MODULE 1: VEHICLE DEVELOPMENT PROCESS

TARGET SPECIFICATION MATRIX (TSM)

The Target Specification Matrix (TSM) is the foundational engineering contract for a High-
Speed Electric Two-Wheeler (E2W) project. It translates market requirements into
measurable, legally binding, and testable engineering targets.
For the Indian market, this document balances performance, the harsh local environment,
and regulatory mandates like AIS-156 Phase 2.

ENGINEERING PARAMETER MATRICES

1. Vehicle Performance & Dynamics Targets

Field/Regulatory
Parameter Technical Target Verification Method
Reference
85 km/h (Sustained for ≥ 30 Chassis Dynamometer /
Top Speed CMVR Max Speed Test
mins) Track
Acceleration (0-40 km/h) ≤ 3.3 seconds (At 80% SoC) VBOX GPS Data Logger Performance Test Track
Acceleration (0-60 km/h) ≤ 6.5 seconds (At 80% SoC) VBOX GPS Data Logger Performance Test Track
Gradeability 12° (21%) at 20 km/h with
Test Hill Climbing CMVR Gradeability
(Continuous) Pillion
Gradeability
18° (32%) restart on slope Test Hill Start Flyover / Parking Ramps
(Peak/Restart)
Braking Distance (60-0 ≤ 18.5 meters (Combined
Brake Test Track AIS-003 / CMVR
km/h) Braking)
300 mm at 10 km/h for 30 Indian Monsoon
Water Wading Depth Wading Pool
mins Simulation

2. Energy, Efficiency, & Range Targets

Parameter Technical Target Verification Method Field/Regulatory Reference

Chassis Dyno (AIS- ARAI / ICAT Mandatory
IDC Certified Range ≥ 140 km
040) Certification
True Range (Eco ≥ 110 km (Single rider, 75 Real-world Urban
City traffic profile
Mode) kg) Route
True Range (Sport ≥ 80 km (Aggressive riding Real-world Urban
City traffic profile
Mode) profile) Route
Wh/km Efficiency Power Analyzer on
≤ 28 Wh/km at wheel Efficiency benchmark
(IDC) Dyno
Regenerative Recover ≥ 8% energy in city CAN Bus Current
Stop-and-go urban traffic
Efficiency mode Logging
3. Mass, Dimensions, & Ergonomics Targets

Field/Regulatory
Parameter Technical Target Verification Method
Reference
≤ 115 kg (Including Battery Weighing Scales
Kerb Weight Structural target
pack) (Front/Rear)
Gross Vehicle Weight 265 kg (Rider + Pillion + 20 kg
Weighing Scales AIS-002 Max Mass
(GVW) cargo)
≥ 165 mm (Unladen), ≥ 135 3D CAD / Physical Indian Speed-breaker
Ground Clearance
mm (Laden) Measurement Profile
5th–95th Percentile
Seat Height 780 mm Ergonomics Rig
Indian
Stability vs Agility
Wheelbase 1340 mm ± 10 mm 3D CAD / Jigs
balance

ENVIRONMENTAL & THERMAL BOUNDARY CONDITIONS

Operating an EV in India requires strict component limits to survive extreme ambient

environments without triggering thermal shutdowns.

[Ambient Air Temperature: 0°C to 50°C]

│
┌───────────────┴───────────────┐
▼ ▼
[Powertrain Thermal Limits] [Environmental Protections]
• Battery Cell: ≤ 45°C Normal • Battery Enclosure: IP67
• Battery Cell: ≤ 55°C Peak • Motor & Controller: IP67
• Motor Core: ≤ 140°C Continuous• Wiring Harness: IP65
• MCU Junction: ≤ 115°C Peak • Connectors: IPX9K (High Pressure)

1. Thermal Management Targets

 Derating Protocol: Power output must degrade linearly, not abruptly.
 Battery Stage 1 Derating: Starts at 48°C cell temperature (Drop to 70% Max Current).
 Battery Stage 2 Derating: Starts at 52°C cell temperature (Drop to 30% Max Current).
 Thermal Shutdown: Hard cutoff at 55°C to protect cell health and prevent runaway.
 Solar Soak Load: All external plastics, display clusters, and seating materials must
withstand a 70°C surface temperature when parked under direct Indian summer
sunlight for 8 hours without cracking, deforming, or losing display readability.
2. Ingress Protection (IP) Architecture
 IP67 Rating: Mandatory for Battery Pack, Motor, Motor Control Unit (MCU), and DC-
DC Converter. Must withstand immersion in water up to 1 meter for 30 minutes.
 IP65 Rating: Required for Dashboard instrument cluster, switchgear, and main
distribution wiring harness.
  Dust & Gravel Resistance: Enclosures must withstand continuous exposure to fine
desert dust (tested via settling dust chambers) and high-velocity stone chipping under
the floorboard (SAE J400 standard).

