Index Issue 2013-2014

1) Facility Development for Transfer Path Analysis (TPA)

2) Chemical Analysis of Exhaust Particulate Matter (PM) – A Tool to Assess Sources of PM for Controlling Emissions

3) M. Tech. Course in Automotive Materials and Manufacturing

4) ECU Calibration, Verification and Validation Facility

5) ARAI Vehicle Data Analysis Software – Data to Knowledge

6) Establishment of Static Airbag Deployment Test Lab

7) New Facility for Calibration of Precision Pressure Sensors and Pressure Sensors used in Engine Test Cells

8) Control System for SHED Chamber – A Unique Indigenous Solution

9) RCAR Low Speed Crash Test Facility at Passive Safety Laboratory, ARAI

10) Ge-Rotor Oil Pump Design Methodology

11) Cooperation between Automotive Research Association of India (ARAI) and RDW (Netherlands)

12) Portable Emission Measurement System

13) Tyre Cavity Microphone (TCM)

14) New Facility Establishment at ARAI-Forging Division, Chakan, Pune

15) Engine Blow-by Meter Calibration Rig at ARAI

16) ARAI-Forging Industry Division : Academy

17) Multi-Axis Shaker Table (MAST) HexaPod Configuration

18) ARAI – The Center of Excellence for Automotive Tyres and Wheels

19) GRPE – EPPR Informal Group Meeting

20) ARAI-Forging Division-Chakan, Pune – New Facilities

21) Structural Dynamics Lab(SDL) Users’ Conference 2013, Chennai and Lecture Series by Dr.Colin Dodds

22) Virtual Techniques for Engine Development

23) Addressing Thermal Comfort Issues Inside Bus Passenger Cabin using CFD Simulation Technique

24) ECU Verification and Validation

25) Use of Receptor Modeling for Identification of Sources of Particulate Matter Collected in an Ambient Air of Coal Mines Area

26) Establishment of Forging Research Laboratory at ARAI

27) Powertrain Engineering (PTE) Customer Meet

28) Symposium on International Automotive Technology, 2015 (SIAT 2015)

Facility Development for Transfer Path Analysis (TPA)

Ever-increasing demand for quieter vehicles, reduction and refinement of vehicle interior and exterior noise has

attained considerable significance. Conventionally, noise reduction activity is taken up after identification of

prominent sources and their associated energy transfer paths. Transfer Path Analysis (TPA) is one of the most

established techniques for identification of major noise sources and evaluating their contribution in quantitative

terms.

Although transfer path analysis techniques have been in use for noise source identification of automotive vehicles

for more than a decade, its utility was very limited because of long measurement time and the need to disassemble

critical components such as engine and mounts for performing classical TPA. However, with the invention of

newer methods such as operational transfer path and time domain TPA techniques, measurement methods have

become more structured and simplified. This has resulted in considerable reduction in measurement and analysis

time, making transfer path analysis practically feasible for a variety of NVH applications. Its applications include

NVH benchmarking and target setting for full vehicle and sub-systems such as power train, mounts, intake and

exhaust systems, product engineering and validation.

Another significant outcome of performing transfer path analysis is computation of operating loads at different running conditions, which can be input to computational software for NVH design optimization of vehicle and sub-systems. NVH Lab at ARAI has recently developed this capability consisting of 32 channel dynamic data acquisition system, application software for time and frequency-based transfer path analysis suites, excitation devices such as volume velocity source, impact hammers and shakers and precision microphones and accelerometers. Noise assessment and evaluation has been carried out for multi-utility vehicles and passenger cars using this technique.

Contribution and Path Ranking of Noise Sources

Chemical Analysis of Exhaust Particulate Matter (PM) – A Tool to Assess Sources of PM for Controlling Emissions

Significance Vehicle particulate matter is most difficult to quantify from all the regulated automotive emissions, as they comprise complex mixture of particles of varying size and composition. Vehicle particulate matter is influenced by many external factors including engine technology, fuel composition, after-treatment and the act of measurement itself.

Diesel particulate matter is a complex aggregate that includes:

A soluble organic fraction that results from incomplete combustion of diesel fuel and engine lubricating oils

which tends to adsorb or condense onto carbon particles.

Dry carbon particles (or soot) and inorganic oxides (primarily sulfates and nitrates).

Diesel particulate emissions tend to be very fine and form a complex, respirable aerosol mixture. While the total

concentration of pollutants in exhaust from today‟s diesel engines often amounts to just a fraction of a percent, this

pollution source still needs to be effectively managed through better engine design and the use of emission-control

technologies that are designed specifically for this complex mix of airborne pollutants.

To be able to control the particulate matter from diesel exhaust, it is essential to assess the contributing sources to

the particulate matter.

Objective To analyze Diesel Particulate Matter (PM) collected on filter paper as per the guidelines of IP 442, IP 443, ASTM E 1131 standard procedures for the following parameters.

Soluble Organic Fractions (SOF) content

Fuel derived hydrocarbons

Oil derived hydrocarbons

Insoluble Organic Fractions (IOF)

Sulphates + Nitrates + Water + Others

Carbon Soot + Metal Oxides + Others

Approach

Methodology of Analysis and Significance

Test

Description Methodology Significance

SOF and IOF

fractions of

PM

Determination of soluble organic fraction (SOF)

and insoluble organic fraction (IOF) by

subjecting filter paper to Soxhlet Solvent

Extraction and subsequent drying and weighing

of extracted filter paper.

Contribution of SOF and IOF

towards PM.

Fuel and Oil

Fraction of

SOF

Separation of fuel fraction and oil fraction of

soluble organic fraction by Gas

Chromatography. Calibration of the GC is

actually done using the fresh lube oil and the

10% Distillation Residue of fuel used for testing.

Contribution from Fuel and Oil

fractions towards the total SOF.

From the data, lubrication

hardware malfunction, incomplete

combustion can be predicted

Carbon soot,

metal oxides,

water and

other in IOF

Evaluation of Carbon soot, residue fraction of

IOF by thermo-gravimetric analysis of extracted

& dried filter papers.

The information on un-burnt

elemental carbon and ash is

obtained. Can be attributed to

incomplete combustion, fuel

quality, air filter failure.

Sulphates

and Nitrates

Evaluation of Sulphate and Nitrate contents

using Ion Chromatographic Analysis.

Sulphate and nitrate can be

attributed to insoluble PM fraction

contributed through oxidation of

nitrogen and sulphur present in

fuel as well as oil.

Typical Outcome

Detailed chemical analysis of PM collected on filter paper can be an effective tool to control emission levels through understanding of the composition of exhaust particulate matter.

M. Tech. Course in Automotive Materials and Manufacturing ARAI has embarked upon a program of building up human resources by commencing graduate and post-graduate courses to cater to the needs of the automotive industry. One of them, and first of its kind in India, is M. Tech. in Automotive Materials and Manufacturing conducted in association with Veltech University,Chennai. Purpose of this program is to create a new breed of post graduate engineers with in-depth theoretical and practical knowledge in materials and manufacturing processes coupled with Automobile Engineering subjects so as to meet the aspirations of the industry in challenging yet innovative era of product development requiring light-weighting, alternate material development, process alterations, advanced manufacturing, indigenization, etc. Eligibility: B.E./ B.Tech in Mechanical, Auto, Aero, Production, Manufacturing Engineering, Materials and Metallurgy or equivalent. Preference is given to industry sponsored candidates. Course Features

2 years (4 semesters) full time course

Syllabus prepared by Academic Council comprising of industry members

1st and 2nd semester in Veltech University, Avadi, Chennai

3rd Semester in ARAI, Pune and ARAI-FID, Chakan with labs in advance topics

4th Semester project at ARAI or industry

Practicals in advanced labs in ARAI, viz. Material Testing and Characterization

Industrial training, internship and visits, teaching by practicing experts, etc.

Course package includes Automobile Engineering and Engineering Mathematics, in addition to various

making and shaping processes, heat treatments, designing of components using simulation software,

material testing and characterization, failure analysis, etc. and special course on Soft Skills and Project

Management.

Project and Thesis Work: M. Tech. Course - Automotive Materials and Manufacturing: The program is imparting knowledge on advances in emerging new materials and processes that are important to meet requirements of safety, emission and environment legislative requirement as well as NVH concepts for design of modern products and vehicles. The students are also provided problem solving mini-projects at Ambattur Industrial Estate Manufacturers Association (AIEMA), Chennai to understand industry requirements. As a part of curriculum, students are also required to do master thesis in automotive or auto component industry or R&D organization or engineering service provider. Industry to allow these students of M.Tech for dissertation work starting from January 2014, for duration of six months. The Industry project can be a shop-floor problem in material design and manufacturing, simulation studies, material compatibility study, failure analysis, new product / process development work, alternate material development, indigenization of product / suppliers, etc. where one can expect support of such PG students desirous to be associated with.

