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Company:

Tower International

Products:

Marc

Industries:

Automotive

Overview:

Stamping operations used to form metallic automotive components can generate forces of thousands of tons. The tools (die components) that form these products must be able to withstand this cyclic loading environment for the life of the vehicle program. At the same time, it is important to optimize the tool design in order to be competitive. The evolution of higher strength materials also adds to the challenge. The large loads involved in forming these components increase the challenge of designing robust tools. Both linear and non-linear analysis must be used to support the tool design process.

Results Validation:

“In order to get reliable predictions, we prefer to use the nonlinear software Marc to solve these types of problems because it accounts for the inherent nonlinearities of materials experiencing plastic strain,” said Yueming Cheng, Computer Aided Engineering Engineer at Tower International. “In years of using Marc and Mentat, I have found it to be capable of accurately simulating a wide range of nonlinear product behavior under static, dynamic and multi-physics loading scenarios. Marc is also one of the commercial solutions in markets I am aware of that has robust manufacturing simulation capabilities, with the ability to predict general damage, failure and crack propagation.”

Benefits:
  • Accurate simulations help reduce risk of downtime and lost revenues, by predicting regions of potential failure
  • Get the design right the first time with computer models and deliver reliable performance

 
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Company:

比利时建筑研究所

Products:

Actran
Actran AeroAcoustics
Actran DGM
Actran for Trimmed Body
Actran SNGR
Actran TM
Actran VI
Actran VibroAcoustics

Industries:

Overview:
比利时的住宅标准((NBN-S01-400-1(2008))采取了严格的声学要求,这给建筑师们带来了严峻的挑战。此标准尤其针对各个房间之间的整体隔音性能制定了苛刻的要求,该性能主要是由直接传声和侧墙传声决定的。侧墙传声是指在其中一个房间所产生的声波会激励墙壁结构生成结构波,并经由该结构传播结构波。随后墙壁会向隔壁房间辐射声音。两个相邻房间之间有四个接合部,每个接合部有三种侧墙传声路径,总共 12 个路径。当声波穿过接合部时,其能量会衰减,衰减程度由振动衰减指数 Kij 确定。

 
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Company:

LuK USA LLC、Schaeffler Group Automotive

Products:

Simufact at a glance

Industries:

Automotive

Overview:
在汽车行业,创新的产品设计与制造解决方案是保持竞争力的根本所在。所加工的零部件和子系统不仅要达到最高质量标准,还要具有价格竞争力。由于这些零部件通常为量产,因此只要有一个零部件失效,就可导致非常昂贵的召回,甚至会有损于厂商的声誉。因此要求设计及仿真解决方案所提供的环境能够提供一种成熟而可靠的方式,既能储备更多有关最佳设计及制造工艺的知识,又能够让工程师找到创新的解决方案。

 
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Company:

上海交通大学

Products:

Adams
Adams Machinery

Industries:

Machinery

Overview:
上海交通大学的研究人员,其中包括上海交通大学机械系统与振动国家实验室主任高峰博士以及上海交通大学博士后研究员潘阳博士,设计了章鱼 III 六腿机器人,可用于在核辐射、火灾及水下等极端环境中进行移动、搜索、探测、修理及救援。六腿章鱼 III 机器人可利用有腿机器人的非常规能力,例如横动崎岖地形、克服障碍、进行垂直爬升以及翻倒后自动站立等。

 
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Company:

Demshe Forge Inc.

Products:

Simufact at a glance

Industries:

Challenge:
加工制造过程中,锻件出现了折皱,零件报废
Solution:
锻造工艺仿真及重新设计
Results Validation:
采用 Simufact.forming 仿真环境对这一工艺重新进行设计及优化。Demshe Forge 的工程经理 Ramachandran 是设计和仿真方面的专家,他建立仿真成型工艺过程,并且优化工艺参数,避免在关键区域出现折叠,零件最终达到了理想的形状。

 
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Company:

Products:

Industries:

