Professional Documents
Culture Documents
Magzine Ansys PDF
Magzine Ansys PDF
10
Fast-Charging
Battery Development
15
Cleaning Up
34
DALLARA’S DRIVING SIMULATOR Driven to Success
W
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ansys-advantage@ansys.com success through innovation.
AN AUTOMOTIVE RENAISSANCE
In its 125-year history, the auto industry has
never seen such a period of rapid, exponential
change. Virtual engineering is the answer
to staying apace.
By Josh Fredberg, Vice President of Marketing, ANSYS, Inc.
I
t’s rare when everyone agrees that the time is right to re-invent foundational physics and software code that underlie
products and technologies in a given industry. But today, that’s the challenge the performance of the entire vehicle.
the global automotive sector faces. The race is on to develop a new generation Furthermore, ANSYS is working on
of fuels, power technologies and vehicle designs that will reduce lifetime costs, solving specific next-generation engi-
safeguard the environment and meet stringent regulations. The prize is finan- neering problems with a wide range of
cial success, but the winners may rise to the status of industry pioneers like industry leaders. For example, ANSYS is
Henry Ford and Karl Benz, who radically transformed transportation. collaborating with General Motors and
Today’s renaissance pioneers are grappling with greater technical complexity than the U.S. Department of Energy to opti-
early engineers ever could have imagined. As vehicles become increasingly electronic, mize electric-vehicle batteries for
engineers must take a systems-level approach that considers not only how a specific com- increased performance, safety and life
ponent — such as a new powertrain — will perform, but also its impact on other compo- span. Using real-world examples from
nents. For example, will thermal heat transfer from the powertrain negatively impact the TRW Automotive, ANSYS addressed the
electronics that control mission-critical airbags and collision-avoidance systems? complex problem of brake squeal, devel-
oping a groundbreaking method to com-
pute sliding contacts between brake
In the race to innovate, simulation enables pads and discs. And ANSYS developed a
10 15 26
FEATURES
6 18 31
BEST PRACTICES HPC FUEL EFFICIENCY
10 THOUGHT LEADER
ELECTRIC VEHICLES
22 Driven to Success
DRIVE UNIT
Andrea Pontremoli, CEO and General
Fast-Charging Battery Playing It Cool Manager of Dallara Automobili, discusses
the importance of simulation and innovation
Development CFD simulation of drive unit cooling
in the global automotive industry.
Multiphysics simulation tools power helps to improve reliability.
the modeling of thermal management
26
in advanced lithium-ion battery systems
for electric vehicles.
BEST PRACTICES
15 Mistake-Proof Simulation
ENGINE PERFORMANCE Design of experiments helps to create
more robust products by accounting for
Cleaning Up noncompliance with design specifications.
Magneti Marelli reduces engine emissions
and improves fuel efficiency by modeling
the complete engine cycle.
SIMULATION@WORK DEPARTMENTS
38 49
BICYCLING ANALYSIS TOOLS
By Sandeep Sovani
Manager of Global Automotive Strategy, ANSYS, Inc.
CFD simulations that use a computa- at a new generation of products that meet simulations across 16 computers, with 32
tional mesh of 50 million cells for sim- the diverse needs of consumers, envi- cores, General Motors reduced its overall
ulating each design point, in a total ronmental groups and government reg- solution time by a factor of 16 — from
elapsed time of 50 hours after initial ulators. Particularly for the new smart 72 hours to just 4.5 hours.
case setup. Partnerships with processing cars of the future, designers must ensure ANSYS software is designed to be
leaders, such as Intel, have helped ANSYS that computer chips, circuit boards and easy and intuitive to use, enabling
to bring this kind of speed and power to antennas interact reliably with such crit- the democratization of auto engineer-
auto engineers around the world. ical components as brake and steering ing, as more diverse employee teams
ANSYS multiphysics technologies systems — ensuring product integrity and work toward a common goal. Software
span the breadth of automotive engineer- passenger safety. features such as engineering knowl-
ing challenges — from the chip level to edge management and the industry-
an entire system, such as a sophisticated GREATER PRODUCTIVITY standard ANSYS Workbench platform
electric powertrain. Automotive design Perhaps more than in any other indus- enable automotive teams — including
encompasses fluid dynamics, structural try, automotive engineers are racing OEMs and multi-tier suppliers — to
mechanics, electromagnetics and ther- toward the future of their product lines. collaborate in a powerful manner,
mal transfer; ANSYS delivers technology Engineering simulation is helping organ- sharing workflows and simulation data.
leadership in each of these individual izations to amplify their resources and As user needs in the auto industry
physics. Furthermore, and perhaps more win the race — by making rapid progress (and other sectors) have become more
critical, ANSYS solutions support the at a lower overall investment. complex, ANSYS has responded by mak-
systems-level approach that will help Another article in this issue details ing significant R&D investments that
automotive designers meet the aggressive how General Motors doubled the pro- allow engineers to arrive at faster, higher
timetable established for truly re-inventing ductivity of its engineering team work- fidelity, more accurate results with-
cars, trucks and other vehicles. ing on an electric vehicle traction motor, out increasing their human resources
Only by looking at vehicles as con- combining an HPC environment with and other product development costs.
nected systems — instead of as isolated the power of ANSYS electromagnetic Product integrity can still be assured,
components — can auto designers arrive field simulation software. By performing even as companies slash the engineering
Friction-induced squeal in automotive brakes is an increasing source of customer complaints. An integrated approach to brake squeal prediction
incorporates bidirectional computer-aided design (CAD) connectivity, automated meshing and connectivity, flexibility to use a linear and/or a
nonlinear solver, parametric and sensitivity studies, and a wide range of graphical outputs. This method substantially reduces setup time, correlates
well with physical testing, maintains in-sync models with production and the supply chain, and makes it possible to automatically evaluate a large
number of design alternatives to quickly identify the optimal design.
Aerodynamics development is all about trade-offs. Typically, R&D teams analyze up to 500 different vehicle shape variants in the time available for
aerodynamics development. The analysis results shed considerable light on the impact of styling choices on aerodynamics performance, but they do
not come close to achieving the potential of simulation to identify the best possible design that meets the various constraints and trade-offs involved
in the project. A new approach, the 50:50:50 method, simulates 50 design points with high-fidelity CFD simulations that use a computational mesh
of 50 million cells for each design point in a total elapsed time of 50 hours after baseline problem setup. By enabling full exploration of a large
design space, the technique can lead to more informed trade-offs and choices in the early stage of the development process.
cycle time to arrive at revolutionary new this into account, structures can distrib- References
designs before the rest of the industry. ute loads that lead to significant — and Hebbes, M. Breakthrough in Brake Squeal
even catastrophic — consequences. A Prediction Helps to Eliminate Noise Problems
WINNING THE RACE manager at John Deere developed a new Early in Design Process. White paper,
In this issue of ANSYS Advantage, we approach to structural analysis that con- ansys.com/Resource+Library, 2012.
showcase still other automotive leaders siders the effects of weld noncompliance.
who are leveraging the power of simu- Dallara Automobili is known for its Khondge, A.; Sovani, S. Scaling New Heights in
lation to amplify their resources, turbo- accomplishments on the race track, but Aerodynamics Optimization: The 50:50:50 Method.
charge their product design efforts, make a significant portion of its business is White paper, ansys.com/Resource+Library, 2012.
products safer, and contribute to saving through its consultancy practice. CEO
the planet. and General Manager Andrea Pontremoli Smith, B. 16X Speedup in ANSYS Maxwell DSO on
In the hybrid electric vehicle sec- discusses the role that engineering 32-Core High-Performance Compute Farm Doubles
tor, General Motors has enlisted a team simulation plays in fostering innova- Traction Motor Design Productivity at General Motors.
