The Virtual Prototyping Magazine issue 40 | spring 2011
Powerful engineering software tools meet todayâ€™s marine industry challenges
Mazda Motor Corporation draws on PAM-CEM for its electronic control technology
ESIâ€™s first Expert Seminar on Composites declared a resounding success
ESI USER CONFERENCES UNDERLINE GROWING PRESENCE IN INDIA
ESI’s India Forum 2010 took place on November 26 in Pune and November 30 in Bangalore. The conferences provided attendees with an excellent opportunity to learn about new projects undertaken by ESI customers and highlighted the growing importance of End-to-End Virtual Prototyping and its substantial benefits. Designers, engineers, analysts and managers from different industries came together to share best practices, challenges and successes in
ESI India team present at the India Forum 2010
Virtual Prototyping. In addition, attendees were also able to get the inside track on ESI’s latest product features and associated benefits, as well as practical tips and tricks to get the most from their software.
ESI’s next user conferences on Virtual Prototyping will take place in May 2011 in South Korea and June 2011 in Italy.
Why attend an ESI User Conference?
By meeting my industry peers and ESI product experts at the 2010 ESI India Forum, I was able to exchange experiences, understand common challenges and learn about new ways to improve product development. With the growing
. Learn best practices, technical tips and new techniques from fellow ESI software users. . Interact and network: meet ESI Product Managers and Business Partners. . Gather information to share with your colleagues. . Stay up-to-date on ESI products.
importance of Virtual Prototyping, ESI User
Conferences are must attend events.
David Hudson, Head of NVH, TATA Motors Ltd.
isit: V w w w. e s i - g r o u p . c o m /e v e n t s
04 special report
• Powerful engineering software tools meet today’s marine
08 success stories
• Mazda Motor Corporation draws on PAM-CEM for its electronic control technology • EADS CASA ESPACIO implements VA One for spacecraft analysis • TATA MOTORS chooses PAM-STAMP 2G to manufacture a 3-ply steel/polymer sandwich oil sump • VZLÚ optimizes the development of composite rotor blades • AREVA makes a breakthrough in nuclear power plant simulation for optimal safety • Faurecia uses polyurethane foaming process simulation • Vdot™ helps Jacobs Technology quickly achieve AS9100 certification at NASA Michoud assembly facility • Leveraging simulation to put an end to conventional trialand-error testing • Tecnalia - Casting & Steelmaking Unit optimizes large cast iron castings with ProCAST
18 product news
• Casting Simulation Suite 2010 optimizes casting yield and
• PAM-RTM 2010 quickens process simulations for liquid
composites molding • Virtual Performance Solution 2010 enables multi-domain analysis • VA One 2010 provides advanced methods for response diagnosis • ESI releases Visual-Environment 6.5 for improved productivity and efficiency • ESI helps car manufacturers improve biofidelity for vehicle safety
• ESI’s first Expert Seminar on Composites declared a
resounding success • Save the date! • ESI receives recognition from Qualis Corporation • Financial news
esi talk is issued bi-annually by ESI Group Executive Editor: Amy de Rouvray Editor-in-Chief: Stuart Aitken - email@example.com ESI Group Marketing Parc d’Affaires SILIC 99, rue des Solets - BP 80112 94513 Rungis Cedex - FRANCE Tel: +33 (0) 1 41 73 58 00 - Fax: +33 (0) 1 46 87 72 02 www.esi-group.com - firstname.lastname@example.org Design: Agence TETRAKTYS ISSN 12105-1739 Print: RIVET PRESSE EDITION 24, rue Claude-Henri-Gorceix - 87022 Limoges Dépôt légal: Mars 2011 All PAM- and SYS- product names as well as other products belonging to ESI’s portfolio are tradenames or trademarks of ESI Group, except specified proprietary mention. All other trademarks are the property of their respective owners. All text and images included in the articles are the copyright of the companies presenting their applications and simulation tasks.
Paul Groenenboom Senior Physicist, ESI Group. Over the past decades, the marine industry has evolved and has progressively become more global and more industrial in its approach. It now faces many new challenges linked to the worldwide dimension the market has taken. The major requirements that boat and ship builders are faced with are strength and survivability, design for noise and vibration, durability, flush installation, and increasingly modern design. Manufacturers must therefore produce a continual stream of innovations that deliver greater comfort and higher performance to their wares while keeping prices competitive. With performance, reliability and even aesthetic design in mind, boat and ship builders are turning to advanced 3D modeling, visualization and simulation tools which enable them to design and develop a whole vessel in the pre-contract phase. In this issue, ESI is dedicating a special report to the marine industry and focuses on key tools and solutions that can help manufacturers optimize design, process and performance through composite materials modelling and thus aim for lighter, quieter, faster and safer vessels. In June 2010, ESI highlighted its growing involvement in the marine sector by sponsoring the renowned International Marine Conference - INNOV’SAIL 2010, in Lorient, France. In this particular conference, ESI focused on different aspects of yacht design and presented a technical paper entitled ‘Simulation-Based Design for High Performance Composite Sailing Boats’, providing engineers with knowledge and insight into how innovative design can increase performance. Partnering with ESI and adopting End-to-End Virtual Prototyping will help boat and ship builders overcome today’s challenges and provide them with powerful engineering software tools designed to simulate many types of manufacturing processes, product performance and fatigue resistance of vessels from navy ships and offshore platforms to leisure and high-tech sailing boats.
Photo credits: Olivari composite engineering, Azimut Yachts and the PEE, Universal Shipbuilding Corporation, Mazda, EADS CASA Espacio, ESA, Tata Motors, VZLÙ, AREVA, Intel, Faurecia, Qualis Corporation, JacobsTechnology, Tecnalia, TS Fundiciones, Fundiciones Urbina, Federación Española de Asociaciones de Fundidores, GIFA, istockphoto.com/technotr. G/RO/11.08-A
issue 40 | spring 2011
Powerful engineering software tools meet today’s marine industry challenges Innovative approaches in the design of highperformance composite sailing boats
Together with the aerospace industry, which is often quoted for its state-of-the-art technology and materials used, the marine sector is also an excellent field for experimentation with composite materials. For both aircraft and water craft, composite structures are subject to tremendous physical stress and vessels must operate in conditions that fluctuate considerably. Their architecture must therefore be designed to resist worst possible events. In the world of composites, technology transfers between industries are increasingly becoming a reality, and we have already seen that aerospace technologies can be successfully applied to ocean racing thanks to the use of high-performance composite materials.
In the yacht industry, composite materials are being used extensively from racing yachts to production yachts. Confidence in the design of the composite structures can be increased in several areas through the use of digital tools originally developed in the aerospace and automotive industries, and are now available in commercial software packages such as ESI’s Virtual Performance Solution. The improved design leads to cost reductions for production boats as well as a reduction in the risk for sailors onboard highly-optimized race boats.
Strength & survivability Strength and survivability of boats are two essential elements in boat design. Therefore, the cumulative effect that irregular and violent waves can have on boats is an essential consideration. Likewise, slamming of high speed vessels may be considered. In this regard, there is not only a need to reliably quantify the fluid-structure interaction between boat and waves in heavy seas, but also to complete the design and structural assessment of the boat, using the as-built shape and mechanical composition of the composite material sub-components as opposed to some idealized model.
ESI provides powerful engineering software tools designed to simulate many types of manufacturing processes, product performance and fatigue resistance. Applications can be found for all vessels types, including naval and offshore platforms and leisure and high-tech sailing boats.
For the in-service safety of a yacht, it is essential to predict the damage that may result from a one-off event such as encountering an extremely severe wave and then assess the subsequent survivability. Simulation of the strength, vulnerability and survivability of the boat as well as modeling the interaction of the boat with waves in heavy seas can be achieved via the Smoothed Particle Hydrodynamic (SPH) feature of ESI’s Virtual Performance Solution in which the SPH particles are used to describe water motion and the dynamic behaviour of the ocean swell.
