SRM Summer 2019 PDF

Marc ®
Adapting to the Needs of Tomorrow

Founded to solve the world’s most complex
engineering problems, Marc is the industry
standard for solving multiphysics problems in
many branches of engineering.
No matter the project, you can depend on Marc’s

robust nonlinear capabilities to give you the
answers you need. Since inception, Marc has
evolved to address new engineering challenges
and continues to do so for the next age of
engineering simulation.
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www.mscsoftware.com/marc
2 | Engineering Reality Magazine

Make it Smarter
with CAE Simulation
By Paolo Guglielmini, CEO, MSC Software
Greetings Readers!
W
elcome to this packed edition of Engineering Reality and railways industry illustrating in this magazine how much it is the
magazine. A lot has happened at MSC and Hexagon gold standard in acoustics simulation. And Dr Schneider in
in the last 6 months. We have welcomed FTI into our Germany describe how they use Digimat for automotive interior
organization from Canada with their world-leading metal plastic panel simulation on page 69.
FormingSuite simulation and costing software that their
customers see huge ROI savings when they use it. We have also Dr Luca Castignani, our Chief Autonomous Strategist within
released our unique and innovative MSC CoSim product in the Hexagon Autonomous Mobility initiative offers his latest
February 2019, and Hexagon has accelerated its Smart Factory thinking on the sector that has had major shifts in focus over
and Smart Autonomous Mobility initiatives where I believe we are the last 12 months on page 83. My colleague, Brian
leading the world with our technologies and market footprints. Shepherd, Smart Factory CTO from Hexagon MI, offers an
MSC solutions have been front and central in both Smart update on our Smart Factory thrust inside Hexagon that is
initiatives that straddle autonomy, AI and engineering design, employing several of our MSC technologies. Indeed, we
simulation & testing. Indeed, I would add that only we at Hexagon recently announced the launch of our SFx productline for
can genuinely claim that we are making Factories Smarter and Smart Factories at Hannover Messe in Germany.
realising more Autonomous Vehicle road testing and simulation
miles than anyone else with our cross-divisional solutions. We It was well before my time, but everyone has heard of US
deliver smarter Digital Twins than any of our competitors because Astronaut Neil Armstrong who 50 years ago was the first man
of our virtual simulation & real world testing synergies. Our to step on the moon. Doug Neill and Keith Hanna remind us of
customers get unprecedented productivity and predictive quality MSC’s contribution to that famous engineering feat but they
benefits from our solutions. If you don’t believe me, then I hope to also tell us how our CAE solutions today are driving a new
see you in Las Vegas in June where MSC will be showcasing our golden age of space technology design as we enter a period of
smart solutions at our annual HxGN LIVE event. commercial space travel and what other planets offer us as a
species. Indeed, I see that some of my compatriots in Italy on
This edition of our magazine is full of exciting customer stories that page 30 are showing why Adams is still boldly going where no
show we are delivering real value in CAE co-simulation in particular. multibody dynamics code has gone before in terms of design
We are genuinely making multiphysics real in the everyday of a Mars rover vehicle by the DIANA project in Turin. And I love
engineering simulation world with companies and users like BMW the story from the Korean Institute of Science & Technology
in Germany (pages 10-17), NATO (page 18), Stirling Dynamics for where Adams has been used to do a 6 DOF co-simulation of a
aeroacoustics in the UK (page 39), power tool simulations by Carolina Sphinx Moth in nature, plus some fascinating
Husqvarna in Sweden (page 75), and coal mining in China (page University Medical Technology stories using Marc on page 45.
56). These stories illustrate several exciting cutting edge coupled
CAE solutions using our portfolio of products. In addition, this Finally, in case you have missed it, we have made MSC Apex
magazine has a very strong Additive Manufacturing flavor. Stories interoperable with MSC Nastran and we are finding customers
from Safran in France, Robert Bosch in India, and gas turbine are experiencing productivity enhancements of up to tenfold
blade printing in Russia show how 3D printing is moving ever more particularly in preprocessing. Do check it out and read our
into mainstream manufacturing. Check out my colleague Hendrik article about it by Zanlang Yin.
Schafstall’s Additive Manufacturing commentary on our unique
‘print first time right’ simulation and testing solutions that span the Ciao
complete Hexagon Manufacturing Intelligence division and are
faster, more accurate, and more robust than anything else in the
market. Actran is also well represented by stories in the aerospace
Volume IX - Summer 2019 | mscsoftware.com | 3