Overview:
Cleveland Golf 的目标是成为全球首屈一指的高尔夫球用具制造商。公司需要对大量的设计可行性进行彻底、快速的评估,以便为各种技能水平的高尔夫球手生产顶级的球杆。为此,公司需要Cleveland Golf 性能研究工程师及其团队每月都能创作、制作并测试众多样品,以便快速优化高尔夫球杆的设计。考虑到制作样品所需的前期时间和成本,传统的“制造与试验”设计方法已无法满足这一要求。通过使用MSC Nastran、Patran、Dytran等有限元分析软件,如今,Jeff 的性能研究团队在一天内就可以完成一种新式或者改进后的高尔夫球杆的建模和虚拟测试——设计效率提高了3000%!

 
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Company:

Shanghai Jiao Tong University

Products:

Adams

Industries:

Machinery

Overview:

Shanghai Jiao Tong University researchers including Dr. Gao Feng, Director of the Chinese National Laboratory of Mechanical System and Vibration at SJTU and Dr. Yang Pan, Postdoctoral Research Fellow at SJTU, have designed the Octopus III six-legged robot for moving, searching, detecting, repairing and rescuing in extreme environments such as nuclear radiation, fires, and underwater. The six-legged Octopus III robot takes advantage of the unusual capabilities of legged robots such as traversing uneven terrain, overcoming obstacles, performing vertical climbs, and righting themselves after turning over.

Legged robots are substantially more difficult to design than wheeled robots because they require complex mechanics and control strategies to maintain their equilibrium, orientation, efficiency and speed. The Octopus III’s six legs each have an identical drive mechanism consisting a parallel mechanism with three limbs. Each leg has one UP limb with a universal joint and a prismatic joint connected in series and two UPS limbs with a universal joint, a prismatic joint and spherical joint connected in series.

The robot is controlled by an onboard computer running the Linux operating system that communicates wirelessly with a remote computer running the Windows operating system. Orders such as move forward or turn left can be issued to the robot through a human machine interface (HMI) on the Windows computer. The onboard computer contains optimized kinematics and dynamic models of the robot and controls the robot’s 180 servo motors. The robot weighs about 270 kg, can climb a 20 degree slope and walks at 1.08 km/hr.

Results Validation:

The SJTU researchers tested the prototype under a wide range of conditions such as turning valves and switches and carrying loads of up to 500 kilograms in order to evaluate its fitness for proposed missions. The physical experiments showed that the performance of the prototype closely matched the Adams predictions. “If we had not used Adams to optimize the design prior to building the prototype, we would probably have needed five additional prototypes at a cost of $100,000 each to get the design right,” Pan said. “With Adams, the first prototype worked exactly as intended so we did not have to make a single change.”

Benefits:
  • The Adams/View command language works well for parametric modeling of robots
  • The performance of the prototype closely matched the Adams predictions
  • Applying Adams simulation early in their robot design saved five additional prototypes at a cost of $100,000 each

 
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Company:

Auburn University

Products:

Adams

Industries:

Consumer Products

Overview:

Auburn University fielded a senior design team working to compete in the 2016 AFRL University Design Challenge. The senior design team designed and constructed the TRIAD (Tactical Rope Insertion Assist Device) to assist soldiers in a rapid decent. During the design process, Adams was utilized to model the flexible rope and the TRIAD and simulate how the device would perform. The flexible rope was modelled using beam elements with material properties that replicated the behavior of the actual Nylon rope used in practice. An image of one of these simulations is provided in Figure 1. The weight of the person using the device is represented by the addition of the weight highlighted in green. Scripts were developed in the form of command files that would enable an Adams user to enter a variety of parameters for the rope for quick model building and further simulations. These simulations revealed some problems in the preliminary designs that were also seen in testing, and these problems were subsequently addressed for the final design and competition prototype.

Auburn University worked in developing user written subroutines and an Adams plugin that would predict the wear rates of objects rattling inside of an enclosure. An example of this includes a projectile with attached shoe (Figure 2), that can slide out from the enclosure upon release. During transport the projectile could rattle causing wear of the enclosure. An experimental wear study was performed to determine wear coefficients, which were employed in an Adams simulation to determine contact forces, contact area, wear rate and total wear over time.