Grand Soleil 50 Yacht – Wave pattern developed by the hull moving forward in calm water using the SPH feature. Courtesy: Olivari composite engineering
Forces on the foremost panel below the waterline for approaching waves of increasing magnitude, showing increasing force with wave height.
The combination of SPH with Finite Elements allows for an integrated solution of fluid-structure interaction. The validity and effectiveness of this approach has already been demonstrated for water entry of life boats, helicopters dropping on water and for the ditching of aircraft. In most situations it is sufficient to consider the structure as a rigid body for the fluid flow and conduct a separate stress analysis based on the hydrodynamic loads obtained from a preceding simulation for the rigid body interacting with the waves. In cases in which hydro-elastic effects may be relevant, fully coupled simulations involving deformable structures are feasible. When design loads are exceeded, human life is often at risk. Understanding the response of the structure beyond the design loads is therefore key to improving the survivability of a vessel, and thus making it safer. The use of SPH provides an effective tool for the evaluation of commercial and naval vessels in non-steady events such as rogue waves, breaking waves or large swells. In the ship building industry, real small-scale experiments tend to be inaccurate and full-scale physical tests are very costly and difficult to represent. With virtual prototyping many benefits are gained as the usual limitations encountered in conventional evaluations are eliminated since everything is modeled full-size and there is no scale effect.
To reiterate, ESI’s Virtual Performance Solution is a simulation tool that may be used to assess the performance and safety of marine vessels under a variety of conditions. As a practical example, in 2002, Ocean Racing Sailing Trimarans - the ‘Formula Ones’ of the ocean - were caught in severe waves. To preserve the boats, the skippers reduced speed, but a number of these vessels still suffered structural failure because the design margins after damage were not well established. Using the SPH technique such conditions can be simulated, providing an extremely useful, predictive tool that allows design teams to anticipate such circumstances and evaluate best courses of action should they arise..
Ocean racing sailing trimaran. Courtesy: Olivari composite engineering
Encountering a wave on the trimaran is easily visualised
Composites infusion process In the Marine industry, environmental concerns about the emission of Volatile Organic Compounds (VOCs) from traditional ‘open mold’ manufacturing methods and the need to improve part quality and process, has stimulated the use of infusion processes. However, defining the infusion process parameters such as gate locations, the resin flow rate and temperature remains a challenge. In response, ESI’s PAM-RTM 2010 software provides ship builders with a quick and easy method to determine and optimize the process parameters before any physical trials take place. With PAM-RTM, shipyards can switch smoothly from ‘open’ to ‘closed’ mold manufacturing processes or master their existing ‘closed mold’ processes. Confidence in the boat’s safety is also increased through draping analysis and resin infusion simulation which enables a reliable prediction of the as-built material properties. As a result of using an end-to-end virtual prototyping solution all the way from manufacturing to the severe event simulation, ship builders can produce designs that will have a greater damage threshold and consequently increased survivability for the sailor and boat in extreme conditions.
issue 40 | spring 2011
Resin infusion of a boat shell with PAM-RTM. Courtesy: Azimut Yachts and the PPE
Building Statistical Energy Analysis (SEA) predictive models to support vibro-acoustics ship design In the past, the ship industry has used empirical models extensively to predict vibro-acoustic responses aboard ships. However, empirical approaches offer little flexibility and are limited to known construction types and materials. Nowadays, ships are getting larger and use more sophisticated material such as composites; hence the need for simulation. Finite Element (FE) methods are commonly used for low frequency and Statistical Energy Analysis (SEA) for high frequency. SEA is a method for predicting vibration transmission in dynamical systems made of coupled acoustic cavities and structural parts. It is well-suited for the analysis of high frequency with a high number of modes. For instance, new super yachts are built using new materials and are stiff, lightweight structures with complex geometry. They exhibit a higher power to weight ratio, higher specification trim and tighter noise specifications from demanding customers. SEA models require the creation of thousands of subsystems, which can be a very tedious task if not automated. With ESI’s VA One software for the simulation of the response of vibro-acoustic systems across the full frequency range, the creation of thousands of subsystems needed to build a proper yacht SEA model can be automated. In addition, ESI’s global engineering services team is available to customize the software to meet specific design and analysis processes. “Working in close collaboration with our VA One users helps us provide customized model building strategies that save time and money” commented Denis Blanchet, Engineering Services Manager for Vibro-acoustics in Germany. “We can also provide guidance on how to model specific vibro-acoustic problems and provide solutions that enable our users to successfully predict the vibro-acoustic performance of a ship early enough to be able to influence the insulation package design.” VA One can also couple FE and SEA into a single model. FE is then used to model hull stiff panels and engine foundation. The superstructure, where more modes are present, is modeled in SEA. This unique approach, when combined with water loading and underwater radiation, can accurately predict structureborne noise. The International Maritime Organization (IMO), the United Nations specialized agency responsible for the safety and security of shipping and the prevention of marine pollution by ships, puts particular emphasis on the need to address ways to minimize the incidental introduction of noise from commercial shipping operations into the marine environment to reduce potential adverse impacts on marine life. Through ESI’s vibro-acoustics software, a diagnosis of potential noise and vibration problems during the development process, across the full frequency spectrum can be achieved, allowing ship builders to account for noise and vibration right at the design stage. This means eliminating costly delays or panic driven test-based solutions.
Top to bottom: Full FE, FE/SEA Coupled, Full SEA
Left: SEA plates (gray) and cavities (light blue), Right: Predicted velocity on SEA plates and SPL on SEA cavities
3 questions for… Katsunori Shimazaki and Shinichi Hirakawa from the Structural Engineering Laboratory of Technical Research Center at Universal Shipbuilding Corporation. Universal Shipbuilding Corporation is a Japanese shipbuilder which specializes in tankers, bulk carriers and is the only company in Japan that possesses the ability to build icebreakers such as Shirase, the Antarctic observation/transportation ship. Universal Shipbuilding Corporation uses ESI’s VA One software for analyzing inboard noise and underwater radiated sound.
louder, the engine room can be further away from the residential compartments. Noise levels can be substantially mitigated by simply inserting a few walls in the intevening space. In other words, we can control noise levels using ‘just the standard measures’. With special small boats (for example, a 68-meter tug and supply vessel), however, the distance between the engine room and residential compartments is less and standard measures are not applicable. Innovation is required to devise other forms of noise control measures. Noise control is also difficult in icebreaking bulk carriers. Icebreaking bulk carriers are vessels that break ice while navigating in the arctic seas. Icebreaking bulk carriers require more horse power than normal bulk carriers as they need to break ice along the way. This makes the engine noise louder accordingly, and therefore, noise control becomes more critical than in normal bulk carriers. Lastly, the important point to remember is that it is not accepted to leave the noise level high on special small boats and icebreaking bulk carriers even if it is too challenging to come up with measures. The IMO standards demand that noise levels of small special boats and icebreaking bulk carriers are controlled to a similar level to those of other vessels.”
One of the largest means of transportation on earth: Malacca type VLCC ISUZUGAWA. 333m long and a loading weight of approx. 300,000 tons.
What are the fundamental challenging aspects in regard to noise control aboard ships? “Ships are simply large. For example, there are ships such as the Malacca type tanker which extends to a length of 333 meters. This is equivalent to the length of the Tokyo tower turned on its side, and one of the largest means of transportation. Because this huge bulk of iron is manoeuvred only with the revolutions of propellers, the engine is accordingly massive. Although ships are the only means of transportation which allow people to enter the engine room while running, it is virtually impossible to carry on a conversation near the engine. The use of earplugs is mandatory when working, and the number of work hours per shift is also restricted. It is somewhat challenging to control this noise. In order to meet the noise standards of the International Maritime Organization (IMO), the hull structure and the positioning of the engine room and residential compartments etc. must all be decided appropriately.”