Table of
Contents
FEATURES
06
Brian Shepherd:
Hexagon Smart Factory Update:
‘Make It Smarter’
10
BMW:
10
Simulating Vehicle Extreme Load Cases
with Adams-Marc Co-Simulation
14
BMW Group:
Generation and Validation of Sensor Models for
Automated Driving Systems Using VIRES VTD
NATO:
18
Leveraging Adams and Luciad
to Assess Mobility Characteristics
14 of a Military Ground Vehicle
22
Doug Neill and Keith Hanna:
Space CAE –
The First and Final Frontier …
27
Safran:
Simufact Additive: Collaborative Simultaneous
Engineering Tool for Additive Manufacturing
18 30

Team D.I.A.N.A:
Multibody Simulations
of a Martian Rover
34
Airbus Defence and Space:
Actran Helps to Predict the Vibro-acoustic
Response of Satellite Solar Arrays
39
Stirling Dynamics:
Aeroelastic Co-Simulation
Flight Loads Toolkit

41
Korea Advanced Institute of Science and Technology: Executive Editor
Simulating the Flight of the Keith Hanna
Hawkmoth Manduca Sexta
Editor
45
Elizabeth Yeh
Bhoomi Gadhia:
Medical Innovation One Step Further through Copy Editor
MSC Nastran and MARC Simulation Mary Harrison
49
Contributing Editors
Zanlang Yin:
Doug Neill, Yijun Fan, Bhoomi Gadhia,
10x Productivity Gain with MSC Apex – Romain Baudson, Zanlang Yin, Luca
MSC Nastran Workflow Castignani and Hendrik Schafstall
53
Design
China Railway Design Corporation:
Dante Fiorini
Sound Attenuation Prediction of High Speed Elizabeth Yeh
Railway Sound Barrier with Actran
Liaoning Technical University:
56
Optimizing the Drum Design of a
Coal Shearer with Adams-EDEM
Integrated Simulation Approach MSC Software Corporation
4675 MacArthur Court, Suite 900
Dr. Hendrik Schafstall: Newport Beach, CA 92660
59
Optimize the Product Part, Not Just the Geometry 714.540.8900
www.mscsoftware.com
- A Real World End2End Additive
Manufacturing Solution ©2019 Hexagon AB and/or its subsidiaries and affiliates.
MSC Software is part of Hexagon. The MSC Software
Samara: corporate logo, MSC, and the names of the MSC Software
64
products and services referenced herein are trademarks or
Development of an Additive Manufacturing registered trademarks of the MSC Software Corporation
and/or its subsidiaries and affiliates in the United States and/
Quality System for Gas Turbine or other countries. All other trademarks belong to their
respective owners. All rights reserved.
Engine Part Production
Although every effort is made to ensure the accuracy and
Dr. Schneider Automotive:
69
reliability of material published MSC Software does not
Accounting for Microstructure in Structural accept any responsibility for the veracity of claims made by
the contributors or the manufacturers. All material is strictly
Analysis of Interior Automotive Parts – copyright and all rights reserved. No part of this magazine
may be reproduced without prior permission of MSC
Workflow Optimization with Digimat-RP Software. E. & O. E.
Bosch India:
72
Robert Bosch India Use Simufact Additive
to Digitally Lightweight a Fixture Tool
and Save 70% in Mass
75
Husqvarna Group:
34
Leveraging MSC Nastran Embedded Fatigue
Significantly Increases Result Precision
79
Forming Technologies (FTI):
Streamlining Tool Costing and Process Planning
for Leading Automotive Supplier, Flex-N-Gate
Dr. Luca Castignani:
83
Road Testing or Simulation? –
72
The Billion-Mile Question for
Autonomous Driving Development