INDIAN REGULATORY & SUBSIDY COMPLIANCE GATEWAYS

To launch successfully and qualify for state or central financial incentives, specific design
boundaries must be met.

[Regulatory Gateways]
├── AIS-156 Phase 2 ──► Smart BMS + Cell-to-Cell Propagation Prevention (Thermal Runaway)
├── AIS-004 ──► EMI/EMC Shielding & Disturbance Limits
└── AIS-085 ──► Net Power & 30-Minute Power Verification
1. AIS-156 Phase 2 (Battery Safety Mandate):
Smart BMS: Active data logging of individual parallel cell strings, cycle count,
and historical min/max temperatures.
 Thermal Runaway Prevention: The pack must contain a single-cell thermal
runaway event. It must prevent fire or gas propagation to adjacent cells for a
minimum of 20 minutes, allowing the rider to safely pull over and dismount.
 Pressure Relief: Integration of a one-way breather valve/burst disc to vent
toxic gases safely away from the rider seat area during an internal pack failure.
2. EMI/EMC Compliance (AIS-004):
 The vehicle's high-voltage switching frequency (typically 8kHz–16kHz from the
MCU) must not interfere with emergency service frequencies or local cellular
networks.
 Immunity targets: Must withstand radio frequency radiation up to 30 V/m
without unexpected throttle inputs or vehicle resets.
3. Local Value Addition (LVA) / Subsidy Tracking:
 Domestic Value Addition (DVA): Design must target ≥ 50% localization by
commercial invoice value.
 Exclusions from Import: Cells can be imported, but Battery Pack Assembly, BMS
manufacturing, Motor winding, Chassis fabrication, and Plastic Molding must
occur within India to secure government subsidies.
 VERIFICATION & VALIDATION (V&V) CROSS-REFERENCE

This framework bridges early-stage design goals with physical validation test procedures.

[TSM Target Set] ──► [3D CAD & CAE Simulation] ──► [Component Test Rig] ──► [Full Vehicle Sign-off]
Example Validation Loop:
Target: 165mm Ground Clearance (Laden)
├── Step 1: CAD layout with 75kg rider + 75kg pillion virtual dummies.
├── Step 2: MBD (Multi-Body Dynamics) simulation over bumpy road profiles.
├── Step 3: Physical test on 4-Poster Durability Rig (100,000 cycles).
└── Step 4: Track validation over standard bumpy track to verify zero underbody impact.
Section 1.2: Concept & Feasibility Deep Dive (Phase 1)
This phase freezes the structural architecture, component locations, and ergonomics before
kicking off expensive tool design. It uses a digital workspace to balance space, heat, and
weight.
[Industrial Design / Styling Surface (A-Class)]
│
▼
[Spatial Packaging & Packaging Register]
│
┌────────────────────┴────────────────────┐
▼ ▼
[Ergonomics & Ergoman] [Weight Distribution Rig]
• 5th to 95th Percentile • 45% Front / 55% Rear Target
• Clearance Boundaries • Dynamic CoG Tracking
│ │
└────────────────────┬────────────────────┘
▼
[Digital Mockup (DMU 0)]
1.2.1 Spatial Packaging & Architecture Layout
Vehicle packaging must maximize space for the battery pack and cargo while preserving
structural integrity and keeping dimensions compact for tight city lanes.
 Vehicle Clearance Register:
o Front Fender to Under-Shield Clearance: \(\ge 120\text{ mm}\) at full front suspension
compression.
o Rear Tire to Under-Seat Tray Clearance: \(\ge 110\text{ mm}\) at full rear shock absorber
compression.
o Side Lean Angle: \(\ge 38^{\circ }\) on both sides before any hard structural component
(frame, side-stand mount) touches the ground.
 Ergonomics Parameters (Ergoman Reference):
o Rider Triangle: Set the distance between the handlebar grip centers, the hip point (H-point)
of a 75 kg rider, and the center of the footboards to maintain a neutral spinal posture
(\(95^\circ \text{ to } 105^\circ\) hip angle).
o Ground Reach: Taper the front of the seat cushion to let a 5th percentile Indian female rider
(\(152\text{ cm}\) tall) place both feet flat on the ground at a stop.
 1.2.2 Mass Distribution & Center of Gravity (CoG) Targets
 Weight Split: Target a 45% Front & 55% Rear weight distribution with a single 75 kg rider to
balance steering agility with rear-wheel traction during sudden acceleration.
 CoG Height: Keep the fully laden CoG height between 480mm and 520 mm from the ground.
Place the heavy Li-ion battery pack low and forward within the floorboard or under-seat
frame to lower the roll inertia.
1.2.3 DMU 0 Thermal Zoning & Clearances
 High-Heat Component Separation: Keep a minimum air gap of 35 mm between the Motor
Control Unit (MCU) cooling fins and the outer wall of the battery pack enclosure.
 Wading Clearance Line: Position the high-voltage distribution box, main vehicle control unit
(VCU), and fuse blocks at least 650 mm above the ground line. This keeps them safe from
water ingress during seasonal urban flooding.