So does this mean it is more difficult to control the acoustics of larger ships than smaller ones? “No, it is just the opposite; controlling the acoustics of smaller ships is more difficult. For instance, controlling the noise level in a 70-meter ship is more difficult than in a 333-meter tanker. While it is true that the engine of a large ship is proportionally bigger and the noise of the engine is accordingly
issue 40 | spring 2011
You have been using ESI’s VA One software to perform Vibro-Acoustic simulations for over 10 years. How would you evaluate the software? “I believe the following are the advantages of VA One: Credibility of analysis - When reporting analysis results at academic meetings, it is easy for the audience to approve the credibility of analysis reports if VA One is used because VA One is a reputable tool. In contrast, one would have to start his/her presentation by “proving the credibility of analysis results” if a home-grown program is used as a tool instead. Ability to respond quickly to new material or structural design - Even when acoustic analysis of a new unknown substance or new material is required, VA One can be used to resolve such challenges by asking ESI to add a macro or to customize the software. We had difficult times back when we were using our own home-grown software for analysis, because we had to develop it in order to meet new requirements. Now, it is effortless as the version of VA One gets upgraded periodically, allowing us to deal with new substances or new materials.”
Find out more: www.esi-group.com/va-one v isit Universal Shipbuilding website: www.u-zosen.co.jp
Mazda Motor Corporation draws on PAM-CEM for its electronic control technology Mazda Electronic Testing and Research Group is reducing its development lead times thanks to virtual prototyping. In recent years, the importance of electronic control technology has been growing in the automotive industry. Indeed, remote keyless entry and radar-based side collision warning systems are now basic features of high end automotive vehicles that can feature about one hundred microprocessors with a total cost exceeding the price of the steel used to build the car. The Electronic Testing and Research Group, part of the Mazda Motor Corporation Electronic Development Division, handles the Research & Development of all electrical components used in Mazda vehicles and is thus responsible for the entire electronic control technology. The division started using electromagnetic simulation on a large scale in around 2002 first using simple tools to analyze the electromagnetic field distribution of single components. Two years later, Mazda Motor Corporation expressed the need to simulate the electromagnetic field of the entire vehicle, and thus decided to introduce more advanced analytical tools such as PAM-CEM.
PAM-CEM Simulation Suite in the field of Computational Electromagnetics addresses realistic models in their early “electromagnetic” design stage by combining the Finite-Difference Time-Domain (FDTD) method with dedicated techniques in Cable Network Management. Using the FDTD method instead of the Method of Moments meant that, even in large-scale simulations involving a high number of different components, Mazda Motor Corporation was able to cope with a large volume of computation in a short period of time. They discovered other important benefits of using PAM-CEM, such as its automatic mesh generation to reduce the number of man hours required for a simulation and the flexibility of ESI’s response to detailed requirements. Today Mazda Motor Corporation makes extensive use of PAM-CEM electromagnetic simulation technology for radar-based side collision warning and keyless entry systems, which are both difficult to simulate and measure. The
Electromagnetic bumper design for optimized RADAR performances
two main reasons for design of entry systems being especially difficult are that the direction the driver will approach the vehicle remains unknown and that the frequency used in keyless entry systems is not perfectly compatible with a car’s dimensions.
The introduc tion of PAM-CEM has allowed u s to co n d u c t ve r y precise electromagnetic wave simulations. We b e l i eve e le c t ro n i c control systems will be increasingly important in the development of the
cars of the future.
Yasushi Hamada, Manager of the Electronic Testing and Research Group at MAZDA Motor Corporation The value of PAM-CEM to the Electronic Testing and Research Group is virtual prototyping which helps to reduce its development lead times. In the past it was common for car manufacturers to take up to five years to successfully design a car while today at Mazda one model is created in a period of eighteen months, thanks to the manufacturing of a unique prototype, in which all defects are identified at the design stage prior to the manufacturing process.
“The Electronic Testing and Research Group intends to continue improving Mazda Motor Corporation skills to contribute to the creation
of better cars through electromagnetic control and I am convinced that ESI will continue to provide outstanding simulation products
and technical support for our initiatives,” said Marie Tsurunaga, from Mazda Engineering & Technology Co. Ltd., Vehicle Testing Division, Electronic Testing and Research Group.
ABOUT MAZDA MOTOR C O R P O R AT I O N Mazda Motor Corporation, headquartered in Japan, is a manufacturer of passenger cars and commercial vehicles. Mazda Engineering & Technology Co. Ltd. is a fully owned subsidiary of Mazda Motor Corporation.
Electromagnetic fields getting more complex with the frequency (distribution from 3 MHz up to 3 GHz)
PAM-CEM Simulation Suite 2010 for full virtual testing PAM-CEM Simulation Suite helps ESI customers analyze and design within a continuously expanding spectrum by addressing realistic models in their early ‘electromagnetic’ design stage thanks to unique coupling capabilities that allow multi-scale phenomena to be assessed in the middle and high frequency ranges. End-users thus benefit from PAM-CEM’s ability to handle fully-equipped 3D models, featuring on-board complex antennas as well as sophisticated cable networks. The 2010 version includes several key enhancements of significant benefits for industrial users, among which there are two major enhancements of special interest to the Automotive and Marine sectors.
Near radiated fields of an antenna on a navy cruiser
Near radiated fields for automotive RADAR
High frequency electromagnetics for large ships
PAM-CEM Simulation Suite 2010 offers direct
An additional technology for high frequen-
access to the complete electromagnetic envi-
cy simulation named PAM-CEM/HF is avail-
ronment, beyond the usual computational area,
able. Thus relying on the Physical Theory of
taking into account additional reflecting vehicles
Diffraction (PTD), combining Physical Optics and
and/or obstacles with very thin paint bumper
Equivalent Edge Currents and dealing with aero-
coatings that can interfere with automotive
nautic RADAR applications or Antenna Radiation
on-board large-sized naval ships.
issue 40 | spring 2011
“Together with Visual-CEM 6.5 and the forthcoming Special Version that presents some new capabilities such as 3D/3D coupling for advanced source modeling, PAM-CEM Simulation Suite 2010 is clearly user-oriented and targets industrial modeling,” said Jean-Claude Kedzia, PAM-CEM Product Manager at ESI Group. f or more information: www.esi-group.com/electromagnetics
EADS CASA ESPACIO implements VA One for spacecraft analysis EADS CASA Espacio improves its productivity and expands its analysis capabilities to cover the entire frequency range. Manufacturers of space equipment are urged to design advanced composite satellite structures that are not only lightweight but which can also withstand the harsh acoustic environments encountered during launch. EADS CASA ESPACIO, integrated within EADS Astrium is widely recognized as a leader in the design and manufacture of advanced composite structures for space applications. The company has been performing vibro-acoustic analysis for over twenty years as it is key to the design of satellite structures as well as the derivation of qualification levels for equipment within satellite structures. Coupled Finite Element (FE) and Boundary Element (BE) methods were only introduced in 1995 when EADS CASA ESPACIO started to look for ways to further improve their low frequency analysis methods and, in particular, their productivity. Two years ago, they introduced VA One for coupled FE and BE Analysis. Through the use of VA One, they reduced the standard vibro-acoustic design cycle time by 50%. The time required to set up the model and to post-process results was also reduced. Because of the ease-of-use of the software and through established in-house analysis procedures and training, a structural engineer with only one year’s experience can use the software without the need for any dedicated support. EADS CASA ESPACIO recently acquired responsibility as the prime contractor for complete satellite systems, and has therefore needed to expand its analysis capabilities to include the definition of random loads for the qualification
of equipment. This loading mainly arises from the acoustic environment up to a frequency of 2kHz and cannot be addressed using low frequency methods alone. By using the Statistical Energy Analysis (SEA) functionality within VA One, EADS CASA ESPACIO was able to expand their analysis capabilities to include the qualification of environments for equipment. The Hybrid FE-SEA functionality within VA One has also been successfully used to analyze large models of complete satellites at mid-frequencies.