Curriculum Summary

Semester – I Semester – II Semester – III

Theory: Mathematical & Statistical

Methods in Engineering

Automotive Engineering

Ferrous Materials and Manufacturing Processes

Non-ferrous Materials and Manufacturing Processes

Automotive Elastomers & Plastics

Practicals:

Industrial Training

Composite Materials

Advances in Manufacturing Processes

Heat Treatment of Metals

Selection of Materials

Elective Subject

Industry Internship

Metallurgical Failure analysis

Automotive Material Testing & Characterization

Advances in Automotive Materials and Processes

Soft Skills

Project Management

Metal Forming Simulation Lab

Automotive Materials & Chemical Lab

Semester IV : Project / Thesis

Laboratory work at ARAI-FID, Chakan

ECU Calibration, Verification and Validation Facility Modern vehicles contain number of ECUs right from engine, transmission, safety, driver assistance, body control, infotainment, etc. ECU calibration is one of the most critical parts of the entire ECU development process and also consumes lot of time, efforts and resources.

Coping with calibration tasks generally requires substantial human and material resources. Correspondingly large number of calibration and measurement systems are in use, involving high costs for acquisition, maintenance, training, and support. In the face of stiff competition and growing pressure on prices, economy and investment protection are vital. To keep cost of calibration within reasonable bounds, the objective must be to perform tasks with restricted resources, using tools that cover a wide range of application scenarios. To accomplish this, now a days simulation tools are being increasingly used for ECU configuration and calibration.

Citing the complexities, time, efforts and resources involved in the conventional ECU calibration process, Automotive Electronics Department (AED) of ARAI has started offering a new service and established dedicated facility for plant model parameterization, ECU calibration and verification and validation in the laboratory in simulation environment, i.e. in Software-In-Loop (SIL), Model-In-Loop (MIL), Hardware-In-Loop (HIL) and on vehicle/engine.

The dedicated ECU calibration setup consists of the following major facilities.

Double midsize simulator from DSpace configured to simulate any system ranging from diesel/gasoline

engine to a full vehicle and for any application ranging from EMS ECU calibration, transmission, body,

chassis, safety ECU, etc.

IPG carmaker vehicle plant model.

Tesis EnDyna diesel (CRDI) and gasoline engine plant models

ETAS INCA ECU calibration tool with drive recorder modules for ECU data logging

Rapid prototype ECUs from DSpace i.e.; Microautobox and from PI Innovo

Gasoline open ECU strategies

DoE and test automation tool

Matlab/Simulink

Chassis dynamometer facility with full flow dilution system and emission analyser and AC engine dynamometer facility are available to complement the above tool chain wherein, the control strategies and calibration can be verified and validated on the actual vehicle/engine. Also offered are services and support with a host of instrumentation for vehicle / engine such as various pressure / temperature / vibration sensors, lambda meters, fuel consumption meter, high speed data acquisition system, robot drivers for consistent and repeatable trials, etc.

Benefits offered by the system over conventional ECU calibration:

Possibility of configuration and calibration of a variety of vehicle systems using the same setup.

Numerous tests cases, which cannot be simulated on actual vehicle / engine, can be simulated, calibrated

and verified.

Substantial reduction in calibration time, efforts.

Highly increased productivity.

Major calibration work can be accomplished in the laboratory, leaving for little to be done on actual vehicle /

engine.

The facility is a very useful for the automotive industry and can be configured and used for:

Powertrain ECU calibration along with OBD II functionality

Calibration of active safety systems - ABS, ESP ECU

Transmission ECU calibration

ECUs for advanced driver assistance system

Our success stories include -

Configuration and calibration of gasoline MPFI ECU.

Development, calibration, verification and validation of control strategies for ABS and ESP ECU.

Performance verification and optimization of an EMS ECU of a sports car.

Verification and validation of OBD II functionality of EMS ECU.

Verification and validation of exhaust after treatment ECU.

ARAI Vehicle Data Analysis Software – Data to Knowledge The need of the Design / testing engineers, researchers and students is to interpret the vehicle response data acquired on the different road, speed, load conditions, etc. The data needs to be converted into useful knowledge so that it can be used for vehicle development program. ARAI has carried out one such research project on „Study of Vehicle Systems Duty Cycle / Operation Pattern under Indian Road Conditions‟ and „Measurement of Wheel Forces of 4-Wheel Automotive Vehicles and Study of their Correlation with Customer Usage Pattern„. In order to provide this database to the industry and the academic organizations a generic and easy to access platform is developed in the form of the „ARAI Vehicle Data Analysis Software‟ where ARAI would like to serve the motto of converting “DATA TO KNOWLEDGE”. The software is now available on licensing basis to all through URL https://d2k.araiindia.com/

Objective

1. Provide access of ARAI generated database to end user

2. Convert the database to knowledge base material

3. Provide the trends of various vehicle and sub-systems parameters for the OEMs as well as Tier one and

Tier two suppliers

4. Provide theoretical and practical knowledge of data analysis to students and fresh engineers in the industry.

Database available with ARAI for access through the ARAI software

Key features of the software :

Web based application. Data for various categories of vehicles, sub-systems and road matrix available. Database available with meaningful trends without need of analysis. ARAI / Client specific analysis modules can be incorporated. Individual user accounts with specific access to required data and analysis tools.

Journey of Data to Knowledge

Establishment of Static Airbag Deployment Test Lab

Test Capabilities Testing as per SAE J1630 for Driver, Passenger & Side Airbags

ARAI is glad to announce installation and commissioning of test facility to perform Static Deployment Testing of Airbag modules meeting requirements of SAE J1630 Rev.2001.

The facility can support testing of driver, passenger and side airbags as per SAE J1630 Rev.2001. The facility consists of world-class infrastructure; airbag deployment test system from M/s.Hude GmbH and Environmental Test Chamber from M/s. Weiss Technik, both renowned equipment suppliers in respective fields.

The facility is established to adhere to stringent safety requirements meeting OHSAS standards.

The facility will help Passenger Car manufacturers, Restraint System manufacturers, Airbag manufactures, etc. to get their products tested for –

a. Design validation

b. Production validation and quality check

c. Research & Development testing, etc.

The facility can support special purpose data acquisition such as component temperature, deployment force and pressure, high speed photography with 1000 frames per seconds or higher, deployment analysis software, etc.

With the world class test infrastructure, the facility can also support customers for their research & development needs by providing material testing facilities, durability testing facilities, CAE platform, etc. from the set up already available at ARAI.

Test Capabilities

Testing as per SAE J1630 for Driver, Passenger & Side Airbags

Test Equipment Description/Model Make No.

Deployment System 02 channel ignition system, force,

pressure & temperature measurement Hude, Germany 01

Conditioning chamber 1m3 chamber volume Weiss Technik, Germany 01

High Speed Cameras HG-100K Redlake 02

Airbag Test Analysis MotionPlus – Airbag Analysis module SAI, USA 01

Sensors Force, Pressure, Temperature 04 channels

Basics of Deployment Testing

Static Airbag Deployment Testing regime is established all over the world and accepted by OEMs, component manufactures, airbag manufacturers, etc. to a. verify and validate airbag design

Validate inflator design

Validate deployment, performance of plastic parts in cold and hot temperature environment such as

fragmentation, cover opening, fill time for airbag module, etc.

Identify variations in deployment and fix problems

b. meet contractual requirements of the customer for supply of airbags

c. verify production and do quick quality check/s.

Overall, testing helps validate good designs, verifies good production and thus limits waste and liability.

Worldwide, two basic standards exist for airbag testing -

1. ISO 12097-1997: Road Vehicle – Airbag Components

2. SAE J1630 – 2001: Describes a method to be used for static deployment of airbag module assemblies. The results of deployment tests will be used to verify compliance with design requirements and/or specifications.

SAE J1630 establishes the guidelines for test facility, test equipment, safety requirements, instrumentation, test conditions, data analysis, etc. It is a general procedure for repetitive testing and suggests general guidelines for safe conduct of tests and reliable data correlation. Based on the same, OEMs and Airbag manufacturers have established their own internal test standards. Conclusion: It is interesting to note that no mandatory/regulatory standards exist for CoP testing of airbags. However, due to the most critical role played by airbag in ensuring occupant safety, fail-safe approach is adopted at every stage of airbag design and production life-cycle. Hence, airbag/restraint system manufacturers indulge in lot of voluntary CoP testing. With the introduction of crash standards on the anvil, within few years passenger car/vehicle fleet in India will be fitted with multiple airbags. Design activity for the same will involve hectic testing requirements. ARAI‟s facility is planned and expected to support OEMs, Restraint System Manufactures, and Airbag manufacturers to meet these upcoming requirements.

New Facility for Calibration of Precision Sensors and Pressure Sensors used in Engine Test Cells

Fluke _Ruska Digital Pressure Controller 7252i

Fluke Make Pressure Calibrator Model – 7252i is a New

Pressure calibration facility established to meet engine test

cell Pressure Parameter accuracies. The digital Pressure

controller provides unique and flexible approach to Performing

automated Calibrations over a wide pressure range with single

instrument.

Technical Specification: Model : 7252i, Ranges: 1) 0 - 25

bar Gauge mode 2) -1 to 0 bar Negative mode 3) 1330 mbar

Abs (Following Accuracies Pressure sensors can be

calibrated).

This Model provides precision of 0.005% of reading from 25% to 100% of each range. For pressures below lower

threshold of 25%, precision becomes 0.005% of 25% value, of installed range. And this Model provides one year

stability of 0.0075% of reading.

Control System for SHED Chamber – A Unique Indigenous Solution

Automotive Electronics Department (AED) of Automotive Research Association of India (ARAI) has been providing customized and cost effective indigenous solutions for engine, vehicle and component testing. The solutions include chassis dynamometer for 2/3/4-wheel vehicles, AC transient engine dynamometer, driver's aid system, CVS control system, test automation and control system for SHED system, clutch test rig, etc. Solutions developed by ARAI are being used by major OEs, testing and R&D institutes and are functioning satisfactorily since long.