Section 1.3: Detailed Design & Engineering Deep Dive (Phase 2)

Phase 2 converts spatial blocks into detailed 3D production CAD models and run digital
simulations (CAE) to check structural strength and thermal performance.

[3D Master CAD Assembly]

│
┌────────────────────┼────────────────────┐
▼ ▼ ▼
[Chassis FEA] [Powertrain CAD] [Harness Routing]
• Torsional Rigidity • Battery Structural • HV/LV Separation
• 5x GVW Slam Load • Thermal Fins Layout• Bend Radii Rules
1.3.1 Chassis Structural Engineering & CAE
 Frame Configuration: A tubular underbone chassis using high-strength low-alloy (HSLA) steel
tubing (\(\text{YS} \ge 350\text{ MPa}\)) to balance strength, weight, and low production
costs.
 Chassis Structural Load Cases & Safety Factors:
Load Magnitude / Target Safety Factor Acceptable Deflection /
Load Case
Condition (SF) Criteria
No permanent plastic
Front Brake Slam 1.2G deceleration > 2.0
deformation
5.0 x GVW vertical Frame yield strength not
Pothole Vertical Impact > 1.8
bump load exceeded
500 N-m / degree
Torsional Stiffness Baseline Target Maintain straight tracking
Twist
3.5G dynamic load on
Rear Pillion Slam > 1.5 No cracking at weld zones
subframe
1.3.2 Battery Pack & Powertrain Integration
 Structural Battery Pack Housing: The battery enclosure must use die-cast aluminum (such as
ADC12) or an extruded aluminum alloy casing. It must survive a 100G drop test/impact in
simulation without piercing a cell or leaking toxic gas, meeting the latest AIS-156
requirements.
 Thermal Management Layout: Use passive cooling fins on the outer face of the aluminum
motor and controller mounts. Size the fins to keep temperatures stable during continuous
climbing on a 12^ slope at 35 deg C ambient air temperature.
1.3.3 Wiring Harness Routing & Signal Integrity
 Physical HV-LV Separation: Route the High-Voltage lines (orange conduits carrying >60 V DC)
along the right-hand side of the main frame backbone. Route the Low-Voltage signal wires
(12 V DC lines for CAN-bus, sensors, and lighting) along the left-hand side. Maintain at least
100mm of clear space between them where they run parallel to avoid electromagnetic
interference.
 Bend Radii & Strain Relief: Ensure all high-voltage powertrain wires have a minimum bend
radius of at least 6 x cable outer diameter. Secure the harness with rubber-lined P-clamps
every 150 mm to prevent friction wear against frame brackets during heavy road vibrations.

Section 1.4: Prototype Validation

This phase shifts development from digital models to physical prototypes, using A-Samples
for initial functional proof and B-Samples for validation testing.

[Design Freeze] ➔ [A-Sample: Functional Mule] ➔ [B-Sample: Engineering Proto]