VA One model of spacecraft © EADS CASA ESPACIO
VA One meets all of our current requirements for vibro-acoustic analysis of spacecraft, antenna reflectors and equipment across
frenquency range. The software provides valuable analytical predictions that we have validated against
Mr. José Luis Riobóo, Head of Engineering Organization, EADS CASA ESPACIO
Acoustic testing of a satellite structure © ESA
A B O U T E A D S C A S A E S PA C I O EADS CASA ESPACIO develops and produces integrated and qualified space systems, instruments and subsystems for launchers and satellites. The company is widely recognized as a leader in the design and manufacture of advanced composite structures for space applications.
www.eads.com f or more information: www.esi-group.com/va-one
TATA MOTORS chooses PAM-STAMP 2G to manufacture a 3-ply steel/polymer sandwich oil sump This resulted in a marked reduction in prototyping time and significant gains in time-to-market.
Based on a Noise-Vibration-Harshness (NVH) study showing that maximum engine noise comes from the oil sump, TATA MOTORS, India’s largest automotive company, decided to implement ‘Silent Steel’ in the new engine oil sumps for upcoming vehicle platforms to reduce noise. ‘Silent Steel’ is a three-ply sandwich material in which two sheets of steel are held together by a layer of polymer. Changing the material to the layered silent steel also meant completely redesigning the part, changing the shape of the oil sump and adopting new stamping tools. The initial sump design, as conceived by the Product Designer, needed to be prototyped for validation. To validate the prototype, TATA MOTORS faced 2 main challenges: . Firstly, while the techniques used for prototyping were providing fairly accurate product geometry, they were not representative of the stamping process. . Secondly, as constraints from the vehicle environment were building up due to the progress of vehicle development from tooling and from the material itself, over 25 different geometry modifications were needed before reaching a satisfactory final design that was good enough to be tried out physically with silent material. Virtual prototyping proved to be the solution. Indeed, TATA MOTORS relied on PAM-STAMP 2G, a complete, integrated, scalable and streamlined Sheet Metal Forming Suite covering the entire tooling process including quotation and die design with formability and try-out validation, springback prediction and correction, to
issue 40 | spring 2011
validate each design evolution until a defectfree solution was reached. Using PAM-STAMP 2G resulted in obtaining first physical prototypes that continued model results.
in the product development phase. Indeed, TATA MOTORS developed such a confidence in virtual simulation that digital validation was subsequently considered sufficient to release physical manufacturing.
With simulation solutions such as PAM-STAMP 2G, simple and easy-to-manufacture part design proves very costeffective and without compromise in terms of quality. The constructive and positive team effort leads to unique cost-effective solutions that could have been discarded as unfeasible without the synergized effort of Tooling and
Brian D’ Cruz, Program Manager, Tata Technologies
PAM-STAMP 2G allowed TATA MOTORS to benefit from an early resolution of various
PAM-STAMP 2G virtual prototype and 1st physical prototype
A B O U T TATA M O T O R S With over 4 million Tata vehicles on the roads in India, Tata Motors is the country’s market leader in commercial vehicles and among the top three in passenger vehicles. It is also the world’s fourth largest truck manufacturer and the second largest bus manufacturer.
manufacturing and vehicle-level constraints leading to a marked reduction in prototyping
time and significant reduction in time-to-market. These achievements kindled a very high faith in virtual prototyping abilities, opening
f or more information: www.esi-group.com/sheet-metal-forming
the path for more daring designs much earlier
VZLÚ optimizes the development of composite rotor blades Using PAM-RTM simulation software to perform the infusion process of rotor blades, VZLÚ engineers were able to optimize the mold design before its production and prevent defective molds. VZLÚ, the Czech Aeronautical Research and Test Institute, is committed to always better understanding process parameters and providing solutions capable of saving their clients time and resources. An efficient approach to meeting such goals is to avoid the production of defective molds by using virtual prototyping. VZLÚ uses a chain of simulation software that covers the complete design and development, testing and certification, as well as production loop in the field of composite materials. Using composite materials in the aeronautics industry, especially for rotor blades, is one of the most effective ways to reduce weight and thus energy consumption and also to minimize noise emissions and vibrations. Liquid Composites Molding (LCM) processes are well adapted to the production of composites blades which generate high-quality components without autoclave. To design the production mold, optimize resin distribution channels, material consumption, and other process parameters specifications, VZLÚ chose PAM-RTM, ESI infusion software which has become a key part of the chain for infusion simulation of dry reinforcements. PAM-RTM is thus used for R&D projects related to composite aircraft propellers and similar rotors. Some of the projects help their clients replace autoclave composite technologies with infusion processes that are low cost and more flexible, enabling a variety of materials and new design opportunities. “There are several reasons why VZLÚ selected PAM-RTM. Firstly, the product fitted well with the software and data chain used by our institute and covered most of the infusion composite technologies of our interest. Secondly, the support provided
by the local ESI representative was very valuable to a research institute such as ourselves,” said Vilém Pompe, Head of R&D Composites Department, VZLÚ.
PAM-RTM helps improve t h e p ro b a b i l i t y o f a
Flow front evolution during infusion process Resin - dry perform
problem free infusion process of the first part p ro d u ce d . I t i s ve r y effective for rectifying imperfections of infusion discovered during the
Vilém Pompe, Head of R&D Composites Department, VZLÚ
PAM-RTM allows VZLÚ engineers to optimize the mold design before its production and to adjust process parameters, such as mold and matrix tempering, viscosity influences, gel time considerations, and so on, before any physical trials. New molds are therefore designed in less time at lower cost, and production cost and time of prototypes and test specimens are reduced. Thanks to PAM-RTM, autoclave technology is no longer needed, and VZLU engineers make higher-quality, lighter and more reliable blades.
Production of the first blade prototype. Dry reinforcement in the mold before matrix infusion (RTM process)
ABOUT VZLÚ Aeronautical Research and Test Institute (VZLÚ) is a national centre for research, development and testing in aeronautics and space in the Czech Republic. The major multidisciplinary fields of VZLÚ include: aerodynamics, structure strength and durability, material and corrosion engineering, composite materials and technologies, and accredited testing. In the field of product development, VZLÚ is focused on rotor blades, industrial fans, aircraft engines and satellite equipment.
www.vzlu.cz f or more information: www.esi-group.com/composites
AREVA makes a breakthrough in nuclear power plant simulation for optimal safety The combination of ESI’s multiphysics simulation software and Intel hardware has enabled AREVA to implement the industry’s fastest supercomputer and at the same time attain much improved safety levels with enhanced productivity. Safety is a fundamental requirement for nuclear power. As a global leader, AREVA constantly devotes significant efforts to improving the accuracy of its simulation methods, to extend their domain of applicability and to develop associated software
This super HPC node delivers the necessary
packages used to enhance the safety level of its
compute power, large
memory capacity and
AREVA has recently implemented a new compu-
tational method for the upper internals of nuclear reactors, with the help of ESI’s SYSTUS multiphysics
performance to solve big
simulation software running on Intel’s newest HPC
server. Indeed, benefiting from both ESI’s high value added services and Intel assistance, AREVA took advantage of the newest and fastest Intel® Xeon® 7500 series-
Mr. Laurent Duhem, Software Engineer, EMEA High Performance Computing, Intel
based server to carry out huge computations of the upper internals, a major component in reactor pressure vessel internals. “Some High-Performance Computing (HPC) workloads rely on large data sets and complex calculations that are not easily distributed across large numbers of smaller servers. Intel® Xeon® processor 7500 series-based servers and their large shared memory capabilities are ideal for these demanding applications,” said Mr. Laurent Duhem, Software Engineer, EMEA High Performance Computing, Intel.