Test automation and control system for SHED system, developed by ARAI, is the only indigenous solution available in India. The system is developed for ARAI, to facilitate evaporative emission testing of 2/3/4-wheel vehicles as per prevalent national and international regulations and also as per user defined and customised test procedure. The system has been used for certification testing, within ARAI, as per various national / international regulations. Few of the tests those can be performed, include Diurnal Breathing Loss, Hot Soak, SHED background test, retention test, purging-loading- aging test as per EURO II, EURO III-IV, EPA, CARB.

It is a very complex system developed for VT/VV SHED chamber and involves interfacing with many equipment. viz. SHED chamber, FID analyser for HC measurement, gas divider for analyser calibration, temperature controllers, etc. Salient features of the system are:

Complete automated control of SHED test sequence

Easy to use Windows based platform

Selection of test type, viz. certification, development, vehicle preconditioning, etc. and vehicle type, viz. 2/3/4-wheel vehicle.

Online display and data logging of all test parameters, viz. temperature, pressure, HC concentration, HC mass, etc.

Online activity log, alarm monitoring and fault data storage

Automatic test report generation in customised format

Automated FID analyzer calibration, propane injection test for SHED, calibration and test report generation, calibration reminders.

Citing the forthcoming evaporative emission norms for 2-wheel vehicles, ARAI is all prepared to offer solution for 2-wheeler vehicle evaporative emission testing. The test automation and control system developed by ARAI can be integrated with "Variable Temperature – Fixed Volume" (VT/FV) SHED chamber as well as with various other related equipment such as temperature controller, FID analyser. The system will be equipped with all requisite features for 2-wheel vehicle testing such as dual heaters and temperature control for fuel tank, VT/FV SHED chamber control and test automation, etc. For development, cost effective solution of evaporative emission measurement by "Point Source Method", as recommended by US EPA CFR 40, can also be offered.

RCAR Low Speed Crash Test Facility at Passive Safety Laboratory, ARAI

Passive Safety Lab of ARAI conducted low speed (15km/h) crash test as per the guidelines of Research Council for Automotive Repairs (RCAR) protocol at its Crash Test Facility. RCAR is a forum for exchange of experience between insurance research institutes and national insurance repair committees working with loss prevention methods and price lowering repair methods aimed at reducing crash repair costs and consequently the motorist‟s insurance premium.

Fig. 1 Vehicle tested for RCAR Low Speed Impact

Many global insurance companies and Insurance institutes are its members. The Agency works on research

related to vehicle/car damageability, reparability, costs related to repairs, etc. for guiding its member institutes for

deciding automotive insurance policies.

In co-operation with Mercedes Benz, Allianz Zentrum für Technik developed a method for low speed barrier tests

(15 km/h) of new cars. This method has been further developed in co-operation with other RCAR members and the

method is documented in an RCAR document. The method was later incorporated in an RCAR Standard and is

now used by the RCAR members making up barrier tests of their own or in co-operation with car manufacturers.

Fig. 2 Schematic diagram of Impact Scenario for RCAR Test

The agency also gives ratings to new cars based on the assessment of vehicle damage, ease of repairs, cost of

spares, etc. from several low speed crash/structural tests. The crash test protocols are published by the agency.

With India becoming a major automotive market, such requirements will be only a matter of time for adoption in

Indian scenario.

The crash tested vehicle was submitted to the authorized service centre for calculating total repair costs. It was

observed that total repair cost was in the range of 20-25% of the original cost of vehicle. Such types of tests will

help insurance agencies and public at large to identify repair costs associated with various types of vehicles for low

speed impacts; which is a common scenario in Indian traffic condition.

With successful conduction of low speed crash test, ARAI has now opened an avenue for automotive industry to

assess their vehicles for low speed impacts and evaluate as per RCAR guidelines for export market.

Ge-Rotor Oil Pump Design Methodology The need of current highly emerging and competitive automobile market is to make available right products at right time. To hold up this necessity, time required for design and development of any product should be least. Design Process is both iterative and time consuming. It is based on statistical data, experimental data and classical design methods. To accelerate the design process, a methodology is required to develop by integrating all parameters into one, which will improve efficiency and facilitate quick optimization. Considering the requirement, a GUI application is created. Graphical User Interface enables designer to quickly generate, analyze and finalize the design to be used. Specific goals for GUI design are as follows:

1. Ability to generate rotor set with minimum input

2. Ability to generate porting for designed rotors

3. Analyze quality of rotors for possible undercutting

4. Export geometry to some third party CAD software for 1-D or 3-D Simulation

Keeping all these requirements in mind, a GUI methodology is established. Following is the configuration of the

GUI based application:

GUI Structure

List of Inputs and outputs for Oil Pump Calculation

Inputs Outputs

1. Number of lobes for Outer rotor Inner and outer rotor profile

2. Maximum Outer diameter of Rotor Position of inlet and outlet port

3. Minimum Radial thickness of Outer rotor Speed range of Pump Flow rate @ RPM

4. Pressure Range Pressure Vs Flow

5. Properties of oil Volumetric Efficiency

6. Axial and Radial Clearance Cavitation speed

7. Width of Rotor

8. Shaft Diameter

9. Eccentricity

Software Output

Inner & Outer Rotor Profile (Software Output)

Flow rate through Classical calculation

(Software Output)

Inlet and Outlet port Design (Software Output)

Pressure Vs Flow, Volumetric Efficiency and Power consumption

(Software Output)

1-D CFD of Oil Pump to Evaluate Exact Oil Flow Rate

Output format for rotor profile is .XLS; which can be used for making 3-D geometry of rotors. After getting

these rotor profiles; simulation of designed pump is carried out in GT Suite so that flow pattern and pressure

pulsations can be predicted.

Discretization

The coordinate values obtained from Matlab™ program are imported to 3-D modeling software and the corresponding 3-D geometry is obtained. Outer rotor, inner rotor and ports are assembled so that the control volume is obtained.

Process Flow in 1-D Simulation

Solver

GT-Suite is a software tool produced and distributed by Gamma Technologies (GT) that allows modeling

and simulation of different systems in automotive and transportation engineering. GT-SUITE can be used to

model several types of pumps for prediction of pumping characteristics. Modeling capability ranges from a

simple map based pump to a detailed geometry pump which predicts pressure and flow pulsations.

Graphical comparison of Simulation, Analytical and Tested Results up to 2000 RPM

Flow Pulsation for Speed Range of 2000, 4000 and 6000

3-D CFD of Oil Pump

The limitation of 1-D simulation is only flow and pressure pulsations can be obtained. Actual visualization of

flow properties and parameters such as velocity vectors, contours, streamlines, etc. is possible only through

3-D CFD. The CFD model used in this present work is for calculating flow and recirculation by realistically

modeling of dynamics of gear rotation, meshing and sliding over inlet and outlet ports, besides flow leakage

through the gear set clearances. Also we can decide the position and diameters of inlet and outlet of pump.

CFD Modelling

Identification and definition of control volume is the most

important step in any CFD analysis. Figure shows 3 zones for a

gerotor pump; inlet port, outlet port and gear volume. With the

presence of manufacturing tolerances, outer gear is always in

sliding contact with inner gear.

0

10

20

30

40

0 500 1000 1500 2000 2500

Flo

w R

ate

(LP

M)

Speed(rpm) Test Analytical Calculation simulation

Mesh Generation

There are total three zones for the above problem, namely intake port, delivery port and gear volume. Gear volume is meshed separately and appended with the intake and delivery port volume.

Gear Volume Dynamic Mesh Zone

Above figure shows gear volume mesh for gerotor pump. As can be seen, several elements were employed in radial direction to achieve accurate results when resolving the gap fluid dynamics.

Comparison of Results in 1-D and 3-D CFD

Speed Flow Rate using 1-D Simulation

(LPM) Flow Rate using 3-D simulation

(LPM)

4000

65.8

62.4

2000

34.1

32.6

Future Scope This work is initial design and simulation phase in developing gerotor pump. There are plenty of other areas,

in which this project can be extended in the future.

Location of inlet & delivery can be optimized using more comprehensive 3-D CFD analysis.

A cavitation model in 3-D solver should be developed so that actual flow conditions can be simulated

with slippage and leakages.

Profile & port optimization has to be carried out using the results obtained from 3-D CFD.

All these suggestion converges to a point which is called manufacturing of pump. Gerotor pump should

be manufactured with the given clearances and tested for actual working condition.

Summary

Outputs of ARAI developed software:

1. Complete rotor profile design (Inner and Outer rotor)

2. Design of Inlet and outlet ports

3. Flow rate of oil pump at different speed and pressure

4. Flow rate Vs Pressure

5. Power consumption of pump

6. Volumetric efficiency

7. Exporting data further for simulation in 1-D/3-D CFD

Cooperation between Automotive Research Association of India (ARAI) and RDW (Netherlands)

ARAI is the authorized type approval testing and certification agency in India. ARAI has vast experience in the field of automotive testing, homologation, establishing regulations and executing forward looking technology projects. The state-of-the-art facilities and highly skilled and dedicated team of experts is the strength of ARAI. RDW, Netherlands is the approval authority as defined in Article 3 of EC directive 2007/46 and 2002/24 of the Netherlands in charge of type approval of vehicles, motorcycles, mopeds and their technical units and components according to EC directives and UN-ECE Regulations. They are one of the largest approval authorities.

