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In cold climatic regions (25°C below zero) thermal comfort inside vehicle cabin plays a vital role for safety of driver and crew members. This comfortable and safe environment can be achieved either by utilizing available heat of engine coolant in conjunction with optimized in cab air circulation or by deploying more costly options such as auxiliary heaters, e.g., Fuel Fired, Positive Temperature Coefficient heaters. The typical vehicle cabin heating system effectiveness depends on optimized warm/hot air discharge through instrument panel and foot vents, air directivity to occupant's chest and foot zones and overall air flow distribution inside the vehicle cabin. On engine side it depends on engine coolant warm up and flow rate, coolant pipe routing, coolant leakage through engine thermostat and heater core construction and capacity.

Vehicle incab booming perception, a low frequency response of the structure to the various excitations presents a challenging task for the NVH engineers. The excitation to the structure causing boom can either be power train induced, depending upon the number of cylinders or the road inputs, while transfer paths for the excitation is mainly through the power train mounts or the suspension attachments to the body. The body responds to those input excitations by virtue of the dynamic behavior mainly governed by its modal characteristics. This paper explains in detail an integrated approach, of both experimental and numerical techniques devised to investigate the mechanism for boom noise generation. It is therefore important, to understand the modal behavior of the structure. The modal characteristics from the structural modal test enable to locate the natural frequencies and mode shapes of the body, which are likely to get excited due to the operating excitations.

The vehicle Heating, Ventilation and Air conditioning (HVAC) system is designed to meet both the safety and thermal comfort requirements of the passengers inside the cabin. The thermal comfort requirement, however, is highly subjective and is usually met objectively by carrying out time dependent mapping of parameters like the velocity and temperature at various in-cabin locations. These target parameters are simulated for the vehicle interior for a case of hot soaking and its subsequent cool-down to test the efficacy of the AC system. Typically, AC performance is judged by air temperature at passenger locations, thermal comfort estimation along with time to reach comfortable condition for human. Simulating long transient vehicle cabin for thermal comfort evaluation is computationally expensive and involves complex cabin material modelling.

The goal of reducing fuel consumption and CO2-Emission is leading to turbo-charged combustion engines that deliver high torque at low speeds (down speeding). To meet NVH requirements damper technologies such as DMF (Dual Mass Flywheel) are established, leading to reduced space for the clutch system. Specific measures need to be considered if switching over from SMF (Single Mass Flywheel) to DMF [8]. Doing so has an impact on thermal behavior of the clutch system, for example due to reduced and different distribution of thermal masses and heat transfer to the surroundings. Taking these trends into account, clutch systems within vehicle powertrains are facing challenges to meet requirements e.g. clutch life, cost targets and space limitation. The clutch development process must also ensure delivery of a clutch system that meets requirements taking boundary conditions such as load cycles and driver behavior into account.

The automotive world has seen an increase in customer demands for vehicles having low noise and vibrations. One of the most important source of noise and vibrations associated with vehicles is the vibration of driveline systems. For commercial vehicles, the refinement of drivelines from NVH point of view is complex due to the cost and efficiency constraints. The typical rear wheel drive configuration of commercial vehicles mostly amplifies the torsional vibrations produced by engine which results into higher noise in the vehicle operating speed range. Theoretically, there are various options available for fine tuning the torsional vibration performance of the vehicle drive train. The mass moments of inertia and stiffness of the drivetrain components play significant role in torsional vibration damping, however, except minor changes to flywheel mass, it is hardly possible to change other components, subject to design limitations.

Groan is a low frequency noise generated when moderate brake pressure is applied between the surfaces of the brake disc and the brake pad at a low-speed condition. Brake groan is often very intense and can cause large numbers of customer complaints. During a groan noise event, vehicle structure and suspension components are excited by the brake system and result in a violent event that can be heard and felt during brake application. The cause of noise is friction variation of stick-slip phenomenon between friction material and disc. Creep groan is the structure-borne noise that is related to dynamic characteristic of the vehicle. However, it has been mainly improved through friction material modifications in the past. In this paper, transfer path of creep groan noise was analyzed by means TPA and structural countermeasure to creep groan noise was suggested. This paper discusses the approach for prediction and mitigation of brake groan noise for passenger vehicles having disc brakes.

