MSC Software Corporation

• Satellite antennas have to be designed in a sturdy and reliable manner
• There is no easy way to repair a satellite once it breaks down
• The extreme sensitivity of the structure towards thermal loads has to be investigated under environmental conditions

• Multi-scale modeling of advanced woven composite material on 3 scales
• Carbon/epoxy composite: homogenization of yarn properties
• Triaxial woven fabrics (TWF): detailed analysis of a representative cell
• Satellite antenna: simulation of the full structure based on an equivalent multi-layer shell model representative for TWF

• Mean-field homogenization gives high quality prediction of yarn properties (stiffness & CTE)
• Yarn properties used to compute accurate results for stiffness & CTE for TWF
• Good prediction of displacement behaviour of the satellite antenna due to thermal loading

• To move towards greener technology by replacing classical metal design by composite structures
• To use the outstanding performance of composite materials whilst tackling all additional difficulties arising from the injection molding process
• High quality prediction of impact on a short fiber reinforced stiffener beam

• Strain rate dependent micromechanical material model for AKULON K224 HG7 supplied by DSM
• Mapping of MOLDFLOW fiber orientations onto the structural mesh
• Solution of a nonlinear multi-scale analysis with DIGIMAT coupled to RADIOSS

• Excellent correlation on the force-­-displacement curve with experiment
• Excellent correlation on the failure location compared to experiment
• Drastic improvement of predictivity enables robust and lightweight design focusing on cost efficiency based on advanced DIGIMAT CAE technology

• Processing of CFRP results in residual stresses in the material
• Residual stresses lead to micro-­-damage & failure of CFRP
• Goal is to simulate residual stresses of a carbon fiber composite material at the micro scale with realistic topology

• Generation of RVE with continuous fibers and layered microstructure
• Realistic RVE with stochastically distributed fibers
• CAD geometry of RVE to be used with external solvers

• The FE-­Simulation of laminate layers with inhomogeneous properties enables a detailed analysis of stress distribution and possible origins for different types of micro defect formation
• Highest stresses can be found at the fiber matrix interface
• Matrix areas between very close fibers are under higher load
• Fiber matrix interface between differently oriented laminate layers shows higher stresses

• Design of bigger turbine blades with low weight & high rotational inertia
• Optimal use of expensive high-­-end composite materials
• Flexible & realistic simulation approach to investigate design concepts

• Multi-scale analysis based on ANSYS Composite PrepPost™ model
• Describe GFRP and CFRP composites via a unique material modeling approach using the mean field homogenization on the microscopic scale in DIGIMAT
• Fiber description taking into account isotropic or transversely isotropic properties
• Systematic analysis of failure directly in the Epoxy and the fiber phases

• Failure indicators are in general much lower for carbon fiber than for glass fiber reinforcement Carbon fiber reinforced blade fails on different ply level compared to the glass fiber design
• The usage of a transversely isotropic description for the carbon fibers is critically important for a realistic simulation approach

• A manufacturer injection-molded plastic bows set the goal to produce the best bows for recreational archery on the market based on SOLVAY material
• A new and apparently improved design of the bow limbs showed a reduced fatigue lifetime as compared to an existing geometry
• The question arose whether the premature failure of the new design is directly connected to the change in the processing of the bow limbs

• Reverse engineering of an elasto-plastic DIGIMAT material model
• Computation of 1st principles stresses for preload and load cases based on fiber orientation data coming from Moldflow
• Life time prediction using a Haigh diagram
• Comparison between the two different designs for the bow limbs

• The lifetime in fatigue of the original design should be slightly longer than the new design
• The higher stress level for the new design could be connected to a higher local stiffness in the critical region in the bow limb
• The higher local stiffness could be explained by a “better” fiber orientation due to a change in the melt flow in the processing step (combination of two “converging” flows)

• Quick verification of results
• Shorter analysis time
• Ease of use

• Accurate Simulation
• Reliable Analysis
• Improved Design Process

• Patran to develop simulation model.
• Marc to simulate the nonlinear multiphysics phenomena that characterize electro-upsetting technologies.

• Achieve Best Cost/Performance Ratio
• Process Optimization

• Accurate FE Model Reproduction
• Reliable Analysis
• Improved Design Process

Regulators are continually increasing the performance standards required of automobile manufacturers. An example is FMVSS 105 and 121 which define the performance of braking systems and are intended to ensure safe braking performance under normal and emergency conditions for heavy trucks and trailers. A typical change in these regulations is to reduce the distance required to stop the truck under emergency conditions. This can be achieved by designing bigger, heavier, more expensive brakes. Ragnar Ledesma, Principal Engineer for Meritor, took a different approach by addressing the algorithms used to control anti-lock braking systems used in nearly all mediumand heavy-duty trucks.

The simulation showed the proposed control system brings the vehicle to a complete stop in less than 4 seconds in a stopping distance of 177 feet (54 meters), demonstrating a way to meet the requirements of a tougher regulation without major changes to braking hardware. The results show a nearly constant deceleration response at the driver seat as opposed to the cyclical response with conventional ABS braking. The explanation for the improved performance is explained by the simulation results. The wheel angular velocities and tire slip ratios do not fluctuate from their desired values; hence the new ABS control system can sustain maximum braking forces almost over the entire braking cycle.

• Leveraged Adams-Controls Integration to provide virtual testing of the new braking algorithms used in the ABS system
• Achieved a reduction in truck stopping distance by over 30% using current disc braking systems
• Evaluated the truck braking performance without many expensive prototypes iterations
• On-demand access to the Adams Controls module via the MSC One token licensing system

• TI Automotive now is able to run virtual tests without having to rely on the one in-house expert, which eliminates the previous bottleneck.
• TI reduced physical prototyping, and analysis time went from two weeks to four days per design. With less than a half hour of user effort, engineers are able to create a new design, run all of the simulations, and receive results.
• The new simulation capabilities have driven notable enterprise savings.
• The use of simulation has aslo brought gains to the top line, by demonstrating significant engineering expertise and competitiveness to end customers early in the sales cycle.