(which includes ANSYS) to develop com- tion, staying competitive and reducing White paper, ansys.com/Resource+Library, 2012.
mercial battery software tools, expecting prototyping.
to accelerate development of next-genera- These companies, and other ANSYS ANSYS Making Electric Vehicle Batteries
tion cars. With funding from the National customers in the auto industry, are More Practical and Efficient. Press release,
Renewable Energy Laboratory, the proj- leading the way to the next generation anss.client.shareholder.com/releases.cfm, 2012.
ect is focused on breaking the industry’s of automotive design. There is no doubt
expensive and time-consuming process of that the results of our customers’ inno-
design−build−test−break for prototyping vative engineering efforts will be visible
and manufacturing lithium-ion batteries. on highways and in off-road applications
Complex structures, such as vehicles, within the next few years, serving as an
are never 100 percent compliant in the example of what can be accomplished
real world. When a design does not take through innovative engineering.
Fast-
Charging
Battery
Development
Multiphysics simulation
tools power the modeling
of thermal management
in advanced lithium-ion
battery systems for
electric vehicles.
© GM CORP.
W
hen the electrically pow- in recent years. With concern about emis- National Renewable Energy Laboratory
ered “horseless carriage” sions and the volatile price of gasoline, (NREL). In response to its own urgent
of William Morrison, a Des electric vehicles are again emerging as a demand for this technology as well as to
Moines, Iowa, chemist and inventor, was viable transportation option, and the U.S. the CAEBAT program championed by DOE/
brought to widespread attention at the Department of Energy (DOE) is helping to NREL, General Motors has assembled a
1893 Chicago World’s fair, it proved to sponsor innovative research to support project team composed of GM researchers
be hugely influential in early automo- the technology. One of the goals of DOE’s and engineers, ANSYS software develop-
tive history. Capitalizing on the new age Vehicle Technologies Program for hybrid ers, and the staff of ESim LLC.
of electricity that was being introduced, electric systems is to, by 2014, reduce The GM CAEBAT project has two main
electric-drive vehicles powered by the production cost of high-power batter- tasks: cell-level and pack-level design
lead-acid storage batteries rose to mar- ies 70 percent from 2009 costs. In addi- tools development. In partnership with
ket prominence over the next decade. tion, to encourage widespread adoption NREL, the project team is working to
Thousands of these vehicles were used of electric vehicles, the industry must identify end-user needs and establish
to carry passengers around cities in reduce the cost of high-energy batter- requirements, integrate and enhance
North America and Europe. However, ies by a factor of three in the next sev- existing submodels, and perform experi-
limitations of the battery technology eral years. The use of battery simulation mental testing to validate the tools. In a
combined with lack of recharging infra- tools to design batteries and predict their third task, the team is creating interfaces
structure ultimately led to waning popu- performance is one of the strategies for to enable these new tools to interact with
larity by the early 1910s. hitting these targets. other current and future battery models.
Over the past century though, battery- To accelerate the production of safe,
specific energy (watt-hours/kilogram) reliable, high-performance and long- BATTERY CELL MODEL
has improved dramatically, with lithium- lasting lithium-ion battery packs, the The objective of the cell-level modeling
ion systems becoming the most popular automotive industry requires simulation tool is to predict multiphysics responses
Illustration of the different scales that must be considered during battery system simulation, including electrode layers that comprise a cell
and cell modules that comprise the pack.
© GM CORP.
influence
perature fluctuations. In a battery pack, ing from -40 C to 50 C (-40 F to 122 F)
heating and cooling can create uneven and to minimize the temperature differ-
overall cell
temperature distribution, which in turn ence in cells. Lithium-ion batteries oper-
leads to electrically unbalanced modules, ate best at temperatures between 25 C
performance.
thus lowering performance and short- and 35 C (77 F to 95 F), which is currently
ening battery life. For optimal operating difficult or expensive to maintain over
conditions, temperature variations need the wide range of environments expected
to be minimized across each cell and during normal vehicle operation. Active
between cells. If the temperature is too cooling and heating of the battery pack
low, the power/energy output is reduced; is a challenge due to constraints on cost,
if too high, cell life is limited. power, weight and volume. Design solu-
The proposed cell-level model will tions include heat sinks, air jet impinge-
provide a seamless connection among ment, micro-channel cooling, heat pipes,
electrochemical, thermal and structural immersion cooling and spray cooling, so
responses. The model will demonstrate a simulation tool is needed for trade-off
to engineers how their design changes design studies.
influence overall cell performance — At present, though, these concept
that is, thermal, electric power, capac- evaluations and the resulting bat-
ity, safety, state of charge and life — and tery life predictions are based on very
internal imbalance within the cell due time-consuming hardware build-and-
to spatial variations of current density test iterations — a process that could
and temperature. One-dimensional be streamlined by using effective pack-
electrode-scale models have proven use- level simulation. The fastest way to cre-
ful to understand the physics — such as ate common cell and pack geometries for
electrochemical kinetics, lithium diffu- analysis is to use existing CAD models.
sion and transport, and charge conser- For the team’s CAEBAT effort, the geom-
vation and transport — but a 3-D model etry interfaces capability within ANSYS
is needed for realistic cell geometry that Workbench is unsurpassed, and the
Contours of velocity on mid-plane of a 20-cell includes cell-level performance. The proj- software’s replication and parts-library
module. In this example, water is being used ect team is collaborating with NREL for functions will be helpful when geome-
as a coolant for the module, flowing in through the scale coupling between 1-D electrode- try and properties information must be
the top channel and out the bottom channel. scale models with the 3-D cell model. input manually. The proposed approach
Battery service life represents one is based on the Workbench platform and
of the greatest uncertainties in the can handle complex 3-D geometry of
of battery cells.
model validation process developed
by the National Institute of Statistical
Sciences (NISS). GM will generate the
test database for physical verification
of the nominal heat source model as
CONCLUSION
Simulation tools are essential for devel-
oping the next generation of battery
cells and packs for electric-drive vehi-
cles. At the pack level, the state of the
art will be significantly advanced by
using innovative ROMs, derived and
calibrated from the cell-level models
and carefully validated through experi-
ment. The project team is incorporating
the latest advances in battery model-
ing research with software tools that
are unsurpassed in their ease of use and
workflow automation for robust design
optimization. With a strong plan for rapid
deployment to the industry, these proj-
ect results will help to accomplish the
ultimate goal of accelerating the pace of
battery innovation and development for
future electric-drive vehicles. Advances in cosimulation and reduced-order model technologies will be options for systems
simulation to guide pack design.