Both these organizations have recently signed an agreement under which, ARAI is appointed by RDW as a co-operation partner designated to perform COP verification audits in name of RDW in the field of homologation of vehicles and vehicle parts within the scope of UN ECE regulations and EC directives regarding vehicles and vehicle parts. With this agreement, ARAI is authorized to carry out CoP (Conformity of Production) verification audits at the production facilities of the manufacturers on behalf of RDW, Netherlands.

CoP (Conformity of Production) verification audit: In addition to compliance to product technical standard, the manufacturer has to meet certain quality system requirements. The manufacturer is responsible for conformity of all his products for which type approval certificate has been issued. This capability is verified though third party CoP audits. RDW, as an approval agency, adopts following procedure:

RDW‟s Certification Division examines whether the manufacturer meets all the requirements. The examination, called Conformity of Production (CoP) audit, can be carried out at manufacturer‟s premises.

The first CoP examination is in the form of initial assessment. Without initial assessment type approval certificate cannot be issued.

After issuance of type approval certificate, manufacturer has to maintain its validity by demonstrating CoP compliance at certain intervals.

After initial assessment and/or first CoP-audit have been carried out by RDW inspectors, RDW can decide to outsource next audit to an external qualified organization.

This organization will perform CoP- verification audit on behalf of RDW. That means this organization represents RDW during CoP-verification audit. In India, RDW has appointed ARAI as such an organization.

During verification audit auditors verify if the manufacturer still produces E/e4 marked products which conform to the RDW approved satisfactory arrangements and procedures to ensure effectiveness of CoP.

Both the organizations look at this agreement as a starting step towards long term association in the field of homologation and approvals.

ARAI and RDW Teams signing Agreement in August 2013

Portable Emission Measurement System Automotive Electronics Department of ARAI has been offering services in ECU optimisation / calibration on vehicle / engine on chassis / engine dynamometer. The optimisation is primarily done in laboratory conditions. Many times, need is felt to perform optimisation, evaluation of emission performance w.r.t. other vehicle / engine parameters, in real world conditions. Citing this, ARAI has established "Portable Emission Measurement System" facility and offers various services in evaluation of emission performance, emission optimisation, ECU calibration in real world conditions.

The portable emission measurement system is primarily intended for

on-vehicle emission monitoring from diesel, gasoline, CNG and LPG

powered vehicles from 1 liter to 7 liter engine capacity. The system

is capable of measuring following parameters from diesel and

gasoline engine vehicles :

CO, CO2 (NDIR), THC (HFID), NO, NO2 (NDUV), O2

(Electrochemical Sensor), NMHC (CH4 Cutter & FID)

Real time exhaust flow (Pitot Tube)

Estimated instantaneous mass emission values

GPS co-ordinates (vehicle position, vehicle speed, etc.)

Exhaust temperature

Ambient temperature and humidity

Engine speed

Additional analog inputs

Additionally, OBD connectivity is provided for data logging through OBD port. The system supports various OBD

protocols, viz. SAE J1939, SAE J1708, SAE J1587 for heavy vehicle and light vehicle OBD II interface.

System Dimensions

The system is portable in nature and can be fitted in vehicles ranging from small passenger car to commercial

vehicles such as buses and trucks. Typical dimensions of the system are 360 mm (H) X 430 mm (W) X 550 mm (D)

and weight is 35 kg.

Applications

Internationally, the system has been developed primarily to cater to NTE standard, by measuring real time on road mass emissions. This on road emission measurement capability can be deployed for various applications for all types of vehicles from small car to HCVs such as

Derivation of in-use vehicle emission factors in realistic / actual drive pattern against derivation of emission

factor using standard driving cycles in lab. Represents real world scenario and increased accuracy. On vehicle / on road engine / EMS calibration.

Use this emission data during development phase of vehicle.

Monitoring of exhaust emissions from in-use vehicles for study and compliance purpose.

Duty cycle and operation pattern evaluation of vehicle powertrain components and co-relation with tail pipe

emissions.

Benefits

Portable in nature, can be used with vehicles ranging from passenger cars to heavy commercial vehicles.

Measurement of real world emissions.

Good correlation with CVS emission test results. In some cases correlation as close as 10% observed.

Services Offered

Preparing design of experiments for on road vehicle evaluation / calibration

Actual vehicle running and data collection

Data analysis

Leasing the equipment with assistance in operation, calibration and data analysis

Tyre Cavity Microphone (TCM) Noise from tyre-road interaction is gaining significance due to increased vehicle speed and dense vehicular traffic. Certain vehicles exhibit strong and perceivable noise from tyres when driving at everyday speed. One of the causes for increased tyre noise is stronger tyre cavity resonances. When the vehicle is in motion, sound energy enters tyre through contact patch. Based on the strength of the tyre cavity modes, this energy gets transferred to passenger compartment resulting in higher noise levels. Study of tyre cavity modes and their contribution to interior cabin noise at different vehicle speeds, has thus become significant, providing crucial inputs to the tyre manufacturers for optimizing their designs for NVH performance. TCM provides track based evaluation tool to optimize tyre-vehicle match along with traditional NVH refinement. Sensitive tyre-vehicle combinations, which give higher noise, can be eliminated thereby ensuring quieter cabin comfort to the passenger. TCM can also be used to track tyre improvements and changes for prototype tyres, viz. existing tyre designs. Facility for evaluation of tyre cavity noise is being developed at NVH Lab in ARAI.

Tyre Cavity Microphone Sample Test results

New Facility Establishment at ARAI-Forging Industry Division, Chakan, Pune Electro-Dynamic Shaker-Capacity 1500kgf

Component or sub-system assembly gets exposed to varying vibrations during operation, which may deteriorate / reduce life of component. To ensure expected life of component, it is required to validate reliability of product / component life cycle. Vibration test validation is important for reducing design modification time, warranty cost and simulate real world conditions. Component may also undergo sudden shocks/bumps during service, which can be validated by shock test. Vibration testing consists of different methods to validate life cycle of components such as single frequency sine wave, random vibrations in terms of power spectral density (PSD), shock/bump test validation, resonance frequency detection, etc. To cater to the growing demand of OEMs, SMEs and R&D in the field of vibration validation, new facility of 1500 Kgf Electro-dynamic shaker is installed at ARAI-FID, Chakan (as shown in Photograph1). The system is capable of offering services in the field of vibration validation, testing under resonance frequency and shock testing. Some of the customized test solutions for engine component testing, crankshaft bending and torsion fatigue can be carried out according to customer requirements. ARAI has more than 20 years of experience in Vibration Testing and offers services to various OEM, SMEs for product/component development as per International standards, customer specifications and road load data simulation.

Photograph 1 : Electro Dynamic Shaker-1500Kgf capacity

Specifications of Electrodynamic Shaker

System Capacity

Sine Force : 1500 Kgf

Random Force : 1500 Kgf

Shock Force : 3000 Kgf

Working Frequency Range 5 Hz to 2600 Hz.

Max. Displacement (Peak to Peak) 50.8 mm

Max. Acceleration Sine 110 g

Max. Acceleration Random 60 grms

Max. Acceleration Shock 180 g

Resonance Testing Machine -PULSATOR-CAPACITY 600KN ARAI-FID has installed Resonance testing machine having capacity 600 KN. This is a universal testing machine with an unbalanced mass excitation system to perform fatigue test with axial, bending or torsional load. Resonance testing machines are vibration systems. The system can be considered as an arrangement of springs, masses and dampers. In this point of view the specimen is a spring with low damping factor. The machines can be designed as push/pull, torsion or bending test machines. Depending on the design, additional static load can be applied. Typical arrangements are created as one, two or three-mass-systems. The behavior is determined by the parameter stiffness of springs, masses and damping factors. Very high forces are achieved if the testing machine (or the vibration system) is excited in its natural (resonance) frequency. Specimen of metallic materials has normally low damping, so these parts can be tested efficiently using resonance testing machine. Application Dynamic strength test can be conducted on various components such as Crankshafts, Connecting Rods, Camshafts, Springs, Gear Drive shafts, Steering, Suspension, Drive chain, etc.

Specification details of Pulsator

Height of specimen area 500 to 1000 mm

Width of specimen area 700 mm

Depth of specimen area 1200 mm

Max force amplitude 300 kN

Max force total ± 600 kN

Max travel 8 mm

Accuracy of the measurement sensors

min. Class 1

Frequency range (Hz) 30 to 120

Photograph 2 : Resonance Testing Machine -PULSATOR- capacity 600 KN

Engine Blow-by Meter Calibration Rig at ARAI Monitoring and measurement of Blow-by gases of IC engines is quite critical and important for engine development purpose. A typical Blow-by meter consists of sensor and metering device, which needs periodic calibration during operation. Power Train Engineering Division, in association with Calibration Lab of ARAI, with the respective vast experiences in the fields of engine test instrumentation and calibration, have developed state-of-the-art PC based calibration rig for calibration of blow-by meters used for engine development testing.

Brief specifications of Calibration Rig

Sl. no.