The collaborative implementation of this solution, strengthened by ESI assistance, turned out particularly helpful for AREVA to improve the efficiency of simulations for very large three-dimensional upper internals. In operation, the upper internals maintain axially the fuel assemblies in their correct position and provide guidance to the control rod, thus contributing to the core reactivity control and core cooling by the primary coolant in all circum-
stances. Like any other NPP part and component, upper internals must comply with strict criteria and operating conditions. Enhancements to SYSTUS solvers combined with fast and powerful Intel hardware enabled the simulation of nuclear component models 10 times larger than previously and 4 times faster, with greater precision. AREVA recognizes the unmatched computing performances and reliability of SYSTUS for the design, analysis and components assessment in compliance with nuclear regulations. They are now implementing this new method for the computation of complete components such as the reactor vessel, primary circuit pumps to steam generators. In addition, other applications are currently tested by AREVA with the support of ESI and Intel, such as shot peening simulation.
A B O U T A R E VA A world leader in the energy sector, AREVA is an international group, with a commercial presence in more than 100 countries. Since 2001, when the group was founded, AREVA has continued profitable growth. Its 75,000 employees work daily to make the group a jewel of the nuclear and renewable energies industry. www.areva.com
Large model of reactor vessel’s upper internals from AREVA. (Simulation case using unrealistic loads) Courtesy: AREVA
issue 40 | spring 2011
f or more information: www.esi-group.com/energy-power
Faurecia uses polyurethane foaming process simulation By optimizing its foaming process design with ProCAST, Faurecia now benefits from lower material consumption and scrap rates, thus reducing mold manufacturing time and costs.
To keep its leading position, Faurecia, the fifth largest automotive equipment supplier in the world, always strives to develop top class automotive instrument panels. One of its latest projects has been to add polyurethane foaming simulation to its simulation capability in order to reduce its development process time and cost for middle/high range cars and to improve the level of perceived quality in term of touch, softness and aspect.
We use ProCAST and its dedicated Visual-CAST environment to simulate
Foamed Door Panel
t h e fo a m i n g p ro ce ss
Foamed Instrument Panel
for instrument panels
Acoustic Packages Foamed Seat
Foaming process applied to interior automotive. Faurecia relied on ProCAST from the start of the project. Indeed, Faurecia engineers used ESI’s Finite Element solution for casting process simulation and its dedicated Visual-CAST environment to define the requirements to model the instrument panel and then to perform the simulation of the polyurethane foam process. The simulation took into account the material expansion and change in viscosity due to foam polymerization, and thus allowed Faurecia engineers to identify critical areas earlier in the development process. Identifying critical areas enabled engineers to modify the geometry of the instrument panel mold accordingly, validate it and specify injection parameters before building tools for the actual production. Thanks to this process, engineers were able to anticipate potential parts rejection by car makers. Offering alternative solutions to avoid or reduce the effect, before tools are built
and production is started, allowed Faurecia to save on cost and time during the development process.
the geometry for a better shape before launching the tools and starting production,” said Eric Michau, Global CAE Manager, Interior Systems, Faurecia. As a next step, Faurecia wants to include more physical effects in its material models in order to evaluate the global part performance. Software development is also needed to expand process simulation capabilities. ESI will work closely with Faurecia to move forward and achieve the implementation and validation of these new application targets.
intended for middle/high range cars. It brings a real competitive advantage: we can guarantee our OEM customers a better product in shorter time while fulfilling their
Jean-Jacques Pesce, CAE Innovation Manager, Interior Systems, Faurecia
Final stage of instrument panel foaming process (incomplete filling) Courtesy: Faurecia
A B O U T FA U R E C I A
The new foaming process validated with ProCAST has created a significant competitive advantage for Faurecia which is the first Tier One automotive supplier worldwide to master this complex foaming process with simulation.
Faurecia is the world’s fifth leading automotive equipment supplier with four key Business Groups: Automotive Seating, Emissions Control Technologies, Interior Systems and Automotive Exteriors.
“Using simulation is very useful because it gives a general overview of the foaming process: the filling of the mold, the distribution of the foam and its expansion. It allows us to make decisions earlier in the development process by adapting
www.faurecia.com f or more information: www.esi-group.com/casting
Vdot™ helps Jacobs Technology quickly achieve AS9100 certification at NASA Michoud assembly facility In July 2009, after winning the Maintenance Services and Facilities Operations Contract (MSFOC) at NASA’s Michoud Assembly Facility (MAF), Jacobs Technology quickly began the challenging task of managing this historic facility, its equipment and its processes. Jacobs uses Vdot™ from ESI as a key element in their efforts to improve and better execute MAF processes and projects. NASA challenged the Jacobs team, including ESI and Qualis Corp., to improve the processes at MAF and also the management and execution of those processes. To that end the team has worked diligently to attain AS9100 certification as quickly as possible. AS9100 is the aerospace model for quality assurance in design, development, production, installation and servicing. It builds upon the ISO 9001:2000 standard incorporating the additional requirements necessary to address both civil and military aviation and aerospace needs worldwide. As noted in the August issue of the “Michoud Messenger,” the MAF team enjoyed a very successful initial Audit. The team’s process work with Vdot™ was cited as one of four “Strong Points” in the AS9100 Audit Report - a “Strong Point” being the highest level finding in these audits for its capability to identify the process and link customer requirements to the organisation’s documents. “Most organizations take at least two years to achieve this … Achieving AS9100 certification in one year, starting from ground zero, is gold standard,” declared Joe Costa, Mission Assurance Director at MAF. One of the ways the Jacobs team uses Vdot™ is to ensure timely completion of critical Data Requirements Documents (DRDs). These pro-
issue 40 | spring 2011
vide NASA with up-to-date status information on the performance of the MAF facility
Lab Operations Sub-process
and the MSFOC team. Vdot™ ensures that the right people have access to the right data at the right time, and provides visibility into these time critical processes. Vdot™ also helps manage work order processes and data collection for the MAF laboratory operations organization. With Vdot™ the lab
Lab Operations Task
operations group has been able to streamline and standardize their processes, turning what used to be a very labor intensive, paper-based
Laboratory work order process in Vdot™
system into an automated environment where lab technicians, their managers and their customers enjoy instant access, prioritized tasking, and status visibility for every job.
A B O U T J ACO B S T E C H N O LO GY
management systems require you to change
Jacobs Technology is the advanced technology division of Jacobs Engineering, one of the United States’ largest engineering and technical services-only companies.
your business to fit their
software. Vdot™ is very
A B O U T Q U A L I S C O R P.
versatile and allows us
the way we determine is
Qualis Corporation is a high technology business providing technical services in the areas of engineering analysis, design, testing, and support services to both commercial and Government customers.
to quickly model and execute our processes
Cheryl Redmon, MAF Manager Laboratory Operations
f or more information: www.esi-group.com/vdot
Leveraging simulation to put an end to conventional trial-and-error testing A Swiss foundry successfully used ProCAST to improve productivity by reducing the production cycle time as well as removing air entrapment and part distortions. A Swiss foundry deemed that the production cycle of the die casting heat sink component (Fig. 1) was too long compared to other cast parts of similar weight and size. More disturbing was the fact that cast parts sporadically remained stuck to the fixed die half, instead of being withdrawn with the movable die. This led to time-consuming interruptions of production and eventually, lower production rates. ProCAST was successfully used to diagnose this situation and to quantify the potential improvements.