Hexagon
Smart Factory Update:
‘Make It Smarter’
By Brian Shepherd, Senior Vice President Software Solutions,
Hexagon’s Manufacturing Intelligence division
I
n a previous article in this publication (Ref. 1), I outlined and agile ecosystem, less downtime, and a greater ability to
Hexagon’s Smart Factory strategy. For the first time in history predict and adjust to changes within the facility, as well as
it’s now possible for factories to harness the full potential of changes in the supply chain or in customer demand, thus
their manufacturing and simulation data. If we look backwards promising a more sustainable future for manufacturing.
to what was called ‘Industry 3.0’, factories in the 20th century
were focused on simple automation of tasks. The term ‘Smart Making Smart Factories Smarter
Factory’ is just another way of saying that companies who
want to move their manufacturing towards a fully connected Manufacturers today typically can’t afford the cost and
and intelligent ecosystem to leverage a constant stream of data disruption of replacing their existing infrastructure with
from simulations, connected operations, and production completely new facilities to create Smart Factories. Hence, the
systems to learn and to adapt to new and changing conditions. Smart Factory of tomorrow must be an evolution of the existing
By removing the common problems of data silos, data gaps manufacturing Factory ecosystem of today (see Figure 1). We
and data wastage, processes can be continuously optimized in believe that taking steps toward the Smart Factory now will
a Smart Factory. The result, we believe, will be a more efficient produce revolutionary results in the long term. In effect, we

want to give our customers the ability to make their products
smarter today. In April 2019 we announced the release of a first
solution from our SFx solution portfolio at Hannover Messe in
Germany. The release of HxGN SFx | Asset Management,
introduces a new IoT business model. Asset Management is a
cloud-based solution that will maximize the value of our
customers’ assets through Remote Monitoring, Analytics for
Resource Management and, in 2020, adding Pro-active,
Predictive and Prescriptive maintenance. At present, Asset
Management targets the sCMM market (latest controllers only),
but the technology roadmap includes more focus areas in the
near future: Laser trackers, Arms, older CMM controllers, other
CMM brands, CNC machines, etc. Over time we are aiming to
offer specific solutions that enable customers to better harness
their manufacturing data. Every SFx product we will make will
offer a smarter alternative to an existing practice and will
produce data that informs better decision making. • Our Metrology hardware and software solutions capture
real-world data for positioning and inspection, providing
Hexagon’s Manufacturing Intelligence division makes actionable information that continuously improves quality
manufacturing smarter by converging predictive design and and productivity.
engineering from MSC Software, production and metrology
solutions to enable Smart Factories. Our solutions for the All our solutions are built on open-architecture software that
Smart Factory use Xalt as a framework, and bring together embraces technology from partners and third-party suppliers.
traditionally siloed areas of the manufacturing process to
improve quality and productivity: Smart Factory Example: Multiphysics
Optimizes Part Designs for Additive
• Our Design and Engineering simulation software Manufacturing Processes
solutions (CAE from MSC Software) embed predictive
quality into product design, and ensure manufacturability Additive Manufacturing (AM) has the potential to deliver a range
and productivity downstream. of benefits to manufacturers and OEMs. Delivering new
• Our Production software solutions (for CAD/CAM) ensure experiences, product performance, and time-to-market are just
that design intent is maintained throughout the product a few of the outcomes that drive the desire to utilize AM as a
lifecycle, improving productivity and continuously delivering manufacturing process; however, there are significant
high-quality components. challenges that stand in the way of mass adoption. Time, cost
Figure 1: Hexagon’s Smart Factory Ecosystem

Figure 3: Artist’s Impression of the Hexagon Smart Factory facility
being built in Hongdao, China
• Hexagon’s strength in delivering metrology solutions tailored

to the various manufacturing phases and processes is well
known today. Validation and verification are clearly essential
steps to accelerate the transformation of Additive
Manufacturing into an integrated design-to-manufacturing
tool. This will result in fewer iterations of AM print builds to
Figure 2: Hexagon‘s unique Additive Manufacturing solution suite
and application workflows yield reproducible results and a more intimate understanding
of the accuracy, repeatability and reproducibility of a specific
combination of machines, processes and materials
With Hexagon’s production software, design & engineering (MSC)

