New capacities at ARAI – Auto Components India

At ARAI, research and execution continues. Prateek Pardeshi draws attention to recent additions that should benefit the automotive industry.

The developments and expansion of the capabilities of the Automotive Research Association of India (ARAI) are a leading indicator of the ensuing changes in the automotive industry, with manufacturers working closely with the leading R&D organization. automobile. As ARAI prepares its 2030 roadmap, it continues to overcome volatility induced by external disruptive forces by constantly increasing its capacities. For example, electric vehicles (EVs) have grown in popularity over the past two years. The batteries used in recent electric vehicles are generally subcontracted and coupled with many different motors and controllers. Often times, due to overcharging or a damaged battery, electric vehicles tend to malfunction and pose a safety hazard. To standardize this process, ARAI has worked to comprehensively standardize battery safety regulations. According to Dr Reji Mathai, Director at ARAI, “ARAI focuses on meeting customer expectations; Collaborative R&D to develop better solutions and technologies. ARAI sets the roadmap for 2030 and establishes an implementation plan, until then execution and research at ARAI continues.

A motor vehicle with at least four wheels used to transport passengers is classified in category “M”. A motor vehicle with at least four wheels used to transport goods, which can also transport people in addition to the goods fall under category N. The regulation is known to remain standard for categories M and N with the revision of the standard of the automotive industry (AIS) 038 2 (part 2) and aligned with UN RTM (Global Technical Regulation) 20 Phase I and finalized UN R 100 (Rev 3). On the other hand, AIS 156 is aligned with the ECE R-136 standard for L (L-category vehicles are a classification of road transport vehicles that range from two / three-wheel motorized, including motorcycles, to category vehicles.) Revisions AIS 156 and AIS 038 2 known standards to focus on system level testing of the entire battery pack cover functional safety, analysis of reduction and mitigation of risks and thermal safety with explicit information.

In the test lab, original equipment manufacturers (OEMs) can expect testing in the area of ​​vibration, thermal shock and cycling, mechanical shock, fire resistance, short circuits external and overcurrent protection (see Tables 1 and 2 below for details). New facilities at the proposed “Battery Safety Testing” laboratory are expected to meet industry needs for electrical abuse testing and mechanical abuse testing of electric and hybrid vehicles. The facility will also house thermal runaway, full-fledged BMS simulator, water immersion and battery crushing facilities in the coming days. ARAI is also known to increase the testing capabilities of existing batteries by setting up the new lab with a view to increasing the variety, sizes, capacities and volumes of xEV batteries to come for testing, validation and Development.

The buzzing tire

Electric vehicles (EVs) are known to be so quiet that OEMs have to consider introducing ambient sound. Synonymous with low levels of NVH, the buzzing tire remains a challenge, however. To deal with this phenomenon known to occur especially with the tire rolling at higher speeds, ARAI offers its state-of-the-art testing facility. It aims to provide tire manufacturers with comprehensive certification services for automotive tire classes C1, C2 and C3. In addition, the workshop is supposed to house all other facilities to support vehicle evaluation and tire handling. The nodal agency is currently conducting correlation trials in collaboration with the tire industry. Standard Reference Test Tires (SRTT) of relevant sizes will be performed in a controlled environment as per the reports.

Dr Reji Mathai, Director of ARAI

In addition, ARAI is in the process of obtaining NABL accreditation and will offer assistance with all export licensing requirements in the future. For example, the noise test is performed using the vehicle coasting method with candidate tires fitted to the test vehicle with a specified payload based on the load index of the tires. To perform the test, an instrumented vehicle carrying a payload enters a specific measurement area on an ISO: 10844 certified noise test track at a predetermined reference speed, and the maximum noise is recorded using a microphone.

With the “Tire Rolling Sound Emission Test” facility, ARAI also facilitates tire adhesion testing on wet surfaces. The wet grip test is divided into two methods: the vehicle method and the trailer method. ARAI is in the process of acquiring a slip trailer system to meet C1 and C2 class tires to facilitate the trailer method and meet volumes. In addition, ARAI is in the process of acquiring a high-power test vehicle for C3 tires. The test lab offers a TUV certified test track, standard vehicles, a dedicated noise measurement system complete with required instrumentation in addition to a tire change facility.

Sustainability assessment using six DOFs

In order to assess the entire vehicle and reduce the Product Validation Cycle (PV), ARAI offers real-world simulation in a controlled environment. The use of several degrees of freedom (DOF) to test complex components or structures is characterized. Complete car road simulator is considered to be the complete vehicle and component test bench for front and rear axle fatigue testing, full car stiffness testing and suspension subsystem analysis. . In its 12-channel version, the Six-DOF Road Simulation System (RSS) offers better control of the forces and movements involved. This includes translation vertically, sideways, along a longitudinal axis, and torque control of the brakes and drive.

Three side struts, each with its own actuator, are known to work together to control lateral force as well as steering and camber moments. The six DOF RSS are intended to enable accurate replication of the true multiaxial stress state of vehicle subsystems and components anytime, anytime. These help to simulate the complex nonlinear events required for a road simulation of significant durability using technology coupled to a proven linkage with independent actuation. The most common mode of operation for this system is an inertial response whole float, in which all inputs react through the inertia of the vehicle. This setup is considered ideal for testing the durability of the entire vehicle, including the body, body-mounted components, and suspension.

Checking the engine

ARAI has a “transient test” facility with a power of up to 600 kW at 1507-3381 rpm and a nominal torque of 3800 Nm at 1507 rpm with a maximum speed of 4500 rpm. It has the ability to measure the emissions and performance of automotive and non-automotive engines (BSVI / EuroVI and BSIV & BSV CEV / Tractor Engines). This facility built with the vision to double as a global R&D and testing facility is expected to meet the requirements of future emission criteria for non-road engines (BS-IV / BS-V CEV / Tractor) and automobile engines. This test facility is currently being commissioned and will soon be offered to industry for development work in automotive, CEV, generator sets and other engines. It is an LCV and HCV engine that meets BSIV, BSVI emission standards. For non-automotive engines (CEV, tractor, generator set, etc.) meeting Stage IIIA, BSIV, BSV emissions standards. It is suitable for engines running on fuel types like diesel, gasoline, CNG, biofuels (biodiesel), flexible engines (ED95 ethanol and methanol). The measurement system before and after emission complies with UN ECE R49 Rev. 6, 40 CFR-part 1065, AIS 137 PART 4 ​​& PART 7. Other USPs include calibration capabilities such as FTIR, PM System, Particle Counter, Fuel Meter, Water Conditioning, Pressure Sensors. temperature, smoke meter and opacimeter among others.

Determination of vehicle air drag

A well-established and proven technology in the EU for simulation-based fuel consumption calculation and certification, at ARAI constant speed testing assists in the calculation of aerodynamic drag of heavy-duty vehicles by determining the forces at wheels, especially when the vehicle is moving at a defined constant speed. It is known that it requires precise instrumentation to acquire the data under the defined test boundary conditions. It is the measured output values ​​resulting from this test that aid in the determination of air drag using an air drag tool. It uses the Wheel Force Transducer (WFT), Differential GPS and Mobile Anemometer with phased instrument calibration, vehicle warm-up phase, and a series of low and high speed tests. This helps determine an accurate air drag since the resulting values ​​are independent of vehicle rolling resistance and other transmission losses. Specialized methods such as CST assist in the calculation of air drag for CVs. At ARAI, the Air Drag Determination exercise also encompasses energy audit and energy performance programs. ACI

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