CLEANING
UP
Magneti Marelli reduces engine
emissions and improves fuel
efficiency by modeling the
complete engine cycle.
I
n 2009, the European Union rati- the performance of existing engines run- complex, and obtaining accurate results
fied the Renewable Energy Directive ning on biofuels. An Italian–Brazilian requires an appropriate simulation tool
(RED), which requires that 10 per- Magneti Marelli team is working with and engineering expertise. Increasingly
cent of motor vehicles run on renewable the support of ANSYS to use 3-D compu- complex control systems make it more
energy by 2020. Biofuels consisting tational fluid dynamics (CFD) to simu- difficult than ever to predict in-cylinder
of ethanol or an ethanol blend are one late the complex operation of an internal mixture formation, combustion and
of the most practical renewal fuels for combustion engine (ICE) to evaluate emission in these engines. Acceptable
motor vehicles. In Brazil, the use of many virtual prototypes in the time that resolution of the engine flow and com-
biofuel is already common; but most would be required to build a single phys- bustion requires large hybrid meshes for
current vehicle engines do not deliver ical prototype. each configuration with associated com-
optimal performance, fuel economy or puting overheads. Once the analysis has
exhaust emissions with biofuels. ADVANCED CFD TECHNOLOGY been set up, it takes many hours or days
Magneti Marelli, a leading supplier FOR PORT FUEL INJECTION of computing to solve the model and eval-
of automotive components and systems ENGINES USING BIOFUELS uate the results. The results include large
around the world, is working to develop Simulation of an internal combustion data sets that require considerable time
fuel injection systems that will improve engine analysis is time consuming and and effort to evaluate and then generate
Fluid dynamics can be used to model fuel injection — the most important element of engine modeling. Images illustrate simulation at different
stages of the engine evolution: exhaust and intake valves both open (left); intake valve open (center); both exhaust and intake valves closed
(right) with combustion.
ANSYS Workbench
environment
allows Magneti
Marelli engineers
to automatically
investigate
multiple parametric
design
variations.
Charging
Simulation
with HPC
A 16x speedup on a compute farm delivers time and cost savings
in the design of traction motors for HEVs and EVs.
O The ability
ptimizing the design of trac- TRACTION MOTOR DESIGN
tion motors that are used to CHALLENGE
drive electric vehicles (EVs) Electric vehicles and hybrid electric vehi- to evaluate
and hybrid electric vehicles (HEVs) is
challenging because automakers have
cles, such as the Chevy Volt, have been
rapidly gaining in popularity. A trac- more design
little experience in this area. Electro- tion motor is a special-purpose elec- alternatives
reduced time to
magnetic simulation plays a critical role tric motor that propels the HEV or EV.
by evaluating the performance of design Engineers must consider a very wide
concepts: for example, computing the
torque profile of the machine. In the past,
range of design alternatives to optimize
its design. Making the dozens of design
market, reduced
it took hundreds of hours to perform decisions that lead to an optimal motor manufacturing
electromagnetic simulation on a single
design iteration, which hurt productivity
often requires the evaluation of thou-
sands or even hundreds of thousands of costs and
by leaving engineers waiting for results. design iterations. improved
the quality
To solve this problem, General Motors As with many HEV and EV OEMs,
developed a high-performance comput- General Motors uses ANSYS Maxwell elec-
ing (HPC) environment using surplus
hardware. This 32-core compute farm
tromagnetic field simulation software to
compute the torque profile of the motor,
of traction
provided a 16-times speedup on electro- how the torque ramps up over time in motors.
magnetic simulation, reducing solution motor mode, and the electrical resistance
time to less than five hours. The com- required to stop the vehicle in regener-
pany estimates that the HPC system ative brake mode. In addition to using
doubled the productivity of engineers Maxwell, the organization applies ANSYS
working on traction motor design. In HFSS and ANSYS Q3D Extractor as part
addition, the ability to evaluate more of the electromagnetic design process to design by changing basic design param-
design alternatives reduced time to mar- help address any electromagnetic com- eters to balance traction motor system
ket, reduced manufacturing costs, and patibility issues that may arise. Based on performance against its size, weight, cost
improved the quality of traction motors. simulation results, the team modifies the and interactions with other systems.
Remote desktop
(Windows)
SSH (Windows)
Xterm (Linux)
Production
INTERNAL license server
NETWORK (FLEXlm)
for user clients
Desktop
computer LSF Master (v7.2)/ Dual ported server File server/license server
Dual network port Default gateway for compute nodes Domain controller 1) Intranet (FLEXlm) for compute nodes
1) Intranet visualization server (1 user at a time) 2) Local fixed IP visualization server
2) Local fixed IP
GW1 .002 DC1 .004 GW2 .003
Private network 192.168.0x
Crunch-1 Crunch-2 Crunch-3 Crunch-4 Crunch-5 Crunch-6 Crunch-7 Crunch-8 Crunch-9 Crunch-N
.005 .006 .007 .008 .009 .010 .011 .012 .013 N+4
This stepping-stone system provided a 16-times speedup and a two-times increase in engineering productivity.
performance.
one user, comprised the external inter-
face to HPC. The two client machines
did not both directly submit jobs to
the HPC. Instead, files were loaded onto
an HPC storage area and queued by LSF.
4.5 hours.
PL AYING IT
T
he cooling performance of oil is critical to the functionality and durability patterns within the transmission are crit-
of vehicle drive units, such as transmissions and differentials. Traditionally, ical to efficient lubrication, power trans-
automotive R&D teams evaluate cooling performance by building proto- mission and cooling performance, and to
types, installing them in a vehicle, and conducting tests in wind tunnels. avoid negative effects, such as churning
The use of free-surface multiphase flow modeling with high-performance computing loss, in which friction between the oil and
(HPC) has made it possible to accurately predict oil cooling performance via readily gears revolving at high rpm can consume
available computing resources. Automotive leader Toyota uses this approach to eval- several horsepower.
uate more design alternatives in the early stages of the product development process. Simulating the cooling capacity of a
A typical drive unit consists of a case containing rotating internal parts, such as drive unit requires predicting internal
gears and shafts supported by bearings that transmit power. These are surrounded by oil flow patterns involving free surfaces,
oil and air. The oil serves various functions, including lubrication, power transmission external air flows, and the complex three-
and cooling. The major heat sources within the drive unit include meshing of the gears, dimensional flows of heat from the oil to
sliding friction between bearings and shafts, and stirring oil as a result of gear move- the air. A key difficulty is that external air
ment. The heat generated is conveyed to and through the oil to the internal surface of flows can be resolved with sufficient accu-
the case; from there, it goes to the case’s external surface and surrounding air. Oil flow racy only by modeling the entire vehicle,
whereas the internal temperature distri- internal oil flows and vehicle airflows on a solution that achieved energy bal-
butions must be analyzed for about an were simulated separately but coupled ance to calculate the temperature
hour until a saturation temperature is to exchange data to determine the entire distribution of the oil and internal com-
reached. Until recently, this combination system’s behavior. ponents. Toyota used ANSYS Fluent to
of complex physics, large spatial scale The internal oil flows were solved solve the internal fluid flow.
