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New noise regulations, with reduced noise limits, have been proposed by UN-ECE. A new method which aims at representing urban driving of the vehicles more closely on roads is proposed and is considerably different from the existing one (IS 3028:1998). It is more complex; we also found that some of the low powered vehicles can not be tested as per this method. The paper proposes ways of improvement in the test method. The new noise reduction policy options will have a considerable impact on compliance of many categories of vehicles. Technological challenges, before the manufacturers, to meet all performance needs of the vehicle along with the cost of development will be critical to meet the new noise limits in the proposed time frame.

There are many types of transducers mounted at different locations on-board the vehicle or test items being subjected to dynamic impact tests including full vehicle crash tests. The natural frequency of the sensors as mounted on vehicle structure is location dependant. This in turn can influence the data quality as the impact event is of very small duration with high shock levels and the sampling rates and frequency content of signals is generally high. Considering this, the mounting brackets and mounting location of all the transducers have to be stiff enough to avoid any influence on actual signals. Low natural frequency of sensors as mounted could result in poor quality of data thereby leading to wrong evaluation of the test. This paper explains the methodology for evaluation as per ISO 6487 [1]. These implantation tests have been conducted on a test vehicle at different intended mounting locations and with different types of mounting brackets.

Resistance spot welds have been widely used in joining sheet metal parts/panels in automobiles. A modern car contains approximately 2000–5000 spot welds. Failure of the spot-weld is an important concern during crash analysis for safety design of automobiles. The strength of the spot weld is investigated using cross tensile and lap shear test samples. One set of test data (one material and thickness combination) is used to find the failure criteria parameters of a spot weld in an explicit FE-code (LS-DYNA). Using the calculated failure parameters of the spot weld, failure loads can be predicted in simulations representing another set of test data which comprises of materials of different thicknesses. The predicted failure loads are found to be in good agreement with experimental data.

This paper briefly describes the development process of an occupant restraint system with emphasis on the objectives and the approach towards resolving conflicting requirements from some of the objectives. Possible solutions and a number of testing and simulation capabilities developed are discussed. The methodology (workflow) consists of conceptualisation, feasibility study for target setting, design, component development, Occupant Restrain System (ORS) optimization, Electronic Control Unit (ECU) tuning using crash tests and system validation. Dependencies between these activities are also discussed. This paper also briefly describes measures taken to ensure safe working of the ORS in various real life situations.

As a part of safety intiative, Telco has designed, set up and proved a full-scale Crash Test Facillity to meet the development needs of safe cars for the global market. The paper describes the regulatory and development test which the facility can conduct using a full vehicle crash test system and an impact sled system. The paper describes the basic considerations such as modularity, self-reliance, unification of control and immediate usability of data on which the facility is founded. The paper then explains in detail various resources in the system: the civil infrastructure, the propulsion systems, the sensors and data acquisition system, the crash test dummies, high-speed photography, lighting, the software and the human resource.