MSC Software Corporation

Using MSC Nastran and Actran – engineers at Avio were able to accurately predict the effect of noise vibrations on the structural integrity of its launchers.

Lacking a productive tool for taking advantage of hex mesh in product development missions, engineers reviewed and benchmarked MSC Apex versus their legacy workflow and tools, and found quite a few benefits from using the new workflow.

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

The aerospace industry is one of the most demanding industries in terms of quality and reliability. There is an enormous potential for the use of additive manufacturing as this technology gives the opportunity to create function-oriented part designs for a highly purpose-oriented geometry.

In a research project of the Direct Manufacturing Research Center in combination with an industrial partner, such a function-oriented component optimisation was developed using MSC Apex Generative Design. A fixture has been identified and selected for redesign which is installed less than 100 times per year. The previous design consists of a two-part assembly in which the individual components are milled from a solid aluminum block and then connected to each other by several rivets. This produces a correspondingly high amount of waste in the production process.

Tyvak considered and evaluated MSC Apex because of its “smart” nature, ease of use, and seamless compatibility with MSC Nastran. When utilizing MSC Apex for pre-/post-processing an FE model, engineers conveniently achieved firstrun- success in simulations.

The collector box ground cable retention feature was improved over the earlier design further for better performance. An economical and reliable feature was to be redesigned to meet the requirements of the intended retention force which ensures that the feature is always under pre-stressed condition. In the process of design modification of this existing feature, several parameters like length of the arm, width and thickness at the root, etc. were considered. The retention forces were estimated through a structural simulation using non-linear isotropic material properties (glass-filled Polybutylene Terephthalate material). The extracted retention force for this redesigned feature was found to be exceeding the intended force value which in turn caused the failure of the feature. However, the physical test results showed that the features were safe, and the retention forces measured were also in the acceptable range. Hence to understand the influence of fibre orientation in such glass-filled components; extended FEA studies were carried out using Digimat software.

Numerous cities around the world are facing changes in the way urban transportation is considered. The need for lower particle emissions and for a safer and quieter environment are key concepts shaping the future of mobility. Among sustainable transport system enablers, recent technological progresses in electric and autonomous vehicles are accelerating user adoption.

Designing electric and autonomous vehicles is a challenge for the NVH design and engineering teams that need to cope with increasing acoustic comfort expectations while dealing with new noise sources and structural designs.

For Scania, a world-leading provider of transport solutions, the acoustic comfort of drivers and passengers has always been of great importance in the design engineering process. Not only is a pleasant drive critical for buyers or commuters, but it also impacts health and productivity. Scania is focused on getting their vehicles up to speed with today’s acoustic expectations by addressing the level and quality of vehicle interior noise. The development of increasingly optimized NVH properties is supported by extensive testing and by the introduction of new methods based on vibroacoustic simulations. In this endeavor, the calculation team at Scania Bus decided to use the new capabilities of Actran Virtual SEA approach to assess the vibro-acoustic performances of their design at mid- and high frequencies.

Transfer prototyping into serial manufacturing. Using the example of a filigree blade geometry we consider the challenges of traditional manufacturing.

Generate variant diversity with the help of additive manufacturing. This technique helps you save time and money. Reach the first-time-right approach through simulation.

In a common innovation project called LightHinge+, EDAG Engineering, voestalpine Additive Manufacturing Center and Simufact Engineering jointly developed a new hood hinge. The project team used the extended possibilities of additive production in order to re-think the component, to re-construct it and subsequently to manufacture it additively. As a result, the new hinge was built with 50% weight reduction compared to the original part, and with the additional advantage to have nearly the entire pedestrian protection functionality integrated within one part. It takes fewer component parts and less assembly steps to build the new hood hinge.

The design was done supported by topology optimization, which finally led to a bionic-like extremely filigree and lightweight structure. Such parts can only be reasonably produced by utilization of AM technology.

The transportation industry is facing various new technological changes. Among them, the replacement of traditional internal combustion engines by electric powertrains makes new vehicles quieter. Still, new challenges in noise and vibration are rising, in particular during the design of electric motors. In order to develop efficient architectures meeting the expectations both in terms of performance and acoustic comfort, engineers need to access new methods and tools.

Motor design generally starts with the torque as the main purpose of an electric motor is to deliver the required torque at a given speed range. Then, the dimensions of the motor start becoming apparent and efficiency analysis, radial force analysis, structural analysis, and acoustic analysis enter the loop.

“Acoustics analysis should be part of the process and not applied at the end of it” explains Dr. Berker Bilgin, Research Program Manager and Chief Engineer of Canada Excellence Research Chair in Hybrid Powertrain program at McMaster University. If not, it will become difficult to reduce acoustic noise from the motor once the motor design is finalized. Electric motor noise is mainly due to the impact of electromagnetic radial forces (see Figure 1) that excite the stator structure.

By including Actran in their design process, McMaster researchers developed current control techniques to limit acoustic noise: “Without making any changes in the motor we can actually reduce the acoustic noise just by optimizing the current, because the radial forces are also related to stator excitation, and we experimentally verified drastic noise reduction in switch reluctance motors”, said Dr. Berker Bilgin.

The use of simulation tools has reduced significantly the cost of prototyping and allowed a more advanced analysis of the designed product. Another added value of simulation is of course the attention paid to details thanks to 3D acoustic modelling capabilities. In addition, Actran’s visualization capabilities offer a great possibility for students to train and dig deeper in their research.