│ │
▼ ▼
• Manual Welded Frame • Tooled Frame Prototype
• 3D Printed Panels • Vacuum Formed/Molded ABS
• Software Rig Testing • Track and Lab Validation
1.4.1 A-Sample Development (Functional Mules)
 Build Specification: Assemble these using manually welded frames held in temporary
positioning jigs, off-the-shelf suspension components with modified valving, and 3D-printed
body parts.
 Primary Testing Goals: Verify the primary vehicle control loops, validate basic throttle maps,
test the communications between the BMS and MCU over the CAN bus, and run initial
physical shaking tests on a single-axis laboratory rig.
1.4.2 B-Sample Development (Engineering Prototypes)
 Build Specification: Build these using frames made from soft production tooling, initial plastic
body panels from temporary aluminum prototype molds, and production-intent wiring
harnesses.
 Component and Vehicle Validation Matrix:
Test Group Specific Test Procedure Test Duration / Target Expected Success Criteria
 300 hours continuous Zero cracks at welds or
Structural Rig 2-Poster Frame Fatigue Test
shaking joints
Thermal Soak Chamber -10 deg C +65 deg C for 48 Vehicle powers up with zero
Environmental
(Hot/Cold) hours errors
Powertrain Cell heating up to thermal No fire or explosion outside
AIS-156 Thermal Abuse Test
Safety runaway pack
Rough Road Durability 5,000 km on a rough test Structural integrity stays
Durability Track
Testing track intact

Section 1.5: Pre-Production & Homologation Deep Dive

This section validates the production line tooling and secures official regulatory approvals
using final production-route C-Sample vehicles.

[Production Tooling & Jigs Setup]

│
▼
[C-Sample Builds off Assembly Line]
│
┌─────────────┴─────────────┐
▼ ▼
[End-of-Line (EOL) Setup] [Official Homologation Certification]
• Hi-Pot Insulation Test • ARAI / ICAT Submission
• Automated CAN Flashing • AIS-156 & CMVR Track Sign-off
1.5.1 C-Sample Builds & Manufacturing Tooling Sign-off
 Tooling Verification: Build all C-Sample test vehicles on the main production line using final
production injection molds, automated robotic frame welding stations, and calibrated final
assembly fixtures.
 Process Quality Control: Measure and confirm that frame critical dimensions stay within strict
statistical tolerances (Cpk > 1.67). Ensure the automated battery cell sorting and welding
station matches the cell internal resistance limits down to 1.5 mΩ.
1.5.2 Regulatory Certification & Testing (ARAI/ICAT)
 Homologation Fleet Prep: Deliver three identical, 100% production-spec C-Sample vehicles to
the testing agency (such as ARAI or ICAT) along with full technical documentation drawings.
 Mandatory Regulatory Tests:
o Range Verification (AIS-040): Run the vehicle on a chassis dynamometer over the Indian
Driving Cycle (IDC) to confirm the range matches or exceeds your marketing claims.
o Battery Safety Certification (AIS-156 Phase 2): Pass all mandatory laboratory stress tests,
including overcharge protection, short circuit tests, vibration resistance, mechanical shock
survival, and thermal abuse.
o Braking Performance (AIS-003): Verify the vehicle meets stopping distance requirements
under laden and unladen conditions using the Combined Braking System (CBS).
 Section 1.6: Start of Production (SOP) & Field Engineering Deep Dive

This final phase establishes steady production line speeds and monitors early field data to
address quality issues.

[SOP Launch] ➔ [Takt Time Ramp: 120s ➔ 45s] ➔ [End-of-Line Automated Testing] ➔ [Telematics Field
Monitor]
1.6.1 Assembly Line Ramp-up & End-of-Line (EOL) Testing
 Takt Time Acceleration: Plan a steady manufacturing ramp-up over four weeks, bringing line
cycle times down from an initial 120 seconds per vehicle to a steady-state production target
of 45 seconds per vehicle.
 Mandatory Automated EOL Operations:
o High-Voltage Isolation (Hi-Pot) Test: Apply a 1150 V AC ( 2 * Working Voltage +1000) / 1500V
AC electrical safety test between the high-voltage bus bar and the metal chassis frame for 60
seconds. Confirm the leakage current stays below 2 mA to verify insulation safety.
o Automated ECU Flashing and Functional Calibration: Use an end-of-line flashing rig to load
the final approved firmware versions across all onboard ECUs, calibrate the electronic
throttle sensor twist range, and log each component's serial number into the central
production tracking database.
1.6.2 Field Engineering & Continuous Quality Improvement
 Telematics Cloud Data Monitoring: Set up the vehicle control unit to securely transmit
anonymized operational logs via an onboard eSIM. Track real-time battery cell health data,
maximum motor temperatures during operation, and any active diagnostic trouble codes
(DTCs).
 Design Feedback Integration: Review any component field failures, track their root causes
through Failure Mode and Effects Analysis (DFMEA/PFMEA) loops, and apply targeted
engineering fixes or software calibration updates via Over-The-Air (OTA) updates during
future production updates.