Fig. 2: Temperature distribution of the die halves at different time steps in the course of the spraying phase of the 15th cycle
demonstrated that the spraying phase was efficient at the thermal point of view only for the first 30 seconds. 20 seconds could potentially be saved on a total cycle time of 70 seconds.
Fig. 3: Filling patterns in front view and in cut view at different time steps. The black arrow represents the ray of curvature (R) of the gating system. The dotted white line highlights the undesirable spinning of metal flow in the gate
Filling and distortion analysis Fig. 1: ‘Heat sink’ component
Cycling analysis Cycling analysis first enabled the Swiss foundry to examine the number of cycles needed to reach the steady state. Thermal gradients between the surface of the die, hit by molten metal during the injection, and the core of the die, influenced by the local cooling and heating channels, account for stresses, resulting in possible premature failure of the dies. Hence the need for simulation to assess these gradients and adjust the thermal control. Special attention was also paid to the spraying sequence, which was disproportionate to the other time intervals, and caused excessive cooling down of the surface temperature of the die halves. Simulation results confirmed this observation (Fig. 2). Indeed, patterns of temperature distribution during the spraying phase in the dies at two different time steps of a given cycle (t = 50 sec and t = 70 sec) were very similar. This
A critical point when designing the gating system for the casting was the ray of curvature of the elbow joining the main runner to the cavity’s gate. Simulation results clearly showed the undesirable spinning of metal flow in the gate prior to entering the part’s cavity if a non-optimized radius of curvature was combined with an inadequate timing of the first phase. Risky areas due to air entrapment inside the lamellas could be highlighted by simulations, fitting outstandingly the sample parts that exhibited visible defects in the tips of the lamellas (Fig. 3). Distortion analyses predicted sizeable displacements of one of the corners of the cast part, after ejection from the movable die half, combined with a twisting effect. Casting simulation with ProCAST provided reliable indications for design optimization and quality control (Fig. 4). One of the main challenges for a die designer is to achieve the gating system right the first run. Casting simulation helps estimate the effect of the different relevant technical parameters, thereby avoiding potential problems in production.
Fig. 4: Simulated deformations compared with a real cast part placed on its bench test. The shaded contour depicts the non-deformed part. The hand is indicating where the machine press has to apply the pressure on the part to eliminate the distortions
for more information: www.esi-group.com/casting
Tecnalia - Casting & Steelmaking Unit optimizes large cast iron castings with ProCAST Tecnalia benefits from enhanced process capability understanding and casting process optimization, thus reducing physical trials and matching customer requirements. Cast irons are important industrial materials offering design engineers unique combinations of high strength, wear resistance, ductility and toughness. They can exhibit a wide range of properties obtained through the microstructure control. Tecnalia - Casting & Steelmaking Unit, a Spanish Casting Research Center, decided to standardize the quality of its large-size cast iron castings to meet customer requirements by accurately predicting and optimizing their microstructure, mechanical properties and porosity formation. Shrinkage porosity is a solidification defect which happens in almost all metal alloys as they contract when cooling from the pouring temperature to the solidus. Cast iron alloys solidification presents a more complex behavior, since the dissolved carbon partly precipitates as graphite with a lower density than the base iron. Graphite formation is thus associated with a volume increase and can result in an uneven micro-structural density which would alter the cast iron’s desired properties. Advanced simulation can be used to understand the shrinkage behavior of cast iron during solidification. Tecnalia thus selected ProCAST’s comprehensive micromodel providing accurate microstructural information as well as mechanical properties, such as yield strength, tensile strength, elongation and hardness. Microstructure formation during the solidification of alloys is a very important factor for the control of the properties and quality of casting products. To obtain microstructure predictions, ProCAST couples thermodynamic calculations (from
issue 40 | spring 2011
CompuTherm® databases) with micromodels and macro-scale thermal and fluid flow calculations. Tecnalia applied this methodology to a 12T wind turbine frame in high tenacity ductile iron EN GJS 400 18LT and compared the predictions of microstructure mechanical and porosity with experimental results. The comparison proved to be in good agreement and simulation results were thus used to predict the final mechanical properties.
other types of analysis possible, particularly related to the adjustment of the metallurgical quality level using the inoculation parameters in simulation,” said Dr. Antton Meléndez Arranz, Metallurgist, Tecnalia.
The simulation provides information on the proportion of ferrite and pearlite, as well as nodule count, and provides insight into the mechanical state of the as-cast part.
ProCAST recent developments prove to be excellent for predicting the microstructure and the basic mechanical properties
of casting materials.
Dr. Antton Meléndez Arranz, Metallurgist at Tecnalia “In addition, ProCAST solves one of the main complex phenomena in cast iron solidification i.e. graphite expansion. Using the microstructure module, the simulation of local graphite expansion is possible with a sensitively higher accuracy for shrinkage defects prediction. The microstructure
Good correlation between simulation and real part
ABOUT TECNALIA Tecnalia - Casting & Steelmaking Unit is a research center located in Donostia/San Sebastián, Spain. It is a specific business unit of Tecnalia Corporation (1,600 people, 8 centers and €140M turnover) specialized in casting, area in which it has been working for over 45 years. www.tecnalia.es f or more information: www.esi-group.com/casting
module opens a new line of possibilities and makes
Casting Simulation Suite 2010 optimizes casting yield and quality Over the years ESI has developed a set of applica-
module, the simulation of local graphite expansion is
tions for the foundry industry to optimize processes
possible with a sensitively higher accuracy for shrink-
and to improve part quality. ESI’s Casting Simulation
age defects prediction. The microstructure module
Suite (including ProCAST & QuikCAST) allows pre-
opens up a new line of possibilities and makes other
dictive evaluations of the entire casting process.
types of analyses possible, particularly in relation to
In the new 2010 version, ESI enhances micro modeling by allowing the prediction of the microstructure
metallurgical quality level adjustments, according to the inoculation parameters in simulation.”
and assessment of the consequent mechanical prop-
Version 2010 also includes enhancements in gas
erties of ferrous and non-ferrous alloy, both as cast
porosity predictions, pin squeeze, air entrainment
and after-heat treatment. This major breakthrough
and thermal modulus, as well as a new optimization
has led to the precise selection of heat treatment
module allowing several simulations of the same
parameters in order to obtain the required prop-
process to run automatically.
erties for Austempered Ductile Iron (ADI) components. Using this capability, ADI can be engineered to have properties superior to commonly used alloys, such as steel, as it is lighter and stronger.
“When you have the right tool in your hands, you can easily get quick and optimal solutions aris-
ADI treatment: austempering involves the nucleation and growth of acicular ferrite within austenite, where carbon is rejected into the austenite. The resulting microstructure of acicular ferrite in carbonenriched austenite is called ausferrite. Consistent control of times and temperatures throughout the entire process provides a final high strength-toweight material for automotive components such as crankshafts. Image courtesy of ACTech.
ing from extremely complex problems in superalloy foundries. ESI’s software has the potential to
Dr. Antton Meléndez Arranz, Metallurgist at
do this,” declared Ciro Caramiello, PhD - Process
Tecnalia, commented “Using the microstructure
Modelling at EMA Rolls-Royce.
for more information: www.esi-group.com/casting
PAM-RTM 2010 quickens process simulations for liquid composites molding PAM-RTM 2010 is part of ESI’s Composites Simulation
est level of accuracy, enabling LCM simulation for
“Introducing 3D RTM composite materials for flex-
Suite of dedicated industrial software for the design,
very large parts, for complex geometries requiring a
seal cowls led to materials and assembly cost savings.
performance and manufacturing simulation of
detailed mesh and for thick parts in which the non-
Together with the PPE, using PAM-RTM simulations,
composite components. The 2010 release of PAM-
uniformity of the resin flow through the thickness
we successfully designed optimized RTM processes
RTM includes a high performance solver enabling
cannot be neglected. PAM-RTM 2010 is a unique
accounting for the specific reinforcements injected.
