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Electrical energy consumption of a converted electric vehicle in the real-world environment has been examined. The objective of such test is to compare the overall energy consumption of a vehicle with and without regenerative braking features. For each test, sets of data such as the total testing time, the batteries charge and/or discharge power, and the vehicle mileage were collected and analyzed to determine the energy consumption. The reliability of the data was tested using confidence intervals, which could be used as an indication of the level of confidence that the average value taken could represent the average population. The average value of energy consumption in the vehicles with and without regenerative braking is 145.26 Wh/km and 154.79 Wh/km, respectively. The difference between the average energy consumption from those two conditions, which is 9.53 Wh/km, has 95% probability to be accurate, as indicated by the confidence intervals test. This shows a decrease in electrical energy consumption by about 6.16%, which indicates an enhancement in mileage or vehicles efficiency.

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The main target of a steering system is that the driver can change vehicle trajectory in accordance with the desired direction. Power steering has become a standard feature in automobile. It provides assisting power when the driver turns the steering wheel. The well-known power steering types include; Hydraulic Power Steering (HPS), Electro -Hydraulic Power Steering (EHPS), and Electric Power Steering (EPS). EHPS or EPS uses an Electronic Control Unit (ECU), which is specific for each vehicle. The ECU should be able to regulate power of electric motor to provide corresponding assisting power for the steering wheel. Therefore, ECU requires input signals, one of which is vehicle wheel angle that can be indicated from the vehicle steering wheel angle. Incremental type of Rotary Encoder (RE) is used in steering angle sensor on a minibus. RE specification used was 60 pulses per rotation and the minibus steering transmission specification is 3.5 round of right wheel off angle to the left wheel off angle. So we get the RE angular resolution of 6º per pulse and 105 number of pulses to half of the steering transmission ratio. Repeatability then was tested against a steering angle counter module. Testing was done with a test cycle consisting 3 repetitions: condition center of the steering wheel, the steering wheel is turned to full right, then to the full left, then back to the right up to the steering wheel center. The results obtained were 2 pulses deviation, or equivalent to 12º of steering angle.

This is the preliminary finding of a study to simulate lumbar and neck flexion while ingress to the paratransit. The result of simulation will determine design aspect criteria as a preliminary step before ideation and implementation design steps. Biomechanics of Bodies (BoB) is software that used to represent passenger task during paratransit ingress simulation, with skeleton model that used is height 165 cm and weight 65 kg. Environment to represent this simulation is measured Suzuki Carry SS 2013 as a private car that has been modified into a public transportation in accordance with the Indonesian government roadworthy test. Due to the low height of the entrance and the high ground clearance, lumbar and neck joint angle was a focus of this ingress simulation. The peak angle at the neck joint is 40° when 2 s skeleton nod in the door limitation ingress and lumbar flexion is 70° when 5 s skeleton is walking while bend over that will increase the load on that area. Based on biomechanical simulation approach, we may suggest the dimension of public transportation design framework developments, especially paratransit.