and long duration required such exten- to obtain the heat transfer coefficients Within the drive unit, as the rotating
sive computing resources that simula- between the internal components and parts stir the oil, free surfaces are formed
tion could not be completed within a time fluids, and between the fluids and the at the interface between the oil and air.
frame that would positively affect the case. The whole-vehicle air flow simula- Engineers used the volume of fluid (VOF)
design process. tions produced heat transfer coefficients technique within Fluent to track the
Advancements in physical models between the case and the external air. surface as an interface through a grid
and HPC performance in the latest gen- Toyota engineers used the results of the and apply boundary conditions at the
eration of CFD software spurred Toyota internal and whole-vehicle simulations interface. They employed an explicit geo-
engineers to initiate new efforts to along with the heat generation rates of reconstruction scheme to solve the inter-
simulate oil cooling performance in various components as boundary condi- face behavior, as it provides the most
drive units. A strong coupling approach tions for a heat calculation model con- realistic interface between phases.
in which the entire computational sisting of only solid parts of the unit, with Because of the importance of the gear
domain is formulated is computation- oil temperature as an unknown variable. tooth geometry on the free-surface for-
ally very expensive. For this reason, the The model was iterated until it converged mation, they modeled the tooth geometry
The results
demonstrated good
agreement in heat Time-averaged local heat-transfer coefficients between internal parts and oil, and between
flux distribution oil and case
and temperature
distribution
between the actual 1.3 million cells. The model was solved bottom of the unit, where the external
measurements on an HPC cluster consisting of a net- airflow velocity is high, but insufficient
and simulation, work of about 80 personal computers; it
was used to determine the oil distribu-
cooling in the upper front section. Based
on these results, Toyota modified the
illustrating the value tion and local heat-transfer coefficients simulation model to evaluate the effect
of this simulation between the internal parts and the oil, of adding cooling fins to areas where oil
technology in the
and between the oil and the case. The temperature was high and removing fins
results again demonstrated good agree- from areas where the simulation showed
product ment in heat flux distribution and tem- that they were not needed. Rerunning the
Heat calculation model generated predictions of heat flux distribution and temperatures, which agreed well with measurements.
The team
reduced the
weight of the
drive unit
while improving
its cooling
capacity.
Surface temperatures were reduced in the model on the right after redistributing cooling fins
based on earlier simulation results.
Mistake-
Proof
Simulation
Design of experiments helps to
create more robust products by
accounting for noncompliance with
design specifications.
E
ngineering simulation is com- specification could lead to significant welds, this traditionally has meant that
monly used in the industry to and even catastrophic consequences. By the simulation assumes that every one
capture the performance of a identifying these worst-case load distri- of these welds is non-redundant as per
structure when it is 100 percent com- bution paths, it was possible to redesign the specification.
pliant with design specifications — for the structure to make it more robust. In the real world, it is almost impos-
example, when every weld is perfect. The Additional quality improvements can sible to ensure that every weld in the
problem is that, for complex structures be realized by focusing inspection assembly is non-redundant, at times
in the real world, not every weld can be resources on the most critical welds. due to the fact that it is not possible
expected to be non-redundant. When this to visualize this weld redundancy. But
noncompliance is not taken into account, HOPING FOR THE BEST which welds are not compliant makes
structures sometimes distribute loads in Finite element analysis (FEA) plays a crit- a great deal of difference to the struc-
ways that are entirely different from that ical role in the design of most every com- ture’s performance. There are relatively
predicted by analysis. plex structure, predicting the ability of the small numbers of critical welds where
The author has developed a new structure to withstand specified loads. FEA noncompliance could lead to new failure
approach to structural analysis that is nearly always performed based on the modes that cause substantial reductions
considers the effects of weld redun- design specification. For a complex com- in the structure’s load-carrying ability.
dancy and, in particular, identifies the ponent, like the chassis of off-highway The author has developed a method
critical welds for which variation from equipment with hundreds of manual for identifying which welds are critical
Location LC KW-2 KW-3 KW-14 KW-8 KW-7 Strains with Redundancy Strains without Redundancy % Change
CCW R NR R NR NR 0.711 0.378 87.8
W1
CW R R NR R NR 0.971 0.384 152.7
CCW R NR R NR NR 0.527 0.331 59.2
W2
CW NR R R R R 0.246 0.172 42.7
CCW NR R NR NR NR 0.731 0.605 20.9
W3
CW R NR R R NR 1.000 0.603 65.7
CCW NR R R NR R 0.892 1.000 -10.8
W4
CW NR R R R NR 0.649 0.729 -10.9
CCW NR NR R R NR 0.255 0.271 -5.7
W5
CW NR NR R NR NR 0.333 0.392 -14.8
CCW R R NR R R 0.489 0.524 -6.7
W6
CW R R NR R NR 0.579 0.607 -4.6
CCW R NR NR R R 0.213 0.179 18.5
W7
CW R R R NR R 0.358 0.265 35.1
CCW R R R NR NR 0.381 0.231 64.9
W8
CW R NR NR NR R 0.515 0.347 48.6
CCW R R NR R NR 0.193 0.186 4.1
W14
CW R R NR NR NR 0.284 0.285 -0.4
Worst weld noncompliance combinations for rear welds (top) and front welds (bottom). R represent redundancy and NR is non-redundancy.
I
t was a last-minute adjustment, but would it be possible to squeeze more mileage
out of a “super-mileage” car with a new aerodynamic rear spoiler? That’s what
Chang Ho Kim was wondering before a regional motorsport rally. Kim, an avid
autocross racer and owner of FunHondas Racing, remembered that I work in the area
of aerodynamics design. In fact, we had met on the auto race circuit. Kim recalled:
“I knew my friend David White was involved in aerodynamics; I have seen how fast
his autocross car is, so I figured he would be a good person to contact.” He called me
at Alden Labs, and the rest, as they say, is history.
Computational
fluid dynamics
analysis using
ANSYS Fluent
revealed that the
car’s standard
design led to
significant
turbulence
and drag. ANSYS Fluent model showing velocity streamlines: unaltered (top),
closed baffle (center), open baffle (bottom)
Driven to
Success
Andrea Pontremoli, CEO and General Manager of Dallara
Automobili, discusses the importance of simulation and
innovation in the global automotive industry.
N
early every weekend, on race Engineering, though, has always been
tracks from Brazil to Japan to close to his heart.
the United States, a Dallara Pontremoli recently talked with ANSYS
Automobili car is earning a checkered Advantage about how Dallara uses engi-
flag or setting a new course record. But neering simulation to reduce costs while
while the company is known for its increasing automobile performance.
accomplishments on Indy, Formula 3, Dallara Automobili has a great repu-
Grand Am and other tracks, 40 per- tation as an innovator in the automotive
cent of its business is through its con- industry. The company is known for its
sultancy practice with giants in the race cars, but that’s only about half of
so-called “super car” space, including your business. What does today’s Dallara
Ferrari, Lamborghini, Maserati, Audi, Automobili look like?