Parameter/ measured quantity/ Device Under Calibration *

Range Calibration and Measurement Capability

including uncertainty ()

Remarks/ Standard equipment & method used

1 Volumetric-Blow By Meters and other similar flow meters (Media – Air)

10 – 200 LPM 10 to 200 LPM (0.5% Rdg to 1.5%Rdg )

Laminar flow element / By Comparison method

The schematic diagram & photograph

ARAI-Forging Industry Division : Academy ARAI - Forging Industry Division (ARAI-FID), established by the leaders and visionaries of forging industry with the support from Ministry of Heavy Industries & Public Enterprises, Govt. of India, in the hub of rapidly developing industrial belt at Chakan, Pune, is operational since 2008. ARAI-FID has been providing services to small, medium and large scale forging units and auto and component industry from all over the country. One of the sections of ARAI-FID, popularly known as FID Academy, has necessary infrastructure and competency to train the manpower in various streams of engineering. In the past FID Academy has imparted training in the following areas:

Technical:

Metallurgy for Non-Metallurgists

Welding Technology

Corrosion – Metallurgy and Prevention

Material Characterization and Failure Analysis

Billet Optimization Techniques for Forging using VeraCAD

Quality and Systems:

Demand Forecasting

Statistics for Engineers

Reliability Engineering

Six Sigma: An Executive Overview

Failure Modes Effect Analysis (FMEA)

Quantitative Techniques for R&D and Product Engineering

Quantitative Techniques for Human Resource Management

Skill School Training Program

It gives pleasure to announce the new arena of training workshop, at FID with focused attention on imparting skills. Industry today faces numerous challenges, viz. increased global competition, need for high performance, stringent environmental and safety requirements and need for reduced down time and cost effectiveness. One of the solutions to address these issues is Automation Engineering. This aims to start the courses to train manpower in Industrial Automation Controls. Five-Day training program on “Industrial Automation and Multi Skill Maintenance” is envisaged for imparting skills of Electrical, Hydraulic Pneumatic and Automation with PLC Kits. Productivity and consistency of quality are the driving forces to transform manufacturing units in automotive industry to opt for more automation. Therefore, ARAI in collaboration with Involute Institute of Technical Training (IITT), Hyderabad; is starting Proficiency Improvement Program based on imparting Skills of Automation and Maintenance from 10th January at its Chakan premises.

Multi-Axis Shaker Table (MAST) HexaPod Configuration Many vehicle systems and components experience complex in-service loading conditions which makes it difficult

for validation engineer to design an equivalent block cycle or constant amplitude durability test. Need has been felt

to use multi axis test rigs for replication of in-service loads. At the same time many durability test conditions are

well-simulated using Real-Time Multi-Axis Simulation. Considering this need of the industry, Structural Dynamics

Lab (SDL) of ARAI has made available various dedicated test simulator rigs, viz. Two / Four / Six Poster, MTS 329

Passenger Car (PC) Simulator, 4/ 5/ 7 Channel Cabin Simulator, orthogonal 7 channel Multi Axis Simulator, custom

Built Full Frame 24 Channel Simulator.

SDL has added 6 Degree-of-Freedom Multi Axis Shaker Table - MAST in hexapod configuration. This dynamic

Simulation Table comprises of a platform that can be programmed for position and acceleration controlled. Road

Load Data can also be simulated using dedicated real time simulation software.

MAST systems are the best methods of quickly conducting durability tests of vehicle components and sub-systems. Target data required for MAST system can easily be measured using traditional road load data acquisition on the component, or adjacent to the component, on the proving ground or roads. Instrumented component or sub-assembly is then mounted on the table and simulated to achieve target data measured in multi direction.

MAST system is an effective platform that can be used for wide range of components. This is a value addition to

existing single axis vibration test. Typically this system can be used for validation of components like -

• Seat

• Cabin

• Chassis attached components battery, spare wheels

• Engine mounts

• Electronics / Instrument Car Panels

The facility is backed up with existing expertise of SDL in the area of road load data acquisition and analysis,

laboratory simulation, fatigue life analysis, accelerated durability testing program, etc. Broad specifications of

MAST system are -

Movements: 6 DOF; Vertical, Longitudinal, Lateral, Roll, Pitch, Yaw. Maximum Load Capacity: 680 kg. Table Size : 2m X 2.2m Peak to Peak Acceleration Vertical: 11g; Longitudinal: 5.8g; Lateral: 5.9g. Movements: Roll: 9deg; Pitch: 9deg; Yaw: 11deg. Frequency : 40Hz

This MAST system is part of establishment / upgradation of Fatigue Lab under National Automotive Testing and R&D Infrastructure Project (NATRiP) - ARAI Center. Currently this system is installed at Structural Dynamics Lat at ARAI, Pune. The facility and the system with climatic chamber will be installed at Fatigue Lab (FTL), ARAI, Chakan.

ARAI – The Center of Excellence for Automotive Tyres and Wheels ARAI has long term vision to establish Centre of Excellence for Automotive Tyres and Wheels. This center under-one-roof will not only offer homologation services but also cater to the research and development requirements of automotive and tyre industry, providing turnkey solutions for tyre-road-vehicle interaction dynamics, performance testing, tyre technologies that can be adapted to Indian environment, road conditions and safety.

Moving a step forward, ARAI has taken several new initiatives, which include enhancement of capacity, capability

and establishment of new facility.

Research and Development Initiatives

As a part of development projects, ARAI has been working in the following areas for various customers from automotive and tyre industry:

Tyre characterization

Longitudinal dynamics

Lateral dynamics

Effect of tyre design on handling characteristics of vehicle

Effect of different tyre designs on under steer characteristics of passenger car

Tyre modeling for MBD Virtual Simulation simulations Understanding and evaluation of tyre-road interactions (tyre dynamics study)

1. Tyre Characterization

a. Evaluation of Friction Potential of Tyre for 25 Ton 6x2 Truck – Longitudinal Dynamics

Dedicated high end test rigs are required for carrying out longitudinal dynamics characterization Aim of the exercise was to carry out evaluation of longitudinal dynamics characteristics of tyres by

vehicle level testing Vehicle instrumentation, test matrix, test execution and data analysis methodologies generated by ARAI

Test vehicle instrumented with 20” single rim WFT, slip angle sensor, brake pedal sensor and MSW sensor

Panic braking carried out at different speeds Three load conditions Post processing and analysis to determine friction potential (Fx / Fz vs. % Wheel Slip)

Fig. 1 : Longitudinal Dynamics Characterization of Tyre

b. Lateral Dynamics Characterization of Tyre through Vehicle Level Testing

Generally tests are carried out in laboratories for evaluation of lateral dynamics characteristics of tyres The exercise aimed at evaluation of lateral dynamics characteristics of tyres by vehicle level testing

Vehicle instrumentation, test matrix, test execution and data analysis methodologies are generated through the exercise.

Vehicle instrumented with WFT, Slip Angle sensor, MSW sensor and Inertial Gyro Platform Steady state cornering tests carried out on test track Post processing and analysis to determine Fy / Fz vs. Slip Angle

Fig. 2 : Lateral Dynamics Characterization of Tyre

2. Effect of Tyre Design on Handling Characteristics of Vehicle

a. Evaluation of Under Steer Coefficient of Passenger Car with Different Tyres

Test vehicle instrumented with MSW sensor and Inertial Gyro Platform Steady State Cornering tests carried out as per ISO 4138 5 different Tyre sets evaluated with two payload conditions Post processing and analysis to determine Understeer Gradient using different methods

Fig, 3: Under Steer Coefficient Evaluation of Tyres

3. Tyre Modeling for MBD Virtual Simulation

Understanding and study of different Tyre models from point contact, brush contact to advanced flexible

Tyre models such as F-Tyre Development of tools for processing of tyre test data to generate tire models file of Pacejka Tyre Study and understanding of F-Tyre models Generation of tyre properties for F-Tyre model creation

4. Understanding and Evaluation of Tyre-Road Interactions (Tyre Dynamics Study)

Use of digitized 3-D Road Profile data for tyre-road interaction analysis study

Instrumentation Infrastructure at ARAI for Tyre Research Activities

1. Wheel Force Transducers

4 sets of wheels for passenger car/SUV 4 sets for LCV / HCV with 2 single and 2 twin wheels

2. Ride and Handling Sensors

2 Slip Angle sensors for measuring longitudinal, lateral and resultant velocity and slip angle 1 MSW Steering Wheel sensor for measurement of steering angle, speed and movement 1 Dynamic Camber Angle sensor for measurement of camber of wheel w.r.t. road in motion 1 Wheel Vector sensor for measurement of x, y, z position, steer angle and camber angle of wheel w.r.t.

body of vehicle 1 brake pedal sensor for measurement of brake pedal force 1 Inertial Gyro Platform for precise measurement of vehicle speed, position, attitude, accelerations,

velocities, angular velocities, angular rates, etc.

Facility Expansion for Tyre Certification

New Four-Station Tyre Endurance Test Facility at ARAI.

Considering the growing requirements of automotive and tyre industry for Type Approval and COP certification, tyre

testing facility at ARAI is upgraded. The new facility has four stations, each station being capable of taking

Passenger Car and Light Commercial Vehicle Tyres for endurance testing.