Distributed Memory Processing (DMP) computa-
and powerful tool dedicated to industries - includ-
These flex-seal cowls are now in use on the nozzle
tions for Liquid Composites Molding (LCM) process
ing the wind energy and aeronautic sectors - that
of the VEGA P80 Motor.”
simulation. It covers a wide range of manufacturing
manufacture complex or high-dimensioned Liquid
processes based on LCM, helping process engineers
Composites Molded components.
and designers to quickly and efficiently evaluate manufacturing strategies and optimize process parameters regardless of component size.
“Snecma Propulsion Solid (Safran Group) designs, develops and produces solid rocket motors and composite materials for defense, space, aeronau-
Thanks to the DMP solver capability and an opti-
tics, and industry applications. Recently, we showed
mized graphical interface, components using mil-
at an RTM conference organized by the PPE (Pôle
lions of elements (shells as well as solids) are now
de Plasturgie de l’Est) some of our achievements
treated and, more importantly, simulations can be
in the development of flex-seal cowls,” said
completed in a matter of hours. PAM-RTM 2010
Martine Dauchier, R&D Phenolic Ablative Materials
addresses industrial time constrains with the high-
Engineer, Snecma Propulsion Solide, SAFRAN Group.
Wind blade resin infusion with PAM-RTM 2010 for more information: www.esi-group.com/pam-rtm
Virtual Performance Solution 2010 enables multi-domain analysis Increased product diversification, shortened development times and reduced costs are the biggest challenges that industry faces today. ESI’s Virtual Performance Solution - scalable simulation software for multi-domain virtual product testing - addresses these challenges by enabling the management of complex simulation scenarios, while balancing functional requirements. Version 2010 of ESI’s Virtual Performance Solution offers a unique multi-stage capability, enabling multi-domain analysis with a single core model. This enables significant reductions in complexity when dealing with multiple solvers and workflow processes. “With Virtual Performance Solution, we use one single core model of a vehicle bonnet to perform stiffness analysis and pedestrian protection analysis,” declared Eberhard Keim, CAE Department Manager at EDAG Ingolstadt. “Two simulation models for vibro
different load cases are no longer needed. Using a single core model allows us to perform faster design changes, giving us a competitive advan-
Thanks to such concurrent engineering, CAE engineers can benefit much more directly from Virtual Prototyping and Virtual Testing.
tage. Furthermore, the calculation with the Implicit module is two times faster and uses less memory than what we used before.” Version 2010 spans crash, impact and occupant safety analysis, motion and dynamics, strength and thermal analysis as well as Noise, Vibration and Harshness (NVH) analysis; all within a single package. NVH is new in Version 2010, allowing engineers to go beyond crash and safety analysis and solve linear harmonics, transient structural and interior acoustic
Visualizing Virtual Performance Solution results in the Visual-Viewer dedicated environment.
problems in parallel. This new, powerful feature enables engineers to obtain more reliable and accurate results, to clearly measure the structure’s deformation - as required by EuroNCAP - and to cover a
for more information: www.esi-group.com/virtual-performancesolution
wider range of applications seamlessly.
VA One provides advanced methods for diagnosing noise and vibration
VA One is a complete solution for simulating noise
combination of Finite Element, Boundary Element,
the loudness of Buzz, Squeak and Rattle (BSR) events
and vibration across the full frequency range and
Poroelastic Element and SEA subsystems in a model.
and a new Aero-Vibro-Acoustics module for detailed
seamlessly combines Finite Elements, Boundary
This new functionality is ideal for diagnosing damped
modeling of flow and impact noise using time
Elements, and Statistical Energy Analysis (SEA) in a
resonances, particularly in open systems or for sys-
domain data from CFD, Explicit FE codes and test.
single model. The VA One 2010 release includes over
tems that contain foam and fiber noise control
80 major enhancements and is focused on improved
methods for response diagnosis.
The Fast Multilevel Multipole Boundary Element
Diagnosing the response of a system is an impor-
(FMM BEM) solver has also been significantly
tant step in a vibro-acoustic analysis that can pro-
enhanced and now covers a wider kD range and
vide physical insights and help guide the design of
includes both direct and indirect formulations.
various counter measures. The VA One 2010 release
“At VTT we provide high-end technology solutions
simplifies this process. In particular, the SEA module
and innovation services that enhance our custom-
includes functionality for automatic identification of
ers’ competitiveness,” said Jukka Tanttari, Senior
dominant transmission paths, along with sensitivity
Research Scientist at VTT. “VA One is a standard tool
analysis for quickly determining the key parameters
in our analysis process and helps us diagnose and
that control the response.
improve vibro-acoustic performance.”
The VA One 2010 release also includes functionality
The latest VA One 2010.5 release will be shipping
for calculating complex or coupled modes for any
shortly and includes new functionality for modeling
issue 40 | spring 2011
VA One model of sound radiated by vehicle horn at 2kHz (using Indirect Fast Multipole BEM analysis)
f or more information: www.esi-group.com/vibro-acoustics
ESI releases Visual-Environment 6.5 for improved productivity and efficiency Visual-Environment offers a flexible and open engineering framework within a common platform for applications and interfaces, addressing simulation domains simultaneously or on a stand-alone basis. Along with an optimized workspace, VisualEnvironment 6.5 includes general performance enhancements and notable updates to existing applications, all aimed at increasing productivity and efficiency. Examples include a generic and consistent entity selection procedure to improve usability within the selection wizard, as well as optimal layer management in the Visual-Viewer application, which enables the study of multiple models in one window. This latest release of Visual-Environment also incorporates enhancements to three applications: Visual-CEM for computational electromagnetic (CEM) simulations, Visual-
Composite Materials for composite structure manufacturing and Visual-Weld for welding and heat treatment simulations. In a special release, Visual-Environment 6.6 is being simultaneously made available with version 6.5 for selected ESI customers. In version 6.6 the setup of Noise, Vibration and Harshness (NVH) simulations ranging from Structural Transfer Functions and Point Mobility Analysis to full Vehicle Interior Acoustics with road excitation, is possible. The 6.6 edition provides advanced tools to visualize acoustic coupling, to create structural panels, as well as for process automation for setting up NVH and Interior Acoustics models. “Our customers are our coaches and their constant feedback has been instrumental in guid-
ing us forward,” said Anitha Nanjundaswamy Rao, Platform Product Manager at ESI Group. “With this latest release of VisualEnvironment, ESI comes closer to delivering to its customers an integrated platform for End-to-End Virtual Prototyping.”
NVH-Interior Acoustics module in Visual-Environment f or more information: www.esi-group.com/visual-environment
ESI helps car manufacturers improve biofidelity for vehicle safety Based on the positive experience of high-quality dummy model developments within the German Association for Research on Automobile Technology (FAT), five German car manufacturers representing the Partnerships for Dummy Technology and Biomechanics (PDB) and software vendors including ESI, worked together to develop a high-quality WorldSID 50th Finite Element (FE) model − a new advanced worldwide accepted dummy of improved biofidelity to assess the injury risk to vehicle occupants in side impacts.
perform a single crash test. In contrast the virtual counterpart of a dummy model allows for the completion of dozens of virtual crash tests per day.