Bugatti, Toyota, Alfa Romeo and many Our business is made up of three areas.
others. The first is automobile design using
Gian Paolo Dallara founded the com- carbon fiber composites, which is our
pany in 1972, near Parma, Italy, then specialty. The second area is aero-
handed over the car keys in 2007 to dynamics, and the third is simulation of
Andrea Pontremoli, a former president vehicle dynamics. When designing using
and CEO of IBM Italy. Pontremoli began carbon fiber composites, as you can imag-
his IBM career in 1980 as a customer ine, simulation is used a lot for structural
engineer, then expanded his responsi- analysis. I think that in this area we are
bilities to include creating IBM’s Global at a very good level, especially with
Services in Italy. He was later, named regard to dynamic crashes, which can be
vice president of global services oper- very complex to reproduce. Andrea Pontremoli, CEO and General Manager,
ations for Europe, the Middle East and For aerodynamics, we have two state- Dallara Automobili S.p.A.
Africa and later, IBM global services of-the-art wind tunnels that are based
general manager for south Europe. on 60 percent car size. We also offer
advanced CFD capabilities. So we use a That’s true. Technically, the driver maneu- collect all the inputs that are needed to
lot of supercomputers in combination vers via mathematical models that come perform good and reliable simulation if
with CFD tools, including ANSYS Fluent, from aerodynamics, structural and vehicle the car doesn’t exist yet. With the driving
the main solution that we use today. dynamics simulations. So this is, I think, simulator, a real driver can generate the
The third area — the actual vehicle the new frontier of innovation in the auto- physical engineering data — loads on sin-
simulation — is closely linked with the motive arena. We are using the simulator gle components or accelerations, for exam-
other two aspects. We have just built to reduce the cost of development of a car ple — well before the first part for that
a unique driving simulator that, first, and to test some innovations that today particular car has been made.
teaches a driver how to navigate a par- are not possible, because they are too To innovate, do you push the bound-
ticular car, then teaches the driver the costly. This simulator has fostered a lot of aries of what traditional CFD and other
nuances of a particular race track — innovation because you can try out offbeat simulation software can provide?
aspects that he might not know or would ideas with very little cost. We have many choices in the simulation
like to practice on. The simulator is the ultimate melt- area, especially for aerodynamics. We
Dallara’s driving simulator doesn’t ing pot of information coming from the selected ANSYS Fluent because we think
just allow you to practice on a Ducati or a three main simulation areas and the “spe- it is the most advanced tool. It allows
Ferrari, but you can also test drive a vir- cial data generator” that, in turn, feeds us to do all the simulation that we need
tual car — that is, one that hasn’t actu- these very same areas. Sometimes it’s and to have a proper link with structural
ally been built. Is that correct? extremely difficult, if not impossible, to analysis data as well. This connection is
so important to innovation today: to be
able to see things both individually and
We use a lot of super computers at a system level. It’s not only important
in combination with CFD tools, that you have good software to do one
thing, but that you are able to connect the
including ANSYS Fluent. results, as well as the inputs, to this tool.
The openness of a tool is very important
for us, and Fluent handles these connec-
tions very well.
An automobile is an extremely com- high, to spoil unfavorable air movement It sounds like CFD and other simula-
plex system, and designing one involves across the car’s body and contribute to tion tools benefit Dallara in a lot of ways.
a series of trade-offs with various engi- speed. And then you have the structural How do you measure your return on
neering disciplines. As a CEO, how do guy who says, “I don’t know how to design investment from these solutions?
you manage that? the wing to link to the car.” Sometimes At the end of the story, the reason you
It actually comes down to taking a sys- it becomes a personal fight because these use simulation tools is to keep down
tems-level engineering view. Normally, guys are very good at what they do. the cost of development and increase
the process is a fight among three differ- The software helps us to argue the the vehicle’s performance. These are
ent people: the head of the design office, facts instead of reacting based on sense the two simple things that we keep in
who is the head of structural design; the of “gut.” I try to put all these elements mind. If you don’t use simulation, you
aerodynamics specialist; and the vehicle together to see the results. To have a good might need many years to recover the
dynamics engineer. racing car, it’s not enough for every single costs of development. But organizations
The vehicle dynamics group wants element to be the best; you need to have need an immediate return. Performance
the car very low, to keep center of gravity the best compromise at the system level. is related to cost, period. For example,
low. Aerodynamics wants the wing very And this can be very difficult to engineer. in the last car that we developed, we
In today’s
global world,
if you are
ANSYS CFD allows Dallara to perform the simulations required and to link with structural analysis
data. Pressure contours for the 2012 Indy car were generated using ANSYS Fluent software. a follower,
especially
if you are
committed to reduce the cost by 40 per-
cent and to improve performance. We
How do you use innovation to keep com-
peting against the larger players in the a small
were able to do this cost reduction only
through simulation. If you do it in the
market?
Innovation, from my point of view, company,
normal way (through build and test),
you will never achieve this. You might
involves two things: One is uniqueness
and the second is openness. To be unique, you will not
survive.
be able to reduce costs by 5 percent, but you have to be open. It seems a contra-
you’d never achieve that 40 percent cost diction, but it is true.
reduction with better performance. IBM did a study a few years ago with
As a global automotive company, 750 entrepreneurs from different-sized
Dallara is fairly small — only 200 people. companies in various industries all over
GOING STRONG
Oxylane/Decathlon leverages simulation to design stronger, lighter
bike frames in less time.
T
he highly competitive, Lille, the fourth largest city in France. set up DesignXplorer to iterate through
fashion- and performance- The nature of bike sharing means that 200 design variations while varying
driven business of bicycle the frame must be extremely robust. Yet the length of the top tube. About 120 of
design and manufacture cities like Lille that purchase a large these variations met the stress require-
requires the ability to number of bikes for such programs are ments. The software ranked the accept-
innovate at a rapid pace, concerned with minimizing cost. Oxylane able design variations by the length of
bringing products with innovative fea- accomplished these conflicting goals by the top tube.
tures to market ahead of the competition. using ANSYS DesignXplorer to optimize Additional optimization runs were
International sports company Oxylane the shape and dimensions of the frame; performed to analyze the effect of the
attributes its success to extensive use this minimized its cost while meeting thickness of each tube on strength and
of simulation to deliver continual per- challenging stress requirements. cost. The resulting design delivered the
formance improvements, ensure safety Oxylane engineers created their ini- industrial designers’ unique styling con-
and reliability, and minimize engineer- tial design concept for the frame using cept and provided the required strength.
ing and manufacturing costs. Each bicy- Siemens NX™ software and defined the
cle Oxylane produces has specific design important design variables as parameters
challenges, and practices employing
structural simulation from ANSYS help
within NX. They imported the design into
ANSYS Workbench to read the parame-
Engineers
to make the design process more efficient. ters and set up variables for optimization. set up ANSYS
OPTIMIZING BIKE-SHARE FRAME
The engineering team characterized the
loads and constraints for structural anal- DesignXplorer to
The company combines development of
sports products with a network of retail
ysis in ANSYS Mechanical software.