In case of design of passenger vehicles, one of the priorities is how the dynamics behavior shall be perceived by the vehicle occupants. One of many such handling parameters is the vehicle body roll, which is usually quantified by the vehicle's Steady State Roll Gradient. This number gives an indication of the rotation of the vehicle body in response to unit lateral force acting on the vehicle, as in the case of cornering. However it does not necessarily indicate the roll as sensed by a person seated inside it. A study showed that the subjective feel is not entirely dependent on roll gradient. In some cases the occupant may feel more confident and comfortable in a vehicle with a relatively higher roll gradient, or vice versa. In such cases, designing for roll gradient alone may not serve the purpose of secure and comfortable feel. To account for this discrepancy, a study was carried out to quantify the motion felt by the occupant.

Jerk in a vehicle is a feel of user which appears due to sudden acceleration changes. The amplitude and frequency components of the jerk defines quality of an engine or an AMT calibration tuning. Traditional jerk evaluation methods use amplitude (peak) of the jerk as a performance index and its frequencies are either used as weighing factor with amplitude or not taken into account. A method is proposed in this paper to quantify and differentiate the non-acceptable level of jerk which is perceivable to human body. Jerk is obtained by differentiating the acceleration data which contains the frequencies in the lower to higher range. Differentiation of such signal causes an amplification of undesired noise in both analog and digital circuits. This results in significant loss or disturbances in the useful data.

Automotive OEMs are launching multiple products with ever reducing development time, balancing costs, quality and time to market, with clear focus on performance and weight. Platform architecture concepts, modular designs for differentiation etc. are strategies adopted by automotive OEMs towards shorter development cycles. Thus, concept generation phase of the digital product development process is expected to enable generation and evaluation of multiple concept architectures, carry out performance studies and largely focus on optimization, upfront. This Front loading of engineering and call for simultaneous engineering requires support in terms of quick and good CAD modeling with maturity. This paper proposes a process that focuses on generation and evaluation of multiple concepts, besides enabling optimization of concept before the detailed design phase kicks in.

Passive safety regulations specify minimum safety performance requirements of vehicle in terms of protecting its occupants and other road users in accident scenarios. Currently for majority cases, the compliance of vehicle design to passive safety regulations is assessed through physical testing. With increased number of products and more comprehensive passive safety requirements, the complexity of certification is getting challenged due to high cost involved in prototype parts and the market pressures for early product introduction through reduced product development timelines. One of the ways for addressing this challenge is to promote CAE based certification of vehicle designs for regulatory compliance. Since accuracy of CAE predictions have improved over a period of time, such an approach is accepted for few regulations like ECE-R 66/01, AIS069 etc which involves only loadings of the structures.

As the vehicle functions are getting distributed over multiple ECUs in order to realize various complex control functions, the need for sophisticated on-board diagnostic strategies are increasing in automotive domain, leading to a significant amount of hardware and software implementations for fault management inside various ECUs in the vehicle. This paper proposes optimized vehicle level approach for fault management strategies, wherein a centralized intelligent Gateway Module is proposed in the vehicle network architecture, which will be responsible for fault management of the complete vehicle in a chronological sequence. This Gateway Module will thereby have the possibility to group a cluster of faults raised by different ECUs and correlate them meaningfully to guide the operator towards root cause of the fault.

Reduction of NOx (Oxides of Nitrogen) and particulates from engine exhaust is one of the prime considerations in current research and development in automotive industry. The present paper describes the combustion optimization done on a four cylinder, 4 liter DI diesel engine to meet stringent Euro-III emission norms. The engine FIE (Fuel Injection Equipment) and injector geometry was optimized for performance and emission. Smoke measurements were considered as indicative of soot, to predict particulate emissions. This was done to simplify the overall process and save development time. It was concluded that by combining the flexibility of electronically controlled fuel injection begin, with improved nozzle technologies, with higher spray velocities and spray penetration, a considerable reduction in NOx and particulate emissions can be achieved. This can serve as a low cost solution, without any exhaust after-treatment systems.

In the commercial vehicle business, Tractor-trailer combination vehicles are mostly used for carrying heavy loads for longer distances. To improve operating economy of the vehicle by reducing turn around time, it becomes a necessity to have a better driving comfort level for the vehicles. In a Tractor-trailer combination vehicle, due to point load acting on the tractor, pitching effect on the cab is very dominant. To overcome this pitching effect, a fully suspended cabin (suspended at four points) has been designed in order to have better ride comfort as compared to the fixed cabin. This paper discusses some of the measures taken to reduce the overall cabin pitching effect on Tractor -trailer combination vehicles.