Specifications

Load Capacity of 50 kN on each station

Speed Capacity of 300 km/h

Drum Diameter of 1.7 m

Hydraulic loading with servo load control

Automatic and Continuous Test data measurement and display system

Flexible Test Control Sequence Definition

Online graphical representation

Utility

This facility is compatible to establish compliance for the following Standards :

IS: 15633: 2005 - Automotive Vehicles – Pneumatic Tyres For Passenger Car Vehicles – Diagonal and

Radial Ply

ECE R30 – Uniform Provisions Concerning The Approval Of Pneumatic Tyres For Motor Vehicles and Their

Trailers

IS: 15636: 2005 - Automotive Vehicles – Pneumatic Tyres For Commercial Vehicles – Diagonal Ply And

Radial Ply

ECE R54 – Uniform Provisions Concerning Approval of Pneumatic Tyres For Commercial Vehicles and

their Trailers

FMVSS 139 – New pneumatic radial tyres for light vehicles

FMVSS 109 – New Pneumatic Tires – Bias play and certain specialty tyres

FMVSS 119 – New Pneumatic Tires – For Vehicle other than Passenger car tyres

JIS D4230 – New Pneumatic Tyres For Automobiles

IS 9436 - Performance Requirements and Methods of Tests for Wheels for Passenger Cars

IS 9438 - Performance Requirements and Methods of Test for Wheels/Rims for Trucks and Buses

Four Station Tyre Endurance Test Rig

Close Up View of Individual Station

GRPE – EPPR Informal Group Meeting The informal working group on environmental and propulsion performance requirements for L-category vehicle

(EPPR) held its 4th Session from 8 - 9 October 2013. On behalf of India this session was hosted by ARAI, Pune

(India). This was the first session of the group organized in India. The earlier sessions were held at United Nations,

Geneva and European Commission, Brussels. Total 35 delegates from different countries and organizations

participated in this session. Total 35 delegates participated in this session, including 11 from outside India.

The EPPR Informal group directly works under WP.29 - GRPE to revise type approval procedures for L-category

vehicles such as powered cycles, mopeds, motorcycles, tricycles and quadri-cycles. During the session,

presentations were made by the representatives of European Commission, Japan and India.

The chairman and secretary of the group expressed that this meeting had set a benchmark for the future sessions as far as the administrative and logistical arrangements are concerned. They further thanked Mr. Shrikant R. Marathe, Director-ARAI for the hospitality and arrangements.

ARAI-Forging Industry Division-Chakan, Pune – New Facilities

Forging Lab

Photograph 1

Forging Research Facility- Heat Treatment Lab

1. Heat treatment process is Hardening & Tempering, Solution Annealing, Annealing, Normalizing, and Stress Relieving.

2. Carburizing furnace Max temp is 1000°C and Tempering furnace Max temp is 600°C

Photograph 2

Computation Facility for Optimizing Forging Process

Utilizing reliable computer simulation tools, it is possible to optimize complete forging process and billet dimensions with minimum or no shop floor trials. This saves considerable time, efforts and cost. Similarly forging process simulation tools can help optimize the existing forging processes to increase the yield, make it more energy efficient and eliminate defects. ARAI- Chakan facility has one such reliable software, Forge2011, with dedicated workstations and 16 Core Cluster computing infrastructure along with other modeling and pre / post processing software tools like Unigraphics, Pro-Engineer, Autodesk Inventor, Hyper Works, UGNX – Nastran coupled with experienced and trained manpower.

The case study given below demonstrates how computer simulation can optimize conventional manufacturing process and can resolve most of the manufacturing defects in design stage itself.

Case Study: Optimization of forging process for a Circular Flange

Tonnage Capacity

Curve

Combined Forging Operations Simulation

Objective: Simulating the

process for combined

forging operations to

remove actual forging

defects.

Outcome: The simulation

helps in deciding the

designed dies are

correct and can forge

without forging defect.

1. Actual setup of Trimming, Piercing,

Drawing operation on actual forged

component made on 2 T hammer.

6. Modified setup before Trimming,

Piercing, Drawing operation.

3. Actual setup after Trimming, Piercing, Drawingoperation.

7. Modified setup after Trimming, Piercing,

Drawing operation.

Actual Process Modified Process

Modified Process• Punch length decreased from

136 to 80 mm.

Area of Interest(As per customer drawing)

No Curvature

5. Modified Forging Component made on 2

T Hammer shows no forging defects.

2. Actual punch was used for Trimming, Piercing,Drawing operation.

4. Reduction in Press Tonnage required

from 197 Ton to 68 Ton.

Actual

Curve

Modified

Curve

Component

Cracking

Big Curvature

Forging Process Optimization using FORGE 2011

Carburizing/Hardening & Tempering Furnace Oil & Polymer Quenching tanks

Establishment of New Test Facility

Electro-Dynamic Shaker-Capacity 1500KGF

Component or sub-system assembly gets exposed to varying vibrations during operation, which may deteriorate / reduce life of component. To ensure expected life of component, it is required to validate reliability of product / component life cycle. Vibration test validation is important for reducing design modification time, warranty cost and simulate real world conditions.

Electro Dynamic Shaker-1500Kgf capacity

Resonance Testing Machine - Pulsator Dynamic strength test can be conducted on various components such as crankshafts, connecting rods, camshafts, springs, gear drive shafts, steering, suspension, drive chain, utilizing the 600kN capacity resonant frequency fatigue testing machine.

Resonance Testing Machine -PULSATOR- capacity 600 kN

R&D Project “Effect of Deformation Temperature on the Microstructure and Properties of Hot Forging

Materials”

Objective

Benchmarking of various forged components

Carry out forging at different temperatures for seven hot forging materials and also heat treatment of samples and compare the properties of the materials w.r.t temperature and with/without heat treatment

Materials under study:

38MnVS6, 42CrMO4, Al6061, AISI1040, 40Cr4, 38MnS6 & UNS C37700

Thermo Mechanical Simulator

Structural Dynamics Lab (SDL) Users’ Conference 2013, Chennai and Lecture Series by Dr. Colin Dodds

Over the years Structural Dynamics Lab of ARAI has been serving various customers comprising of OEMs / MNCs/

Tier 1 / Tier 2 companies for their vehicle development programs. SDL provides durability validation solutions for

vehicle development programme under one roof. This is possible only due to the confidence imposed and trust /

faith bestowed by the customers on ARAI for the services offered / solutions provided by ARAI as per specific

requirements of customers.

To mark the completion of 25 glorious years of service in the field of road vehicle interaction analysis and durability

evaluation of vehicle components, systems and full vehicle, SDL hosted Users‟ Conference on 2nd and 3rd

December 2013 at Chennai to have interaction, get feedback on the services, give foresight and share facility

upgradation and technology roadmap with the customers. On an average SDL carries out over 500 projects a year

for the automotive and allied industry to meet their requirements. The laboratory works hand-in-hand with its state-

of-the-art Automotive Materials Lab (AML), which helps to give end-to-end solutions to the customers.

Connecting Rods

Crankshafts

Thrust washer Clutch reaction

plate

Engine Valves ( Inlet &

Exhaust)

Dr. Colin Dodds is a renowned expert in this field and one of the founder members of SDL. Dr.Dodds was specially

invited to interact with the delegates as well as guide / advise them on their requirements. Dr. Colin Dodds gave

lecture on “Load analysis for vehicle durability”. In his lecture Dr. Dodds expressed that “Customer component

loads are a prerequisite for safe, economic design and meaningful durability tests. Design targets are required in

terms of load severity and frequency; these are influenced by intended utilization of vehicle, operational

environment, vehicle dynamics and driver‟s behavior. Loosely defined targets can result in customer dissatisfaction

and company profitability through increasing warranty recalls. Dr. Dodds also delivered lecture on the topic “Trends

in global vehicle durability development”.

Apart from ARAI presentations, 12 presentations were

made by the customers who shared their experiences,

ideas, methodologies and solutions implemented as a

part of various projects with SDL. 55 delegates from 28

different organizations attended this program and had

actively participated throughout the program, including

group discussions which will go a long way for future of

automobile industry at large.

Delegates attending the conference

Best Presenter Award was shared between two speakers, viz. Mr. Vijendra Gupta, Executive-Technology,

Crompton Greaves Ltd., for his presentation on “Strain and Load measurements on EHV (Extra High Voltage)

Circuit Breaker Mechanism” and Mr. Majjid, Executive, Apollo Tyres Ltd., for his presentation on “Evaluation of Tyre

Traction Potential using WFT (Wheel Force Transducer)”.

„First Prize Winner Mr. Vijendra Gupta

„First Prize Winner Mr. Majjid‟

The runner‟s up award was won by Mr. Srinivas Kurna, Deputy Manager, VE Commercial Vehicles Ltd. for the

presentation he delivered on the topic “Durability Evaluation and Enhancement of Tipper Cabin through Multi-Axis

Rig and Virtual Test of Cab”.

Winners were honored with the prestigious awards at the hands of Shri Shrikant R. Marathe, Director - ARAI.

Virtual Techniques for Engine Development Conventionally, selection of engine sub-systems like turbocharger, intake and exhaust manifolds, EGR system,

valve timings, etc. are done by experimentation. This method is time consuming and costly, since several options

of hardware are required to be developed. In this method optimum matching of sub-systems may not be achieved

due to limitation of experimentation to understand interactions effectively. As such, use of Virtual Techniques gives

significant advantage by proper selection of sub-system specifications in design stage itself. Power Train

Engineering (PTE) is equipped with advanced predictive simulation tools and methodologies to effectively reduce

efforts, development time and cost during actual testing by moving engine development work from test lab to

desktop.