The Oxylane team defined the objec-
iterate through
stores, including Decathlon in 15 coun-
tries with 560 stores. Product brands
tives of their optimization. Industrial
designers wanted the shortest possible
200 design
include Tribord for water sports, Inesis length between the top tube and the bot- variations.
for golf, and b’Twin for cycling. tom bracket, while engineers wanted to
Oxylane recently developed a new ensure that strength requirements were
bicycle for a bike-sharing program in met at the lowest possible cost. Engineers
The Lille bike-sharing program 19 percent less than the existing struc- SIMULATING STANDARD
currently includes 1,100 bikes in 110 ture, reduced stress by 26 percent com- FATIGUE TEST CYCLES ON
self-service stations. Later in 2012, an pared to the existing part, and provided BICYCLE FRAMES
additional 1,500 bikes will become avail- 39 percent greater stiffness. The compo- Each bike frame has to withstand stan-
able for long-term rentals. The current nent has not yet been produced because dard fatigue test cycles covered by
plan is to increase, by 2014, the number manufacturing equipment is already European standards, such as EN 14764,
of bikes in self-service stations to 2,000 in place to produce the original part. EN 14766 and EN 14781. These tests are
and the number available for long-term However, Oxylane now recognizes the tre- expensive and time consuming because
rentals to 8,000, for a total of 10,000 mendous potential of simulation-driven they require large numbers of physical
bikes. At that point, Lille is expected to design to develop lighter and more cost- prototypes to be built, and some of the
have the second largest bike-sharing pro- effective products before a part is built. tests require several weeks to run. In
gram in France (after Paris). The company plans to use the shape the past, prototypes often failed during
optimizer in several upcoming projects testing, making it necessary to go back
SHAPE OPTIMIZATION in which manufacturing tooling can be and redesign the product, build a new
In designing another bike, Oxylane designed from scratch. prototype and rerun the testing cycle. It
designers used the shape optimizer was not unusual to perform five differ-
within ANSYS Mechanical software DEVELOPING COMPOSITE ent design, build and test cycles to meet
to optimize the shape of the link that DESIGN GUIDELINES fatigue test requirements.
connects the rear triangle and the front As part of the normal design work- The nature of a bicycle’s construc-
triangle on a full-suspension frame. flow, Oxylane uses ANSYS Mechanical tion made it difficult to apply simula-
An envelope of the initial volume was to develop high-performance composite tion to solve this problem. Bicycle frames
defined to determine the location of the frames. Engineers first simulate proposed are made of thin-walled tubes that are
fixed points at which the link connects frame designs under a series of standard welded together to form the frame. The
to the two triangles. Loads and fixed load cases to determine the best shape geometries of the welded areas are com-
supports were applied. The software to meet the performance specification. plex, especially in the bottom bracket
approximated the initial structure as a They also determine the direction of prin- area where a number of tubes intersect.
large volume that was then eaten away ciple stresses for each proposed design. Finite element analysis results show that
at locations with low stresses, leaving This information is used by suppliers actual loading and standard tests lead to
a representation of the optimized sup- who develop the detailed design as guid- multi-axial stress at critical points in this
port structure. ance in developing ply layout — to deter- bracket area, which limits the application
The final design met the attachment mine the direction of the main fibers and of classical weld fatigue analysis.
point and envelope constraints, weighed required reinforcement areas. Oxylane engineers addressed this
difficulty by using a fatigue assessment
method based on a unique S–N (S=stress
Oxylane recognizes the tremendous and N=number of cycles) curve that
DEEP DIVE
ANSYS software helped in designing a deep-sea submersible to reach
the lowest point on earth.
O
n March 26, 2012, Canadian film director and
experienced submariner James Cameron solo
piloted the DEEPSEA CHALLENGER, a 24 foot (7.3
meter)-long submarine, to the lowest-known
point on Earth — Challenger Deep, 6.8 miles
(11,000 meters) beneath the sea. The crucial
structural elements of the vessel — such as the pilot capsule
(which carried Cameron) and the syntactic foam body of the
sub (which housed the pilot capsule) — were engineered and
optimized by Finite Elements, an engineering design consult-
ing company that specializes in custom-engineered solutions
for heavy industry, power generation and deep-sea equipment.
The Finite Elements team used ANSYS Mechanical software
to design a geometrically complex capsule that can withstand
pressures of 16,500 pounds per square inch (114 megapascals,
or MPa), 1,100 times the pressure at sea level. ANSYS software
played a further substantial role in developing the craft’s syntac-
tic foam body and in resolving thermal issues in the manufacture
capsule that can withstand the hole to become out of round and plas-
tically deform onto the penetrator body.
pressures 1,100 times those The Finite Elements team eliminated
at sea level.
the plastic deformation through care-
ful geometric design combined with
the introduction of ultra-high-strength
300 M alloy steel in the hatch and pene-
trator plate.
Allum’s experience with Russian Mir
submersibles (and similar plastic defor-
and his equipment. Further, the buoyancy hatch and the penetrator plate were care- mation issues) confirmed the Finite
required to return the pilot to the surface fully angled to remove relative deforma- Element team’s findings, that the pene-
is provided by the structural beam of the tion of the hatch to the shell as pressure trators would jam in their sockets if not
submarine, thus further reducing weight. is applied throughout the dive. Friction given sufficient clearance.
At depth, weight is the enemy, a cru- coefficients were determined experimen- The Finite Elements engineer-
cial factor in designing this type of vessel. tally under stress conditions similar to ing team performed further full non-
The foam used to provide buoyancy for those experienced in the pilot capsule. linear plastic analysis to determine the
the return trip is about seven-tenths as
dense as water. This means that for every
kilogram of “in-water” weight that goes
down, another 2.3 kilograms of foam is
A stunning use of design at the
needed to bring it back up. highest order… This is incredible,
SIMULATION NEEDED TO DESIGN inspirational, a total game-changer.
COMPLEX GEOMETRY
Ideally, the DEEPSEA CHALLENGER pilot – Judges at the 2012 Australian International Design Awards at
capsule would be a perfect sphere, if which the DEEPSEA CHALLENGER took the top spot
not for the requirement of an entrance
hatch for the occupant and a separate
penetrator plate opening to admit elec-
trical cables. These wires control a wide
array of equipment, including a sediment
sampler, a robotic claw, lights, thrust-
ers, a descent-weight trigger, 3-D video
cameras, and, for the return to surface,
an ascent-mass drop trigger and a trim
ballast system. Unlike the Trieste, the
DEEPSEA CHALLENGER pilot capsule is
so small that the size and shape of the
entrance hatch and penetrator plate rep-
resent a significant structural disconti-
nuity to its roughly spherical shape. This
greatly increased the difficulty of design-
PHOTO BY MARK THIESSEN/NATIONAL GEOGRAPHIC.
Elements developed a specially designed components, such as pilot capsule, bat- the enormous hoard of data and samples
surface laminate to sheath the beam to tery modules and thruster blocks. collected by the voyage. Footage from the
mitigate the risk of brittle failure of the Engineers used ANSYS CFX to ana- dive will be used in a feature-length 3-D
foam during launch and recovery oper- lyze “through-water” performance of the documentary, and an article about the
ations. The Finite Elements team used submarine to predict stability for ascent expedition will be featured in National
ANSYS Mechanical to prototype the lam- and descent, and to predict horizontal Geographic magazine.
inate/foam combination to understand “in-flight” drag. The results correlated
its performance under the high isostatic favorably with the results of one-fifth References
pressure conditions at full ocean depth. scale model physical tests conducted in www.finiteelements.com.au
Final confirmation of the laminated foam the United States, all of which directed www.deepseachallenge.com
was achieved by physical testing. important design alterations.
