and repairs are recorded on the same log as are any unusual
occurrences as noted by the driver. Once a week the test vehicle shall be washed down and thoroughly
inspected for any signs of failure.
5.7-III. DISCUSSION
The
Structural Durability Test was started on June 7, 2007 and was conducted until
August 30, 2007. The first 3,000
miles were performed at a GVW of 16,750 lbs. and completed on August 7,
2007. The next 1,500 mile SLW
segment was performed at 14,420 lbs and completed on August 15, 2007, and the
final 3,000 mile segment was performed at a CW of 12,320 lbs and completed on
August 30, 2007.
The following
mileage summary presents the accumulation of miles during the Structural
Durability Test. The driving
schedule is included, showing the operating duty cycle. A detailed plan view of the Test Track
Facility and Durability Test Track are attached for reference. Also, a durability element profile
detail shows all the measurements of the different conditions. Finally, photographs illustrating some
of the failures that were encountered during the Structural Durability Test are
included.
UNSCHEDULED MAINTENANCE
BROKEN SUSPENSION TRAVEL LIMIT CABLE
(422 TEST MILES)
BROKEN SUSPENSION TRAVEL LIMIT CABLE
(3,831 TEST MILES)
BATTERY CABLE PULLED FROM LUG
(5,940 TEST MILES)
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