New engine development or upgradation of existing engines require lot of study from different aspects like

structural, thermodynamic, NVH to decide different parameters like engine sizing, air handling systems,

compression ratio, limiting peak firing pressures, etc. 1D thermodynamic tool is very useful in the early stage of

engine development and is being used effectively for following purpose,

1) Air handling system- Turbocharger matching, EGR system design

2) Gas exchange study- manifold tuning, valve timing selection, internal EGR

3) Heat balance study- heat balance analysis, heat flux, heat transfer coefficient predictions

Fig. 1 1-D Thermodynamic Model of 4-Cylinder TCI Common Rail Diesel engine

Air handling system

Fig. 1 shows typical 1-D thermodynamic model for a 4 cylinder common rail TCIC off road diesel engine. 1-D

thermodynamic model for different engine applications like off road, on road, etc. have been validated for

performance and, therefore, can be used for parametric studies. In Table 1 system variables and parameters that

can be tuned like TC matching, EGR system, etc. are listed. Turbocharger matching is one of the most critical

areas, where 1-D thermodynamic simulation tool plays an important role. Fig. 2 shows the TC selection carried out

for same diesel engine mentioned above. 1-D model has been used to select best TC for the engine requirements

like high torque back up with enough surge and choke margin for standard operating conditions as well as high

altitude and high ambient temperature conditions. Turbine selection is critical to get required pressure drop for EGR

flow, high overall efficiencies, etc.

Table 1 - Air Handling System Variables and Tuning Parameters

System variables Tuning parameters

Turbocharger Characteristics Compressor Map Turbine Map

Intake and exhaust system Exhaust Manifold dimensions Intake System Depression Exhaust System Pressure Intercooler characteristics

EGR System EGR Valve, Pipes EGR Cooler EGR Venturi, Throttle Valve

Ambient Conditions

Performance, Torque Curve Boost Pressures Air-Fuel Ratios TC matching and TC

operating efficiencies High altitude performance EGR Flow Gas Temperatures Packaging constraints

Fig. 2 Turbocharger Matching Study Gas Exchange Study

Fig. 2 shows the study carried out for selecting valve timings like Intake Valve Closure (IVC), exhaust valve opening (EVO) and valve overlap (VOL) for same diesel engine mentioned above. IVC is selected for getting best volumetric efficiencies with some compromise between high and low speed performance. Similarly EVO and VOL are selected for best minimum BSFC and PMEP. Statistical tool like DoE has been used to see the interactions between different valve events. Table 2 gives detailed list of system variables and parameters that can be tuned in gas exchange analysis.

Table 2 - Gas exchange system variables and tuning parameters

System variables Tuning parameters

Valve Timings IVC, EVO, Valve overlap Valve lift profiles

Gas Exchange Path Port Parameters Valve Sizes

Intake and exhaust system Intake /Exhaust Manifold

Dimensions Secondary runner

Max. Volumetric Efficiency Speed Zone of Max. Volumetric Efficiency Internal EGR Trapping Ratio Residual Fraction Fuel Consumption PMEP Air-Fuel Ratios Miller Cycle Effect Packaging

Fig.3 Valve Timing Study

Heat Balance Study 1-D model also gives quite accurate results in predicting heat transfer and heat balance. PTE has developed capability to predict heat transfer coefficients, heat flux, heat balance, etc. Fig.4 shows the study carried out for a common rail direct injection TC IC 4 cylinder diesel engine. The results are used as boundary conditions to carry out 3-D CFD and CHT analysis of cylinder head, block, exhaust manifold, etc. Detailed list of different system variables and tuning parameters is given in table 3.

Table 3 - Thermal Variables and Tuning Parameters

System variables Tuning parameters

Engine Performance Heat Input

Coolant Parameters Flow Temperature

Material Properties Piston Liner Head

Friction and Accessary Power

Wall temperatures Heat loss to Coolant Heat loss to Exhaust Heat Flux Heat transfer coefficients Frictional loss can be included Complete Heat Balance

Fig. 4 Boundary Conditions like HTC, Heat Flux from 1-D Study and Heat Balance

Results from 1-D thermodynamic study like in cylinder pressures, exhaust temperatures, upstream and

downstream pressures and temperatures, liner surface temperatures are used for further studies like cranktrain

analysis, structural modal analysis of cylinder block and head, coolant estimation, piston bore deformation

estimation, after-treatment selection, combustion performance and emission predictions, etc.

Compelling reduction in engine development time and cost together with stringent emissions and high specific power targets has been a driving factor to develop virtual technique capabilities at PTE.

Addressing Thermal Comfort Issues Inside Passenger Cabin using CFD Simulation Techniques

Issue of thermal comfort in passenger cabin is challenging for HVAC designers. There are many factors that

HVAC designer needs to look into. Among them important ones are, external conditions to which vehicle is

exposed, necessity to address both micro and macro environments within the space and differing occupancy levels

(and thereby heat loads) during operation. Passenger thermal comfort is crucial for long driving application and

conventionally it is achieved by trial and error method on prototype level. This approach is time consuming, costly

and does not give optimized solution. Computer Aided Engineering (CAE) addressed this problem using CFD

simulation approach, which was more predictive, offering optimized solution in less time and cost.

HVAC duct design inside bus was optimized by adjusting diffuser outlets location and by parametric variation.

Thermal comfort depends on many parameters like air temperature, air velocity, mean radiant temperature, vapour

pressure, clothing level, metabolic rate and external work. In passenger scenarios, main contributing factors are

high air temperature, strong solar radiation and low air movement.

A methodology has been developed to predict thermal comfort of an occupant inside passenger cabin of a Bus using CFD. The methodology has been validated by establishing good correlation between experimental and computational results. This methodology facilitates shorter product development cycle and cost saving in prototype manufacturing. Salient features of the methodology are:

Bus cavity is extracted from baseline CAD model including fully seated manikins with various seating

positions.

Solar load and passenger heat load has been considered in the computational model.

CFD simulation predicted air temperature and velocity distribution inside passenger cabin of baseline

model.

Experimental measurements have been carried out for various parameters like air temperature, air velocity

and relative humidity.

The results obtained from CFD and Experimental test were analysed as per EVS EN ISO7730 standard and

calculated occupant comfort in terms of thermal comfort parameters like Predicted Mean Vote (PMV) and

Predicted Percentage Dissatisfied (PPD).

PMV and PPD are based on seven point thermal sensation scale which defines thermal comfort of

occupant inside passenger cabin of a bus.

Predicted results through CFD were found to be in excellent agreement with the experimental results.

Based on validation of the baseline model, parametric variation has been carried out to study the effect of duct design, layout, diffuser locations and flow rates to improve thermal comfort of the occupant.

Fig. 1: Temperature Distribution on Passengers inside the Bus

Fig. 2: Air Velocity distribution inside the Bus

ECU Verification and Validation

Electronic Controls are becoming integral part of modern vehicles. Vehicles contain number of Electronics controls

like Engine Management, Transmission Control, Body Control, Antilock Braking System, Electronic Stability

Program, Infotainment, Cluster, etc. Overall complexity and dependency on software have increased over the

period. Hence it is extremely important to test and validate the performance of the ECU before deploying it in

actual working environment. In turn this will avoid failures at a later stage and also reduce rejection and warranty

replacement.

Use of simulation environment for verification and validation (V&V) is the industry standard. Depending on degree

of simulation during V&V, product can be tested in Software In Loop (SIL), Model In Loop (MIL), Hardware In Loop

(HIL) and Rig In Loop (RIL) environment.

Verification (Are we building the product right?): The process of evaluating functionality of product in

development phase to determine whether the product meets the specified requirements.

Validation (Are we building the right product?): The process of evaluating software during or at the end of the

development process to determine whether it satisfies specified intended use.

Benefits of V&V: Reduction in Development Time Early Problem Detection Easy to back trace problems Low Defect Fixing Cost Reduced Testing efforts in DYNO/Actual vehicle test environment.

What type of testing? Functional Validation

White Box testing with functional knowledge

Black Box testing without functional knowledge

Diagnostic Testing Abuse Testing Boundary Condition Test

Application Areas

Body Control Module HVAC Systems Chassis Control Module Climate Control Module Powertrain EMS along with OBD II functionality with

after-treatment devices Active safety systems viz.; ABS, ESP, etc. Transmission ECU ECUs for advanced driver assistance systems

Our services in V&V Simulation Environment Creation

Hardware Configuration

I/O Sensor/ actuator Configuration

Plant (System Behavior) Configuration Test Case Generation Test Automation Test report generation and analysis Provide this environment for hardware reliability testing, e.g. temp, humidity, vibration, HALT, EMI-EMC,

etc.

Our success stories include,

On Board Diagnostic software evaluation for EDC 17 ECU Verification and validation of OBD II functionality of Gasoline EMS ECU. Evaluation of Exhaust Gas Recirculation ECU for IOBD II compliance Evaluation of Selective Catalytic Reduction ECU for IOBD II compliance

Example: Set up for Cluster Testing

Use of Receptor Modeling for Identification of Sources of Particulate Matter Collected in an Ambient Air of Coal Mines Area

Identification of contributing sources (source apportionment) towards the ambient particulate matter emissions

plays an important role in decision making process for controlling the same. Particulate matter concentration is a

point of concern in the area around a typical coal-mine.

