Request for Proposal [insert date]
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- Operating Range
- TS 1.1.2CNG
- Fuel Economy (Design Operating Profile)
- Hybrid
AccelerationThe acceleration shall meet the requirements below and shall be sufficiently gradual and smooth to prevent throwing standing passengers off-balance. Acceleration measurement shall commence when the accelerator is depressed. TABLE 3 Maximum Start Acceleration Times on a Level Surface1
Hybrid The propulsion and braking systems shall meet the performance requirements of the Duty Cycle. Braking application and performance shall remain consistent regardless of hybrid system State of Charge (SOC) or other variances related to regenerative braking. Default
The system shall be programmable to allow optimization of acceleration and deceleration rate. Performance may be affected when reprogramming. The manufacturer shall supply the new performance data. Operating RangeThe operating range of the coach shall be designed to meet the operating profile as stated in the “Design Operating Profile” section. TS 1.1.1DieselDefault The operating range of the coach when run on the Altoona Test cycle shall be at least 350 mi (560 km) or 20 hrs with full fuel capacity. Alternative Agency to designate operating range. TS 1.1.2CNGDefault The operating range of the coach when run on the Altoona Test cycle shall be at least 350 mi or 20 hrs with an initial gas settled pressure of 3600 psi at 70 °F. Alternative Agency to designate operating range. TS 1.1.3HybridDefault The operating range of the coach when run on the design operating profile “Design Operating Profile” shall be at least 350 mi on a full tank of fuel. Alternative Agency to designate operating range. [Add alternative hybrid system to provide an all electric range and operation to be defined by the Agency.] Fuel Economy (Design Operating Profile)Test results from the Altoona fuel economy tests or other applicable test procedures shall be provided to the Agency. Results shall include vehicle configuration and test environment information. Fuel economy data shall be provided for each design operating profile. The design operating profile is assumed to be defined by the Altoona fuel duty cycle. Fuel economy tests shall be run on these four duty cycles. Duty Cycles (avg speed) Manhattan: 6.8 mph Orange County: 12.7 mph UDDS: 19 mph Idle time
Orange County Bus Cycle 
Double Manhattan Bus Cycle HybridEnergy storage system state of charge correction methods stated in SAE J2711 shall be utilized. POWERPLANT EngineThe engine shall comply with applicable local, state, and/or federal emissions and useful life requirements. Components of the fuel management and/or control system shall have a design life of not less than 150,000 miles without replacement or major service. The lifetime estimate is based on the design operating profile. The engine shall be equipped with an electronically controlled management system, compatible with either 12- or 24-volt power distribution. The engine control system shall be capable of transmitting and receiving electronic inputs and data from other drivetrain components and broadcasting that data to other vehicle systems. Communication between electronic drivetrain components and other vehicle systems shall be made using the communications networks. The engine’s electronic management system shall monitor operating conditions and provide instantaneous adjustments to optimize both engine and bus performance. The system shall be programmable to allow optimization of programmable features. The engine starting system shall be protected by an interlock that prevents its engagement when the engine is running. Special equipment or procedures may be employed to start the bus when exposed to temperatures less than 30 °F for a minimum of four hours without the engine in operation. All cold weather starting aids, engine heating devices and procedures shall be of the type recommended by the engine manufacturer and approved by the Agency. The integration of all systems on the vehicle relative to engine idle speed shall be the responsibility of the vehicle manufacturer to meet the requirements of the transit property. The engine control system shall protect the engine against progressive damage. The system shall monitor conditions critical for safe operation and automatically derate power and/or speed and initiate engine shutdown as needed. Default Automatic Engine Protection/Shutdown Override Feature A control shall be available to the operator/driver that when constantly depressed and released will delay the engine shutdown or allow the bus to be moved. Override action shall be recorded. This data shall be retrievable by the Agency. Alternative No requirement for an automatic engine protection/shutdown override feature. Directory: resources resources -> General text for tender (recommendations) for Pilkington Profilit™ Contents Page resources -> North Carolina Inclusion Initiative Mapping Where Children with ieps are Being Served Purpose resources -> Practice learning resources -> The Rise of Video Games Section “Word” Matt Spencer resources -> Request for proposal contract form for the transit industry resources -> The University of York 13th 16th April 2004 resources -> Biological and Biomedical Sciences Program Community Education Initiative resources -> Region III standing regional response team (rrt) meeting williamsburg, Virginia Thursday, January 12, 2012 resources -> Efca eastern District and TouchGlobal, the crisis response ministry of efca resources -> World Map 4 (1)-Global Warming Download 1.62 Mb. Share with your friends:
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