and quality are a few of the challenges that Hexagon can software and metrology scanners in Additive Manufacturing; you
deliver competitive solutions to solve, namely the ability to can plan, optimize, validate, and replicate high quality additively
optimize the designs of parts for specific AM processes, manufactured metal or plastic parts robustly, accurately, and faster
simulate, predict and influence the behaviors of the parts than other solutions. With this toolchain workflow, you can
during the 3D printing process and then dimensionally validate optimize the 3D print and not just the geometry.
the resulting parts.
Update on our Hongdao
Engineering a success story with Additive Manufacturing Smart Factory Build Project
means understanding dependencies between several factors:
the function and application that the product is designed for, We are pioneering the Smart Factory by laying the foundations for
the optimization and application of Design for Additive our own Smart Factory (Figure 3) in Hongdao, China, following full
Manufacturing rules, the scope of the material and printing regulatory approval from the Chinese authorities. It is due to open in
technology, the design options and the 3D print software. May 2020, it will be 52,000-square-metres. This state-of-the-art
These factors among others require a multi-disciplinary manufacturing facility will produce products and services for our
approach in order to improve parts at the design stage, and customers in China and the surrounding region. It will also show our
create manufacturing, inspection and secondary operation customers that we practice what we preach. It will illustrate how our
plans to ensure that products are produced at the lowest cost, smart manufacturing hardware and software enable more agile,
in the shortest time with repeatable and reproducible quality. productive and autonomous ways of working. Among the products
on display will be our enterprise construction solution, HxGN
Two areas that Hexagon has best in class solutions are multi- SMART Build, which we’re using to build the Hongdao site along
physics co-simulation (MSC Software) and Metrology (Figure 2): with other solutions from across the Hexagon portfolio.
• Design and process optimization problems involve A demonstration center on-site in Hongdao will provide our
combinations of physical phenomena including structural customers with a real-life view of how a flexible, data-driven, smart
analysis, fluids, thermal, multibody systems, acoustics, manufacturing environment increases productivity and enhances
controls, hydraulics and electromagnetics; the outcomes quality from design through to delivery. Call us to find out more.
are using topology optimization to lightweight parts and
create organic geometries that exhibit better performance Reference
characteristics, then simulating the 3D printing process to
identify and eliminate part deformations and residual 1. ‘Hexagon’s Smart Factory Opens its Doors’, Engineering Reality
stresses or dimensional variations. Magazine, Vol 8, Winter 2018, pp15-17.

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Simulating Vehicle
Extreme Load Cases
with Adams-Marc
Co-Simulation
By Christian Kopp, Senior Technical Consultant
Harald Krings, Senior Technical Specialist
Yijun Fan, Global Automotive Application Manager,
MSC Software

Introduction
E
fficiently designing and testing mechanical systems for
automobiles is a challenge for some engineers due to
lack of a smooth integration between, for example,
system dynamics and finite element analysis (FEA) software
domains. An MSC Adams-Marc co-simulation product
toolchain enables engineers to perform multiphysics
simulations between Marc nonlinear FE technology and the
Adams Multibody Dynamics (MBD) code. By so doing,
multibody dynamics engineers can increase model accuracy
by including non-linear structural behavior; and Finite Element
Analysis (FEA) engineers can study components with realistic
boundary conditions. Coupling the technologies also produces
time savings for nonlinear FEA software users, since some of
the rigid moving parts can be solved in Adams, which
dramatically decreases the total solution time.
THE ‘POLE RUN OVER’ ENGINEERING

CHALLENGE
A vehicle can be subject to high impact loads a few times

during its life cycle. These load cases are often referred to as
‘peak loads’ or ‘strength events’ and play a major role in the
product development of a vehicle since they potentially drive
the design for several components. One of the important load
cases is the “Pole Run Over” (Figure 1), which means that the
underbody of the vehicle is scratched by an obstacle (e.g. a
stone on the ground), and suffers large deformation. The Figure 1. Extreme Load Case: Pole Run Over
MBS MBS MBS
Define Interaction Points
1. Position/Velocity/
Acceleration
2. Forces and Torques
FE Forces Position FE
FE
Define Interaction Points
Use case scenario: BMW hitting an obstacle Plastic Strain/Stress
Figure 2. Typical Adams-Marc Co-Simulation Automotive Toolchain Workflow