Finite Elements engineers worked ANSYS Mechanical and CFX proved to Authors’ Note
with Allum and the Acheron manufac- be very powerful tools. The contact for- Thanks to Dr. Rob Mitchell, senior simulation
turing team and performed tests on foam mulations provided robustness needed to engineer with Finite Elements (Australia) Pty Ltd,
samples with strain gauges. They then converge to a solution with the complex for his contribution, in particular on development
compared results to simulation predic- geometries and high stresses involved of the pilot capsule and ANSYS CFX studies. Further
tions to establish material properties, in this project. ANSYS Workbench made thanks to LEAP Australia, ANSYS channel partner,
which then were used in the analysis to ANSYS Mechanical much easier to use for support of this work.
design the backbone. The sub’s fully con- by streamlining the interchange of com-
structed foam beam was too large to test; puter-aided design (CAD) geometry and
the Mariana Trench dive served as the simplifying the process of defining loads When you
ultimate test. and contacts.
After a descent of just over two and are actually
COPING WITH SHRINKAGE a half hours, the 12 tonne DEEPSEA on the dive,
UNDER PRESSURE
The craft’s length shrinks by 70 mm due
CHALLENGER sub spent three hours hov-
ering the desert-like seafloor, collecting you have to
to the pressure exerted by the ocean at samples and 3-D videos. Crammed with trust the
Challenger Deep levels. With all com-
ponents deforming at different rates as
equipment, the interior of the capsule
is so small that Cameron had to keep his engineering
the craft descends, it’s critical that size knees bent and could barely move during was done
changes of mating parts be consistent to
avoid generating unnecessary stresses.
the entire trip. The ascent to the surface
took just over one hour, after which a heli- right.
The Finite Elements team employed copter spotted the craft and a research
ANSYS Mechanical to determine appro- ship’s crane picked it up. “When you are – James Cameron
priate clearances and then design nec- actually on the dive, you have to trust the
essary compliance into the fastener engineering was done right,” Cameron
systems that retained the major said. Scientists are now busy analyzing
Syntactic beam stresses during recovery lift Flow separation in forward flight based on early design iteration
REDUCING
MATERIAL COSTS
R&D reduced material costs for a water container by 10 percent
while maintaining product integrity.
E
xtrusion blow molding
(EBM) is a common manu-
facturing process for con-
tainers, bottles and gas
tanks with complex shapes
that require precision in
manufacturing. Using engineering sim-
ulation to design these products can
help to reduce weight and materials yet
achieve acceptable performance. This
can, in turn, avoid expensive prototyp-
ing and prevent failure while the prod-
uct is in use.
Reducing materials can deliver sig-
nificant cost savings for the manufac-
Extrusion blow-molding process
turer, who can then make the product
more competitive in the marketplace by
passing some of these savings to the con-
sumer. In addition, weight reduction pro-
vides sustainability benefits with regard
to decreased material disposal at the end In general, any blow-molded part var- • Coupling with ANSYS Mechanical
of the product lifecycle. Gamma Point, a ies in material thickness. Engineers must for top-load analysis and ANSYS
services company that assists custom- take this variation into account when per- Explicit STR for drop analysis
ers in the plastics industry via numerical forming simulation to obtain accurate
simulation, employs ANSYS software as results, which can reduce materials, avoid BASELINE MODEL VERIFICATION
a regular part of its engineering process expensive prototyping and prevent failure. Gamma Point’s first step was to verify
to meet specific structural performance As an example, simulation during that the blow-molding simulation using
criteria while minimizing the usage of the design process for a blow-molded ANSYS Polyflow yielded results that corre-
raw materials. 1,000 liter water container involved late with experimental data. The Polyflow
EBM consists of four main phases: three main steps: simulation used viscosity obtained from
parison extrusion (preforming the plas- simple capillary testing, in which the vis-
tic to be molded in the form of a tube), • Model verification and comparison cosity of the high-density polyethylene
inflation, part cooling/solidification and with existing experimental data (HDPE) material was measured at various
mold release. Simulation is used dur- shear rates.
ing both parison extrusion and inflation • Weight reduction/optimization To perform blow-molding simulation
phases to reduce materials. through parison programming with Polyflow, Gamma Point engineers
imported the mold for the water con- motion) into Polyflow. Zero shear rate thickness variation meets specific target
tainer from CAD software into ANSYS viscosity used in the simulation was value(s)? The iterative algorithm suggests
DesignModeler. A shell representation obtained by simple extrapolation of the a new initial parison thickness variation
of the parison was used because the viscosity model. that, under the exact same blow-mold-
thickness of the materials is much less Engineers compared the Polyflow ing conditions, will result in meeting the
than the overall part dimensions. After results of the blow-molded part to mea- required final thickness variation.
performing standard repairs of the surements from a real part that they Using the parison programming
mold geometry within DesignModeler, sliced along two different planes to mea- algorithm, Polyflow calculated the ini-
the team meshed it in preparation for sure thickness variation. The average tial thickness variation of the parison in
Polyflow simulation. error was below 12 percent and consid- about four to six simulation iterations.
The engineer then fed baseline ered acceptable. The corresponding final thickness vari-
(original design) settings that included ation showed that the flash weight has
initial parison thickness variation, infla- PARISON PROGRAMMING been reduced. Flash is the excess plastic
tion pressure variation over time, and ANSYS Polyflow contains a very efficient surrounding the actual useful part; this
blow-molding machine settings (mold algorithm to adjust the initial parison scrap material is trimmed and recycled.
thickness variation to meet a predefined This optimization process allowed reduc-
final thickness variation for the blow- tion of an unnecessarily thick area in the
molded part. This helps design engineers middle of the container that was evident
to answer the question, What should the in the baseline design. After material
minimum initial thickness be at selected reduction, the final container weight was
points on the parison so that the final reduced by 10 percent.
Mold for water container showing Initial material distribution for parison Final material distribution for container
parison geometry and mesh
CONCLUSIONS
In this example, employing engineer-
ing simulation allowed material reduc-
tion of 1.75 kilograms for each container.
During production of 22 parts each hour,
this translates to 38 kg/h. With current
Final thickness variation indicated that the weight of the container could be reduced by
10 percent: baseline (left), optimized (right). material costs of about €1.80 per kg, the
savings would be €69 per hour (approxi-
mately $100 U.S. per hour). Such savings
Reference
Klein, P.; Fradet, F.; Metwally, H.; Marchal, T.
Total (von Mises) stress variation under hydrostatic loading (filled with 1,000 liters
Virtual Prototyping Applied to a Blow-Molded of water) shows that maximum value was reduced by 17 percent: (left) baseline,
Container, Proceedings of SPE ANTEC, Orlando, (right) optimized.
Florida, U.S.A., 2012.