Optimization of vehicle engine cooling package with requisite heat rejection capacity plays a key role in achieving most fuel economy and also in meeting the stringent noise norms. A set of design and operating features from existing vehicle engine cooling systems is reviewed and evaluated for their potential to provide optimized engine cooling. The features reviewed states significant potential in engine performance but these are balanced by satisfying required engine cooling requirement. Sets of trials are carried out on said vehicle with dissimilar features of cooling packages and the results are evaluated. Fuel economy trials in performance mode are carried out on vehicle with well thought-out cooling package for healthier comparison.

The use of Wheel Force Transducers (WFTs) to acquire data for laboratory simulation is becoming standard industry practice. However, in test rigs where we have only the suspension module and not the complete vehicle, does the reproduction of the orthogonal forces and moments at the wheel centre guarantee an accurate replication of the fatigue damage in the suspension components? The objective of this paper is to review the simulation methodology for a highly non-linear suspension in a 3 DOF (degree-of-freedom) suspension test rig in which the simulation was carried out using only the three orthogonal loads and vertical displacement. The damage at critical locations in the suspension is compared with that on the road and an assessment of the simulation using the WFT is made based on a comparison of the damage on the road vs. the rig.

Design of a Cabin Tilting System of heavy trucks, a multi degree of freedom mechanism, is a challenge. Factors like adequate tilting angle, cabin styling, packaging, non interference of tilting system with ride comfort, forces in the system, specifications of the hydraulic system, are all very important for designing the system. Numerous considerations make the design process highly iterative hence longer design time. This paper primarily focuses on Kinematics and Dynamic analysis of the system in ADAMS and validation of system with real time testing results. Intention of this work is to make a parametric ADAMS model and link it to a Knowledge Based Engineering application to facilitate designer to quickly carry out design iterations for reducing development time. The Knowledge Based Engineering software is made using object oriented language called ‘Object Definition Language’ which has been developed using C and C++ software languages.

EU directive 2005/64/EC on type approval of motor vehicles with respect to their Reusability, Recyclability and Recoverability ( RRR ) requires vehicle manufacturers to put in place the necessary arrangements and procedures for Parts, Materials and Weight (PMW ) data collection from full chain of supply. This is required to perform the calculations of recyclability rate and recoverability rate in line with ISO 22628. Commonly practiced data collection methodologies included spreadsheet and use of internationally available IT support system for collection of material data. Data complexity and prohibitive cost for using Internationally available IT Support systems like IMDS (International Material Data System) has led to the in-house development of IT enabled Solution customizing Siemens PLM software product (Team centre Enterprise) and SAP (SRM suite).

The AMT (Automated Manual Transmission) has attracted increasing interest of automotive researches, because it has some advantages of both MT (Manual Transmission) and AT (Automatic Transmission), such as low cost, high efficiency, easy to use and good comfort. The hill-start assistance is an important feature of AMT. The vehicle will move backward, start with jerk, or cause engine stalling if failed on the slope road. For manual transmission, hill-start depends on the driver's skills to coordinate with the brake, clutch and throttle pedal to achieve a smooth start. However, with the AMT, clutch pedal is removed and therefore, driver can’t perceive the clutch position, making it difficult to hill-start with AMT without hill-start control strategy. This paper discussed about the hill start control strategy and its functioning.

DFSS is a disciplined problem prevention approach which helps in achieving the most optimum design solution and provides improved and cost effective quality products. This paper presents the implementation of DFSS method to design a distinctive cooling system where engine is mounted in the rear and radiator is mounted in the front of the car. In automobile design, a rear-engine design layout places the engine at the rear of the vehicle. This layout is mainly found in small, entry level cars and light commercial vehicles chosen for three reasons - packaging, traction, and ease of manufacturing. In conventional Passenger cars, a radiator is located close to the engine for simple packaging and efficient thermal management. This paper is about designing a distinctive cooling system of a car having rear mounted engine and front mounted radiator.

Important vehicle performance parameters such as, fuel economy and high speed stability are directly influenced by its aerodynamic drag and lift. Wind tunnel testing to asses these parameters requires heavy investment especially when test wind tunnel is not available in the country where vehicle development center is present. Hence to save cost and to compress development time, it is essential to asses and optimize parameters of a vehicle in very early stages of development. Using numerical flow simulations optimization runs can be carried out digitally. Industry demands prediction of aerodynamic drag and lift coefficients (CD,CL) within an accuracy of a few counts, consuming minimal HPC resources and in a short turnaround time. Different OEMs deploy different testing methods and different softwares for numerical simulations.