The requirement of a validated and high-quality FE model, such as the WorldSID 50th, stems from the constant need for vehicle manufacturers to reduce costs and save time. Indeed, dummy models are key for vehicle manufacturers as they are the measuring tool of a car’s overall quality. Physical dummies are expensive and it typically requires 6 to 7 hours to
ESI first contributed to the improvement of the simulation model to allow the release of the first official industrial version of the WorldSID 50th FE model. While the first R&D version (V1.5) already provided good results in all investigated load cases from more than 200 tests, the current industrial version (V2.0) benefits from a number of enhancements,
including new features of ESI’s solution for crash and safety simulation (Virtual Performance Solution version 2010).
“During the project, the collaboration between Audi and ESI was excellent,” Björn Hohage, Occupant Simulation, Side Impact, AUDI AG. “I had the opportunity to test, early in the development process, the latest enhancements of the new WorldSID 50th FE model developed by ESI engineers, and to provide them with feedback to improve it. This new dummy model is now ready to be used at an industrial level.”
World SID 50th dummy deformation mode under loading in a barrier test f or more information: www.esi-group.com/crash-impact-safety
e h t t i s i v e m o C J36 1 1 l l a H n i h t boo
The first Expert Seminar on Composites declared a resounding success ESI’s first Expert Seminar on Composites, a two-day course on composites modeling, took place on October 4 and 5, 2010 in Bordeaux, France. The seminar offered attendees a variety of lectures about the contribution of multi-domain simulation to advanced composite parts development. By discussing new market trends and with the latest state-of-the-art technology for composites simulation presented, participants from more than 14 companies and academic institutions, in 7 different countries, were able to brainstorm and exchange ideas about the future enhancements needed in composites simulation. “The effort to bring together experts from the composite community was both remarkable and necessary,” declared Mr. HG Prasad, Lead Engineer, Process design at LM Wind Power. “Irrespective of the software product, the challenges faced in the industry are the same, and solutions do exist in various parts of the community. Until now, we were just missing a platform to
share these good practices, which is what ESI achieved by bringing in experts to share their solutions.” The overall feedback on the seminar was very positive, with 100% of attendees feeling that their expectations in terms of presentation quality and content were either fully satisfied or overachieved. 100% of the participants expressed interest in attending the next Expert Seminar on Composites in 2011 and over 70% in attending other ESI Expert Seminars relevant to their business. Dr. Patrick de Luca, Composites Solution Manager at ESI Group commented “With a diverse range of thought-provoking presentations, this seminar turned out to be a great place for networking and discussions. ESI will continue to host other Expert Seminars to encourage the integration of new industrial methodologies into the development of composite materials.”
Learn about other ESI expert course opportunities at: www.esi-group.com/expert-seminars
Save the date! Welding Simulation of High Integrity Structures
COMSTAR - Computational Materials Science Training and Research Project Dissemination Event
Apr 4-8 , 2011
13 International Industry Exhibitions Under One Roof
Apr 5-8 , 2011
Industrie Lyon 2011
All Industries Exhibition
Apr 6-7 , 2011
International Workshop on Thermal Forming and Welding Distortion
Apr 12, 2011
SAE World Congress 2011
Automotive and Transportation World Congress
Apr 13, 2011
CFD & Multiphysics Seminar
Workshop on Multiphysics
Eindhoven, The Netherlands
Apr 12-14, 2011
Conference on Composite Applications, Processes and Best Practices
Apr 19-20, 2011
Microwave & Radio Electronics
21st International Conference Radioelektronika 2011
Apr 19-20, 2011
Automotive CAE Grand Challenge
Annual Conference on Virtual Vehicle Development
Expert Seminar on Four Basic Meshless Simulation Methods: SPM, FPM, NEM and DEM
ESI Italy Forum
Italian User Forum on End-to-End Virtual Prototyping
Mar 31, 2011
Jun 11, 2011
ESI receives recognition Financial news from Qualis Corporation Revenue for Q3 up +15.5% Following his keynote address at ESI Global Forum 2010, Roger Herdy, Program Manager for Qualis Corporation supporting the NASA Marshall Space Flight Center, presented a commemorative plaque of the International Space Station to Alain de Rouvray, ESI Group’s Chairman and CEO, recognizing the importance of ESI software to the success of the Space Station Program.
Revenue for first 9 months of 2010/11 fiscal year up +9.5% Revenue for the third quarter of fiscal year 2010/11 totaled 16.0 million Euros, reflecting a purely organic growth of +15.5% in current currency rates and +6.2% at constant foreign exchange rates. The growth in Licenses activity further accelerated, up +23.5% and +12.2% by volume, with revenue totaling 10.6 million Euros. This was driven on the one hand by a +19.6% increase in the installed base to 6.4 million Euros with a high repeat business rate of 89.2%, and also by a surge in New Business, which jumped by +59.2% to 2.9 million Euros. Pursuing the trend observed since the start of the year, Services activity remained relatively stable, increasing by +2.7% in current currencies to 5.4 million Euros but down -3.6% by volume.
Left: Alain de Rouvray; and right: Roger Herdy Qualis develops systems specifically designed to control the working environment biosphere for spacecrafts. This capability includes life support for operations requiring man-in-the-loop test and evaluation of pre-flight and flight hardware. The complexity and diversity of NASA’s advanced technologies revealed the need not only to get individual simulation answers right, but also to efficiently execute NASA best practices across distributed teams. Vdot™, ESI’s Integrated Platform for Project Planning, Execution and Management, follows Lean Six Sigma principles and offers an intuitive user interface turning static, paper-based processes into active, electronic processes that can be deployed, executed, managed and verified as well as continuously improved. “Vdot™ was invaluable in managing a development project with a very distributed engineering team, spread across several disciplines and tools,” declared Roger Herdy, Program Manager for Qualis Corporation. “We have indeed been able to quickly define a great variety of processes at NASA, which now is evaluating Vdot™ as the tool for the future.”
9-months revenue Benefiting from the good 3rd quarter performance, global activity for the first nine months of the year recorded an increase of +9.5% in current currency rates and +3.5% at constant foreign exchange rates. License revenue increased by +14.3% over the first nine months of the year, whereas, Services revenue remained stable (+0.7%). New Business recorded buoyant growth, totaling 7.6 million Euros (+41.7%), whilst recurrent installed base growth (+8.3%) resulted in a repeat business rate of 86.9% for Licenses over the first nine months of the year, compared to 76.9.% over the same period last year. The evolution in the geographical split in revenues reflects the increasing success of the solutions marketed by ESI Group in Asia, which now represents 43.5% of the first 9-months activity, increasing by +23.4% over the period (+11.2% by volume). Alain de Rouvray, ESI Group’s Chairman and CEO declared “ESI has recorded a good third quarter for fiscal year 2010/11 pursuing the trends observed since the second quarter of the fiscal year. Beyond a sustained growth in the Licenses installed base, amplified by positive foreign exchange rate effects, we are particularly satisfied with the buoyant
Alain de Rouvray, ESI Group’s Chairman and CEO, added “It clearly demonstrates how a world leading organization can achieve a quantum leap in productivity from better compliance to best practices in flexible workflow and process management. Vdot™ is the right tool to use to foster innovative projects in any industrial sector, not only in aerospace. ESI’s own use of Vdot™ is growing substantially to support its Virtual Prototyping solutions, especially for R&D and Engineering Services projects.”
increase in New Business. Indeed, the acceleration in New License sales shows the increasing appeal of our solutions, which is an essential factor for increasing the competitiveness of manufacturing industries. We are confident that our growth will continue throughout the fourth quarter, which remains our most important quarter due to the strong seasonality effect of our Licensing revenues.”
f or more information, please visit: www.esi-group.com/vdot
issue 40 | spring 2011
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ESI's Virtual Prototyping magazine – spring issue