U
possible insights into how embedded
software will behave as it interacts
nderlying every smart product system — whether installed in auto- with hardware to control a range of
mobiles, aircraft, rail transportation or medical devices — is a power- electrical, mechanical and fluidic
ful force: embedded software code that ensures the system’s reliable functions. We look forward to helping
performance. Millions of lines of mission-critical code support the ANSYS customers to capitalize on these
behavior of electrical, mechanical and fluidic systems, ensuring safe new software modeling and production
and dependable results. capabilities for realizing incredible
While we rely on these smart product systems every day, few of us consider the engineering innovations at both a lower
complex interactions of software and hardware that govern their performance, or the cost and a more rapid pace — while also
increased systems engineering challenges they produce. Today, high-end cars can have achieving uncompromising levels of
more than 10 million lines of code, and aircraft engine controls incorporate several product safety and reliability. Today’s
thousand input and output parameters. smart products demand smarter
In today’s ultra-competitive environment, product differentiation increasingly engineering solutions, and ANSYS and
depends on embedded software, including complex control code and user-friendly Esterel are committed to providing the
human–machine interfaces. However, even as embedded software utilization and comprehensive set of modeling and
code-generation tools that engineering
teams need to be able to emerge as
In today’s ultra-competitive leaders in this complex environment.
Esterel’s
model-based
solutions
dramatically
reduce cost,
risk and
time to
certification. SCADE System provides an open-source system architecture tool for developers
of critical systems.
A UNIQUE NOTATION TO
SPECIFY SOFTWARE BEHAVIOR
Esterel had its beginnings in 1984,
when Jean-Paul Marmorat and Jean-Paul
Rigault — two French researchers in con-
A solution for specification, development and certification of avionics displays and
trol theory and computer science at the applications following ARINC 661 standard
École des Mines de Paris — were design-
ing a robotic car. Marmorat and Rigault,
frustrated in their attempts to express
control algorithms in a natural and pow-
erful way, invented an original, mathe- BRINGING TOGETHER In 2006, Esterel acquired new soft-
matically defined formal notation that WORLD-CLASS SOLUTIONS ware from Thales Avionics that was
would allow them to control the car. After the launch of this first-genera- branded SCADE Display. This technol-
Soon this naturalistic control lan- tion software, Esterel executives began ogy acquisition would enable engineers
guage attracted the attention of other aca- a process of strategic acquisitions that developing graphical displays to design,
demics and research organizations. The added critical capabilities to the compa- verify and automatically generate code
Esterel programming language (named ny’s increasingly robust software model- for cockpit and dashboard display sys-
for a mountain in France) began to evolve ing toolkit. In 2001, Esterel acquired the tems, as well as for other display-based
into a rigorous discipline, with formal SCADE business unit from Swedish soft- systems for industrial applications.
semantics and initial code-generation ware company Telelogic and incorporated In 2009, Esterel created a joint lab-
and verification tools created by Gérard SCADE software into its growing product oratory with the French Atomic Energy
Berry. Simulog, a French software com- family. Telelogic had developed SCADE Commission Laboratory for Industrial
pany, developed a prototype version for its safety-critical accounts; the soft- Systems, called LISTEREL. This collabor-
of the Esterel toolset for commercial use, ware had its roots in nuclear plant design ative laboratory developed new system
and, by 1998, these programming tools and flight control systems design. By architecture modeling tools that were
had been used by AT&T Bell Labs, Bertin 2005, Esterel had expanded the SCADE branded SCADE System.
Technologies and Thomson CSF (now branding to encompass all of its model- In 2011, Esterel introduced its SCADE
Thales). In 1999, Esterel Technologies was based development tools dedicated to LifeCycle product line to help system
formally launched as a spinoff of Simulog. critical embedded software. and software developers to manage the
FLOW VALIDATION
CFD turbulence models correspond well with experimental values.
O
rifice plates serve a num- Orifice flowmeter
RESULTS
The ESDU CFD predictions for the pres-
sure loss and discharge coefficients were
validated against reliable experimental
data as well as ISO and ASME standards
in the form of correlations (Figures 4 and
5). The predicted discharge coefficients
were within 2 percent of the correlations
in ISO and ASME standards across the
diameter ratio range 0.3 to 0.7.
While the predictions obtained using
the laminar flow model are reliable at
low Reynolds numbers (Re≤100), the most
consistent results across the transitional
flow regimes were obtained using the SST
ESDU validated
Figure 2. Typical convergence history for pressure loss coefficient
CFD predictions
against reliable
experimental
data as well as
ISO and ASME
standards in
the form of
correlations.
Figure 4. Comparisons of ESDU CFD predictions for pressure loss Figure 5. Comparisons of ESDU CFD predictions for discharge
coefficient, with measurements for different diameter ratios β coefficient, with measurements for diameter ratio β=0.5
UNDERSTANDING
TEMPERATURE-DEPENDENT
DEMAGNETIZATION
Using both fluid and electromagnetic simulation can better determine
temperature-based demagnetization for permanent magnets used in
electric vehicles.
By Eric Lin, Application Engineer, and Xiao Hu, Principal Engineer, ANSYS, Inc.
P
ermanent magnets are evaluate the demagnetization that B or Bi is given, the other is also known,
widely used in various occurs due to overloading and tempera- and the magnet can be completely
high-performance electric ture changes. Overloading and increased characterized at a particular temperature.
machines, including hy- temperatures can happen independently This is the approach Maxwell currently
brid electric/electric vehi- or simultaneously during a fault or uses. Since the BiH curve applies to one
cle motors and generators. during normal operation. particular temperature, the magnet is
When an electric machine is over- ANSYS Maxwell software provides only well defined at this temperature.
loaded or after a short circuit, irrevers- a temperature-dependent permanent To fully characterize the magnet in a
ible demagnetization may occur due magnet model that can capture demag- temperature-dependent manner, the
to a strong demagnetizing field and/ netization due to increased temperature magnet remanence (Br) and coercivity
or temperature increases — the two and/or overloading. In this model, the (Hci) also need to be defined as a function
dominant reasons for demagnetiza- temperature of the magnet can be of temperature:
tion. Demagnetization can significantly assigned as a uniform constant temper-
reduce the magnet’s ability to create flux, ature. For increased accuracy, the tem- B r(T) = B r(T₀)⋅[1+α(T−T₀)]
which, in turn, decreases the electric perature can also be calculated in ANSYS Hci(T) = Hci(T₀)⋅[1+β(T−T₀)]
machine’s overall efficiency. Electrical Fluent computational fluid dynamics
machine designers need to know what (CFD) software based on losses mapped The parameters α and β of the tem-
is actually happening to the magnet so from Maxwell. CFD is widely used in perature functions are usually provided
that they can choose a permanent mag- industry and academia for electric by the manufacturer, but Maxwell can
net with appropriate properties and machine thermal management design. extract these parameters from the given
properly designed cooling systems to Magnets consist of many magnetic family of intrinsic BiH curves. An exam-
withstand demagnetization. A combi- domains, and each domain has a mag- ple of a temperature-dependent mag-
nation of ANSYS Maxwell and ANSYS netic moment vector. The orientation net model is shown in Figure 1. The
Fluent allows designers to accurately of these magnetic moment vectors from input to this model is a single BiH curve
different domains could be quite dissim- at a particular temperature and the
ilar. The magnetization, M, is obtained
Electrical machine by integrating the magnetic moment vec-
actually
therefore, described as:
happening to B = u0(M+H)
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