In the future, CERC in Hybrid Powertrain team plan on working on how to modify the structural modes without affecting the torque performance of the motor, focusing on current controls of the motors, or modelling the damping ratio of the motor for accurate estimation and reduction of acoustic noise in electric motors.

One of the manufacturing processes in which Safran Additive Manufacturing is more specifically interested in, is the Laser Beam Melting (LBM) process. The simulation of this process aims at identifying issues associated with part distortion during the manufacturing process, as well as the potential risks of failure of the part and its supporting structure. Safran called on MSC Software, which offers a solution that uniquely covers the entire manufacturing process, from the initial melting step of the part to the completion of a final HIP treatment (Hot Isostatic Pressing), including all post-processing operations such as a stress-relaxation heat treatment, baseplate cutting and supports removal. This solution is Simufact Additive.

Safran Additive Manufacturing has taken full advantage of the added value of the Simufact Additive solution in order to secure the integration of the additive manufacturing processes into its “product-process” development processes, both upstream during product design and downstream for the production launch.

Safran Additive Manufacturing is now focusing on extending the use of the Simufact Additive solution to different types of parts and different grades of material, in order to improve the design process for additive manufacturing as a whole. MSC Software supports Safran Additive Manufacturing and the Group in achieving this objective through this solution that integrates into the global additive manufacturing value chain, ensuring a quality and open digital continuity.

The use of Simufact Additive has enabled us to save considerable time in production preparation thanks to the predictive nature of the software, which limits development by manufacturing iterations by using virtual development upstream, but also during the part design phase, by enabling us to anticipate the effects and limitations of the process at the product design level.

One of the added values of the Simufact Additive solution is that it allows us to bring together two activities: engineering and production. On the one hand, people from engineering who design parts with a strong focus on part performance in service, and, on the other hand, the methods office who master the industrial processes and its associated constraints. Simufact Additive is a solution well adapted to simultaneous engineering that facilitates dialogue between the different business activities involved in the same project. In addition, the software is easy to use, with an intuitive, business-oriented interface that allows for quick and easy appropriation/ownership.

At moderate to high speeds, the only external noises typically generated by electric vehicles are caused by wind resistance or tire noise. As a consequence, electric vehicles present a risk to pedestrians and cyclists, especially those who are visually or hearing impaired or listening to headphones.

Hyundai active pedestrian alerting system Regulations have been issued in both the United States and the European Union requiring that newly manufactured electric vehicles make an audible noise when traveling at low speeds. These regulations have differing requirements for the amplitude and frequency content of the warning sound.

The simulation results were validated by conducting a 1-volt sine sweep test for both the actual speaker and the simulations. As shown in the figure above, the spectral behavior of sound at 1 meter from the speaker predicted by simulation matches the physical measurements nearly perfectly.

By using Actran to optimize cavity and duct resonances, Hyundai engineers were able to design the speaker to handle low, mid and high frequencies as needed to meet both US and EU regulations while at the same time minimizing speaker size and power consumption. “The simulation results provided by Actran were much more comprehensive than information generated by physical testing, which helped Hyundai engineers quickly iterate to an optimized design in about half the time that would have been required using traditional build and test methods,” Lee said.

While Sheet Molded Compound (SMC) materials have been widely used in the automotive industry for some time, recently there has been a move to apply SMCs on more structurally demanding components. Though the material has long been considered quasi-isotropic with relative success, it has become apparent in industry that due to the complex manufacturing process, optimal structural design is not possible without considering the real anisotropic nature of the material.. With growing demand from the market, now is the time to leverage advanced SMC modeling capabilities targeting crash performance.

Static and crash FEA simulations can now attain an excellent level of accuracy in stiffness and can capture peak load and displacement trends for typical part load cases.

The inner seat part illustrates the proposed workflow from process simulation to structural application. The Digimat simulation achieves a much better fit with respect to test data for most load cases, including head impact (puncture) and provide a good indication of hot spot localizations.

Avoid additive manufacturing issues (distortion, residual stress) and establish a “right first time” manufacturing process.

Build process simulation helped Bosch to predict manufacturing issues and to find the right countermeasures to optimize the AM build process.

Zuura Formula Racing is a student team from the Vellore Institute of Technology in Chennai, India that participates regularly in the Formula SAE student competition organized across the globe by SAE Interna-tional.

For participating teams, the task at hand is to develop a small formula-style race car. Each student team designs, builds and tests a prototype based on a series of rules, aimed at ensuring on-track safety and promoting clever problem solving. The prototype is evaluated for its potential as a production item.

During the course of this project, one of the focus areas for the Zuura Formula Racing team was to ensure good suspension for their vehicle. To achieve this, they needed to ensure that the tires were as perpendicu-lar to the ground as possible to achieve maximum traction. The front geometry had to be designed such that it had a negative camber in jounce. This was an important factor in keeping the wheels perpendicular to the ground, and also to resist body roll.

The main target before the vehicle dynamics simulation engineer at Zuura Formula Racing was to improve the ride and handling of the vehicle by reducing yaw, pitch and roll rates.

The Zuura Formula Racing team used the Adams Car software from MSC Software. Adams Car allows students to design and simulate their FSAE vehicles to maximize their vehicle performance. With Adams Car, FSAE teams can quickly build and test their functional virtual prototypes of complete vehicles and vehicle subsystems. FSAE engineering teams can exercise their vehicle designs under various road condi-tions, performing the same tests they normally run in a test lab or on a test track, but in a fraction of time.