We have worked with them on undergraduate capstone design projects and graduate student research projects, where we design and build a physical prototype, run experiments and performance studies on those, and virtual prototype in Adams.
David Beale, Professor, ME

 
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Company:

Interseals

Products:

Marc

Industries:

Automotive

Overview:

The traditional approach for suppliers to the automobile industry has been to build parts according to drawings provided by original equipment manufacturers (OEMs). Today, OEMs are delegating much more of the design responsibility to suppliers. This trend significantly changes the role of suppliers who, instead of competing primarily on quality, price and delivery time, are now often judged based on their ability to develop an innovative design that can meet the OEM’s requirements and be produced at a high level of quality and a low cost.

As a leading supplier of gaskets to the automotive industry and other markets, Interseals responded to these trends by increasing the size and capabilities of its engineering team. Yet, in the past, the company still faced difficulties in meeting its customers’ requests for innovative and economical designs. Gaskets are difficult to design because rubber components can undergo large deformations under load, sustaining strains of up to 500% in engineering applications. The load-extension behavior of rubber is extremely nonlinear and time and temperature dependent. Previously, when Interseals engineers based their initial designs on experience and handbook formulas, they usually found that the initial prototype did not meet the customer’s requirements. Typically, it took two more iterations to get the design right. Each design iteration cost an average of 5,000 Euros in tooling expenses and took between six and eight weeks.

Results Validation:

Interseals engineers shared the simulation results with the customer and the customer gave the go-ahead to build the mold. When the mold was completed, Interseals made a number of prototypes and provided them to the customer. “The customer tested the prototypes and said that they met every requirement,” Izzo said. “Getting the design right the first time saved an estimated 10,000 Euros in additional tooling costs and made it possible to deliver the gaskets 16 weeks earlier than if 2 additional prototype iterations had been required as was normal with our previous design methods.”

Benefits:
  • Marc has been capable of predicting the complex nonlinear behavior, while taking into account time and temperature effects and calculate compressible and incompressible material models based on test data.
  • Using simulation allowed the customer to save an estimated 10,000 Euros in additional tooling costs and made it possible to deliver the gaskets 16 weeks earlier than with the previous design methods

 
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Company:

Tenneco Inc.

Products:

Actran

Industries:

Automotive

Overview:

An automobile’s exhaust system is becoming more and more critical to its success in the marketplace. Most important, the sound produced by the vehicle serves to a considerable degree as the signature of the brand. For example, an auto enthusiast can recognize the approach of a Bentley or Ferrari with his or her eyes closed. Purchasers of lower-priced vehicles may not be quite so finicky but they still expect to hear a certain sound when they start up the engine. Meanwhile, automotive original equipment manufacturers (OEM) are being forced by government regulations to reduce the levels of noise emitted from the tailpipe. Automakers are also hoping to reduce the back pressure of exhaust systems in order to achieve improvements in fuel economy.

It’s becoming increasingly difficult to meet these often conflicting goals using conventional passive exhaust system technology which relies upon the use of perforated tubes and chambers to filter out acoustic waves. Automotive original equipment manufacturers (OEMs) are looking at active exhaust systems as a way to address these issues. Active exhaust systems use a loudspeaker driven by a microprocessor to cancel out unwanted sound generated by the engine as well as to produce more desirable sounds. A key advantage of active exhaust systems is that they can be controlled by software to adjust the output of the loudspeaker to deliver just the right sound under a wide range of different operating conditions.

Results Validation:

“Actran has enabled Tenneco to develop a process for electroacoustic simulation of an active exhaust system including the loudspeaker and housing that correlates very well with physical experiments,” said Nicolas Driot, Senior Core Science Engineer for Tenneco. “We are now using simulation to develop our next generation active exhaust system. Simulation will make it possible to evaluate the performance of many alternative design concepts in a minimal amount of time without the expense of building physical prototypes. This should make it possible to improve the performance of the exhaust system beyond what can be achieved with the traditional process where only a few different design alternatives can normally be evaluated. Simulation will also make it possible to bring new products to market faster.”