challenge with a traditional MBD approach is that plastic and it contains about 250 DOFs (Degrees of Freedom), with 13
deformation of the underbody can’t be captured during a full subsystems. There are 14 interaction points between the MBD
vehicle analysis, and if the engineers try to simulate the entire and the FEA model, and 14 MARKERs and GFORCEs were
vehicle in an FEA environment, it could take weeks to finish defined in the Adams Car templates to communicate with the
even one simulation [1]. Marc model.
COUPLED CAE SOLUTION The BMW Chassis underbody was modeled in the Marc
environment (Figure 4), with 11 deformable contact bodies,
I. Adams-Marc Co-simulation 200,000 DOFs and 33,000 nodes. The pole was also defined
in the Marc model as a rigid body, and 14 interaction points
To address the challenges above, MSC worked with the end were controlled by 14 nodes as the new boundary condition
users together to implement a mixed MBD + non-linear FEA for this Marc model.
model which brings the best from both worlds (Figure 2).
Non-linear FEA can’t be used to accurately describe the III. Physical Testing
non-linear behavior of flexible components, including plastic
deformation, non-linear materials, large deformation of the During physical testing, the same maneuver was applied as the
components, buckling, self-contact. MBD can be leveraged to CAE simulation event: the full vehicle is driven over a
accurately model the system/moving mechanisms, providing measurement bollard at 30 km/h, and the bollard height is
realistic boundary conditions for the non-linear components defined dependent on the height setup of the vehicle. The
with high efficiency. Hence, a mixed model will also simulate bollard (Figure 5) worked as the obstacle that scratches the
much faster than a complete model in non-linear FEA, and it chassis underbody (Figure 6), and at the same time, it
will still provide the required level of accuracy. measures the contact force between the obstacle and the
underbody. That force was later used to correlate with the
The points at which a model interacts with another model are simulation results.
called interactions. At each interaction point there must be:
RESULTS AND CORRELATION
• A MARKER and a GFORCE in the Adams model.
• A NODE in the Marc model. The interface NODE in the Overall, the Adams-Marc co-simulation showed an impressive
Marc model must have 6 degrees of freedom result compared with the physical testing measurement. From
the plot below (Figure 7), the red curve represents the physical
In all Adams-Marc interactions, Adams passes displacements measurement of the contact force in the Z direction. The light
to be imposed on a NODE in Marc. Marc passes force/torque blue curve came from the first run with the co-simulation
values to Adams to be used in a GFORCE. without any tuning of the models, and the relatively large
discrepancy between the simulation and testing on the peak
II. Model Preparation load is due to the fact that the wrong Y coordinate was
provided to the simulation engineers. And because of that, the
The full vehicle model used in this study came from a simulated event missed the contact point between a screw on
correlated BMW Adams Car vehicle dynamics model (Figure 3), the underbody and the obstacle which caused the peak load.
Figure 3. Adams Full Vehicle Model Figure 4. Marc Model for the Chassis Underbody

After the engineers adjusted the Y coordinate in the simulation
model and conducted another co-simulation, the black curve
was generated which is much closer to the physical testing
result. In this attempt, the screw was only added to the Marc
model as an assumption, rather than a detailed modeling of the
screw itself, and that explains the remaining difference between
the co-simulation result and the testing result.
Further analysis has been conducted with even better correlation

between the co-simulation results and the testing results, and
due to confidentiality reasons, those plots couldn’t be shown in
Figure 6. Scratches of the Underbody after the Physical Testing
this article. Co-animation (Figure 8) was also produced by
reading in Adams and Marc results files to CEI Ensight.
To sum up, with the Adams-Marc co-simulation methodology,