Various sources that might contribute to the ambient particulate matter around the area included mining activities

like removing earth material, extraction of coal, back-filling of earth material. Apart from mining operations there are

various other activities including loading and unloading of coal, earth crustal material, agricultural activities,

domestic combustion, waste burning, combustion of coal in small hotels & dhabas and natural sources like

windblown dust. There were industrial sources like thermal power plants present in 15 km radius of the study area.

In view of such complexity of sources around the study area, a study using scientific tools was essential to resolve

the major sources contributing towards the ambient particulate matter. Therefore, source apportionment study was

conducted, at Automotive Materials Laboratory of ARAI, to determine the source and extent of air pollution from

various sources to particulate matter of size less than 10 micron (PM10) in ambient air around the major coal mine

of India.

The study included major components like air quality monitoring, chemical analysis of samples collected and source apportionment using receptor model Chemical Mass Balance (CMB-8.2) PM10 Monitoring: Air Quality monitoring, within duration of one month, was carried out with PM10 Speciation samplers using Teflon, Nylon and Quartz filter papers for 7 days each at 3 different locations around the mining activity.

Air quality monitoring at sites

Chemical analysis of particulate matter samples: Detailed chemical analysis of PM10 samples collected at different sites, was carried out for Organic & Elemental Carbon, Ions, Elements and Polycyclic Aromatic Hydrocarbons.

Detailed chemical analysis of PM10 samples collected

Source Apportionment using receptor model CMB-8.2:

Receptor models use monitored pollutant concentration and some information about the chemical composition of

local air pollution sources (profiles) to estimate relative influence of these sources on pollutant concentrations at

any single monitoring location. Receptor models are retrospective i.e. they can only assess impact of air pollution

source categories on pollutant concentrations that have already been monitored. Chemical Mass Balance

(CMB8.2) model was used for receptor modeling.

A mass balance equation can be written to account for all „m‟ chemical species in the n samples as contributions

from p independent sources:

Where, Ci is the concentration of species i measured at a receptor site, xij is the ith elemental concentration

measured in the jth sample, and mj is the airborne mass concentration of material from the jth source contributing to

the jth sample. The term aij is included as an adjustment for any gain or loss of species i between the source and

receptor. The term is assumed to be unity for most of the chemical species.

Source contributions were estimated through receptor modeling (CMB 8.2) using chemical speciation data and

source profiles selected based on the activities around the monitoring sites. Following approach was used for CMB

modeling:

Identification of contributing source types based on survey around the monitoring sites and from the secondary information

Selection of chemical species to be included in the calculation. Following species were analyzed from the daily PM10 samples collected at respective sites.

Carbon fractions based on temperature (Organic Carbon and Elemental Carbon) using Thermal Optical Reflectance (TOR) Carbon Analyzer,

Ions (Anions- fluoride, chloride, bromide, sulphate, nitrate & phosphate and Cations sodium, ammonium, potassium, magnesium & calcium) using Ion Chromatography

Elements (Na, Mg, Al, Si, P, S, Cl, Ca, Br, V, Mn, Fe, Co, Ni, Cu, Zn, As, Ti, Ga, Rb, Y, Zr, Pd, Ag, In, Sn, La Se, Sr, Mo, Cr, Cd, Sb, Ba, and Pb) using Energy Dispersive X-Ray Fluorescence Spectrometer (ED-XRF)

Selection of representative source profiles with the fraction of each of the chemical species and uncertainty. Source profiles developed for non-vehicular sources and vehicular sources were used.

Estimation of the both ambient concentrations and uncertainty of selected chemical species from the particulate matter collected at respective sites; and

Solution of the chemical mass balance equations through CMB-8.2 model run.

Contribution to particulate matter from different sources in terms of mass concentrations was obtained as per cent contribution to the PM10 mass collected.

Ci=∑ mj xij aij

j

The study, through utilization of scientific methods and tools, reveal major contributing sources towards ambient particulate matter. The information thus obtained can be utilized for decision making and devising effective strategies for controlling the contributing sources of PM10 emissions.

Establishment of Forging Research Laboratory at ARAI

ARAI has successfully completed DHI funded forging research project title “Effect of Deformation Temperature on

the Microstructure Properties of Hot Forging Materials”. The objective of the project is as follows:

Establishment of Forging Research Facility.

Determine effect of deformation temperature on the microstructure and properties of materials formed by

hot forging.

Create databank of properties of various hot forging materials as a function of varying forging temperature.

Compare properties of forged materials with and without post‐forging heat treatments for various

deformation temperatures.

Forging Research Laboratory is established will facilitate forging and heat treatment research for both ferrous and nonferrous materials. The facility is available for utilization by OEMs and forging industry.. The set up as given below:

Forging and Heat Treatment facility

Technical experimentation is divided into three phases. Phase I is carried out as a benchmarking exercise of

various forged components. In Phase II seven materials were selected and forged at different temperatures and

strain rate and experiments were carried out by thermo mechanical testing and shop floor trials. In Phase III TTT

and CCT curve is plotted for a material. Brief description is as follows::

Phase I: Benchmarked Forged Components

Phase II : Thermo Mechanical Testing Cycle (TMS) & Heat Treatment

Phase III : Typical TTT & CCT Curve Plot

Detailed data bank with the properties such as microstructure, residual stress analysis, fatigue (RBF), flow

lines, hardness, oxidation, decarburization, impact, tensile, stress vs. strain (TMS) and forging simulation

data by FORGE 2011 software at various forging temperatures for hot forging materials i.e. Al6061,

38MnSV6, 38MnS6, 42CrMO4, 40Cr4, AISI1040, UNS C37700 is ready and available for the industry.

Powertrain Engineering (PTE) Customer Meet

Powertrain Engineering (PTE), in association with Business Development and Corporate Planning (BDCP)

Division, organized Customer Meet in Chennai on 18th March 2014 for ARAI-PTE customers. The aim was to

interact with the customers and showcase state-of-the-art ARAI facilities and capabilities in Design, Development,

Testing and Certification of Engines and Gensets. The event created a platform for PTE–ARAI to share future

capability building and facility expansion plans with the customers. A special session on “Customers‟ Voice” was

held to understand PTE customers‟ views and expectations about various service areas of PTE.

The Theme of this Customer Meet was “ARAI - Powertrain Engineering – Your Partner in Engine Design,

Development and Testing....”. Customer response was overwhelming and over 60 customers represented 25

organizations in the meet.

The event was inaugurated at the hands of distinguished customer guests, which included Shri S S Janardhanan, Vice President, Simpsons Ltd. and Dr. Desmond Bubek, General Manager, Daimler India. The eminent guests appreciated ARAI initiative of organizing the customer meet and greeted ARAI for the unique endeavor of sharing the plans with the customers and understanding their needs as well.

On the dias (from right) Shri N V Marathe, Sr. Dy. Director, ARAI; Shri S Janardhanan, Vice President, Simpsons Ltd.; Dr. Desmond Bubek, General Manager, Daimler India and Shri D J Kulkarni, Sr. Dy. Director, ARAI

Participants at the event

Various technology sessions on Engine Design.

Development and Testing, presenting typical case

studies, were conducted by speakers from different

section heads of PTE, which included Shri N V Marathe,

Sr. Dy. Director & Head-PTE; Shri N B Dhande, Dy,

Director; Dr. S S Thipse, General Manager; Shri N H

Walke, General Manager; Shri S S Ramdasi, General

Manager; Shri P G Bhat, Dy. General Manager and

Shri Madhu Reddy, Project Manager.

Speakers at Customer Meet

Concluding session on “Customer‟s Voice” was a key session of the Customer Meet, which involved active

participation of customers. The session was quite interesting and encouraging wherein customers well appreciated

the initiative of PTE-ARAI in arranging Customer Meet and expressed great satisfaction on the technical contents

of the presentations and PTE‟s capabilities. Customers urged ARAI to continue organizing technology sharing

seminars like this periodically, giving opportunity to the automotive sector in updating on ARAI‟s competency in

different fields, various activities, recent developments, expansion plans, etc.

The most awaited event in the Automotive fraternity, Symposium on International Automotive

Technology 2015 (SIAT 2015), is announced to be held on 21-23 January 2015 at ARAI, Pune (India).

This distinct event will witness presentation of over 200 papers and keynotes by Indian as well as overseas

experts in automotive engineering. Over 2000 delegates from India and abroad will come on common

platform to share their ideas on future challenges in mitigating pollution, enhancing safety and improving

fuel economy and imperative measures needed through technology roadmap. The concurrent exposition,

viz. SIAT EXPO 2015, will have participation of 80 organizations worldwide to showcase their

technologies / products through various stalls (over 200). Automotive / equipment manufactures and

research institutions will also be provided with the opportunities to participate in Technology Theatres to

present their technological strengths.

Mrs. Rashmi Urdhwareshe, Director, ARAI director@araiindia.com

The Automotive Research Association of India Survey No. 102, Vetal Hill, Off Paud Road, Kothrud, Pune 411 038 (India)

Tel.: +91-20-3023 1101, 3023 1111 Fax : +91-20-3023 1104