Benefits:
  • Actran results match very closely with physical test measurements both when modeling the loudspeaker alone and then when simulating the loudspeaker integrated it in a complete exhaust system.
  • Simulation allows evaluating the performance of many alternative design concepts for active noise cancellation in a minimal amount of time without the expense of building physical prototypes.

 
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Company:

Leyland Trucks, Ltd.

Products:

Adams
Adams Car

Industries:

Heavy Equipment

Overview:

As one of the UK’s leading manufacturing companies, Leyland Trucks Ltd. is PACCAR’s established center for light and medium-truck design, development, and manufacture. Leyland used MSC ADAMS to access ride behavior of trucks earlier in the design cycle. In addition to studies of detailed procedures such as cab tilt, lane-change maneuvers, and ride comfort, MSC ADAMS simulation allowed Leyland to rapidly assess the effect of minute changes in suspension, wheelbase, tires, or payload position. For Leyland, the use of VPD tools led to significant benefits in terms of final design quality and considerable time savings.

Challenge:

As design technology has improved, the details of the truck have evolved almost beyond recognition. For instance, new materials have been introduced in recent years, leading to global initiatives to reduce weight through the use of these advanced high-strength steels. Other design details are changing – trucks are now using disc brakes rather than drums – and Leyland engineers must balance incorporating these details while improving quality and still keeping costs under control.

Solution:
  • A full MSC ADAMS truck model contains a flexible body and chassis, springs, roll bars, axles, cab and engine suspension, the steering mechanism, and any frequency dependent rubber mounts. Extra detail, such as brakes, propeller shafts, and out-of-balance engine forces can be included on an ‘as needed’ basis.
  • Simulation also allows several aspects of the operation of crane-bodied vehicles to be better understood, such as vehicle stability on slopes and uneven surfaces, the need for stabilizing legs, and the effects of loading and unloading.
Benefits:
  • Significant benefit in terms of final design quality,
  • considerable time savings
  • A recent project named LF was completed two years faster than the previous equivalent one – in a four-year design cycle rather than six.

 
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Company:

Standard Profil and Bias Engineering

Products:

Adams
Marc

Industries:

Automotive

Overview:

The amount of effort required to close the doors of an automobile is critical to the consumer’s perception of its quality. If too high a closing velocity is required, the customer may have a negative impression of the car and the potential also exists for an unpleasant noise to be created by closing the door. The goal for most automobile manufacturers is to require a relatively low effort to close the door while at the same time meeting weather sealing and acoustic insulation requirements.

Results Validation:

“The results of the cosimulation were provided to our customer and helped win the order to supply seals for a new model vehicle,” said Dr. H. Tuncay Yüksel, Design Director for Standard Profil. “Now that the simulation process has been developed it will be possible to simulate new seal designs in much less time and at a lower cost than physical prototyping. This will make it possible to evaluate more design alternatives to improve door closing performance as well as reduce the time and cost of the product development process.”

Benefits:
  • Adams-Marc cosimulation helps the engineers accurately evaluate the amount of effort required to close the doors, which is critical to the consumer’s perception of its quality
  • Co-simulation helps MSC customer to win order to supply seals for a new model vehicle
  • Users can now simulate new seal designs in much less time and at a lower cost than physical prototyping.

 
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Company:

Navistar International Corporation

Products:

Adams
Adams Car
Adams Machinery
Adams MaxFlex

Industries:

Overview:
新的 Adams FE Part 提供了一种能够快速、准确地预测 Adams 环境中制动软管大变形的方法,通过仿真可以更好地了解如何根据悬架和转向运动布设制动软管,以避免接触那些带有锋利边缘、有可能磨损软管的零部件。
Challenge:
过去,直至设计过程后期,在构建样机并在铰接试验台上进行测试之前,Navistar 工程师都无从得知悬架和转向运动引起的软管的变形形状及其运动轮廓。经由全套运动来铰接悬架,并在运动期间考查每条软管的位置,以检查是否有问题。为满足各种要求,通常需要对设计进行两次至四次迭代,时间超过 6 周。在设计过程后期之前,均无法开始这一步骤,这意味着在大多数情况下产品的推出都会被推迟,直至达到合格的软管布设。
Solution:
Navistar 工程师与 Tech Mahindra 的咨询师共同对装配后制动器的布设形状以及悬架和转向机构的全程运动进行了仿真。Tech Mahindra 首席CAE 分析师 Chinmay Pawaskar 说:“这一仿真的难点在于,需要将用于仿真试验台和悬架系统运动的多体动力学与用于仿真软管运动的非线性有限元分析结合在一起。Adams 离散柔性连杆很早就具备了线性有限元分析功能,同时我们会运用离散化将其功能扩展到几何非线性问题。 但是,MSC 最近推出了 FE Part,这是一种 Adams 本地建模对象,可准确地应用于大变形几何非线性部件,大幅减少在 Adams 环境中对极大变形情况进行精确建模所需的时间和工作量。” Navistar-Tech Mahindra 联合团队将管接头置于各种位置及方位,着手确定软管的材料特性,并通过 3D 光学扫描工具捕获最终的软管形状。他们反复调整软管的材料特性,以便将预测的形状与实际形状相匹配。此外,他们还在 Adams 中建立了一个四步式混合控制器模型,以便对装配流程进行仿真。这四个步骤是:第一步将软管送至管接头处,第二步将软管定位在与管接头相同的轴线上,第三步是旋转软管将其与管接头连到一起,第四步是可选步骤,即将软管夹在悬架或车架上。 为验证这一方法,该团队在 Adams 中对试验台和悬架进行了建模并开发了脚本,采用与实物试验台相同的测试方法来驱动仿真的试验台。

 
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Company:

瀚瑞森

Products:

Adams

Industries:

Automotive

Overview:
重型挂车悬架的主要功能是将挂车与其车轮连接在一起。这样可实现随动连接,避免挂车货物受到路面所产生的冲击和振动。此外,悬架必须满足客户的预期使用寿命,并且制造成本低。挂车悬架设计的一个难题是这些要求通常相互冲突。因此往往需要进行取舍,以满足悬架整个工作范围内的性能要求。
Challenge:
挂车悬架设计的独特之处在于监管部门已规定了具体的牵引车挂车配置,在其管辖区域内这是法定要求使用的。在设计新式悬架时,工程师需要对所采用的每种不同车辆配置进行评估。此外还需要考虑到各种工作条件,例如急转弯或者驶过铁路轨道。目标是确保悬架在车辆配置和工作场景的各种组合下,能够兼顾性能和货物保护。工程师还需要了解各种情况下作用在悬架关键零部件上的负载。这些知识能使所设计的零部件达到预期的使用寿命,同时尽可能轻量化。达成这些目标后,客户就能最大限度地降低燃料成本,悬架制造商也能最小化生产成本。

 
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Company:

Airbus

Products:

Adams

Industries:

Aerospace

Challenge:
欧洲航空安全局(EASA)CS-25 规范第683(b)节要求机身制造商证明,用来操纵飞机的主飞行控制面不会由于飞机结构的变形而产生挤压、过度摩擦、脱离以及任何形式的破坏。在过去,空中客车会通过为每种型号的新飞机修建试验台,根据作用在机身上的作用力使结构总成出现翘曲,从而验证是否满足这一要求。最大的试验台足以装上宽体飞机的机翼,为了逼真再现飞行期间所能遇到的各种作用力,需要在许多不同的位置对结构施加作用力,因此设计极为复杂。试验台造价高达数百万美元,历时数月才能建成,进行试验还需要耗费大量的时间、金钱。这种方法的局限性之一是只有在详细设计结束且飞机样机完工之后,才能开始进行试验。在设计过程后期对试验所发现的问题进行更正时,代价往往非常高昂。另一个局限性是样机试验需要投入大量的时间,因此会严格限制测试工况的数量和组合形式。

 
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