auto OEM engineers and MSC were able to find a good
correlation between the physical testing results and the
simulation results within one day, which proved that this
co-simulation technology can be used to accurately and
efficiently predict the dynamic loads on the vehicle even under
extreme load cases.
REFERENCES
Figure 7. Contact Force Comparison: Physical Testing vs
Co-Simulation Results
1. Special Interest Groups Adams Marc Co-Simulation Kopplung der
Mehrkörpersimulation(MKS) mit der nichtlinearen Finite-Elemente-
Methode(FEM), C. Kopp, H. Krings, R. Bosbach (MSC Software
GmbH) Berlin, Deutschland, November 2017
2. Co-Simulation of Multi-Body-Dynamics (MBD) with Nonlinear
Finite-Element-Analysis (FEA):
3. C. Kopp, H. Krings, T. El Dsoki (MSC Software) Deutschsprachige
NAFEMS Konferenz 2018 Berechnung und Simulation –
Anwendungen, Entwicklungen, Trends, Bamberg Germany, May 2018
4. “BMW Case Study: Adams Marc Co-Simulation”, C. Kopp, H.
Krings, Fan, Y., NAFEMS Engineering Analysis & Simulation in the
Automotive Industry: Creating the Next Generation Vehicle
Conference, Troy, Michigan USA, November 2018
Figure 8. BMW Car Co-animation picture of Pole Run Over done by

Adams & Marc and visualized in CEI Ensight
See More Co-Simulation Applications:

www.mscsoftware.com/cosim
Figure 5. The Measurement Bollard

BMW Group: Generation and
Validation of Sensor Models
for Automated Driving
Systems Using VIRES VTD
By Alexander Schaermann, Data Engineer, BMW Group
Timo Hanke, Data Engineer, BMW Group

INTRODUCTION and true values, of the measurement and perception
performed by vehicle sensors.
D
ue to advancements in sensor technology and data
processing algorithms over recent years, great Sensor measurement models, on the other hand, are based on
progress has been made to enable automated driving a physical description of the measurement process, and they
systems to improve safety and comfort for the vehicle driver generate low-level measurement data based on the virtual
and occupants. Yet, due to the complexity of self-driving, one scene. Models of this type are commonly used for a variety of
of the main challenges remains in ensuring and validating the sensors in robotics research, while the measurement models
safe conduct of the automated driving systems for public use. for automotive sensors are only emerging.
Virtual worlds provide a suitable, safe and controlled In this article, we introduce a sensor measurement model for
environment to handle an important part of the required testing an automotive LiDAR sensor. The model is based on a ray
and validation efforts. A proper choice of scenarios as well as tracing approach for the simulation of the measurement
the generation of virtual sensor data that closely matches reality process. This enables the real-time generation of a LiDAR Point
are among the central requirements for the success of the virtual Cloud within the framework of an automotive driving simulator.
development approach. Virtual sensor data is generated by By directly comparing data from the real-world test drive to
means of sensor models that form a central component of the virtual data generated by the sensor model in a virtual
virtual environmental perception (Figure 1). This perception data environment, we are able to quantify the accuracy and validity
constitutes one of the main input streams for the decision of the sensor model using appropriate metrics.
making algorithms of an automated driving system. Hence, the
fidelity of the sensor model is a deciding factor for the viability SENSOR MEASUREMENT MODEL
and validity of virtual development and testing.
A. Real-time Ray Tracing in a Driving Simulator
Generally speaking, there are two types of sensor models:
We consider the scanning type of LiDAR sensor, which is
Sensor error models aim to reproduce the statistical typically used in the automotive industry. This type of sensor
characteristics of errors, i.e. deviations between the perceived determines distance by measuring the travel time of a laser pulse
reflected by a target surface. Its angular resolution is achieved by
means of scanning, i.e. by moving the transmitted laser beam as
well as the selective field of view of the optical detector array
successively over the sensor’s complete field of view. Most
commercially available systems at this time employ a
mechanically rotating mirror for the scanning task. The operating
principle of this type of sensor lends itself to a modeling
approach using ray tracing techniques. The virtual environment
for the proposed sensor model is provided by the Vires VTD
driving simulation software (Figure 2), which offers a ray tracing
framework based on the Nvidia OptiX ray tracing engine.
Figure 1. Virtual Sensor Models in VIRES VTD Environment
Experimental Vehicle Validation Simulation
Data Acquisition: Data Extraction: Simulation:

• Environment Model • Reference • Reference Scenario
• Reference .bag • Lidar Ref. • Sensor Models
• Lidar • OG
ROS Matlab Vires VTD
.mat
Validation: Environment Model:

• Metrics • OG
• Report .mat.bag
Matlab ROS
Figure 2. LiDAR Model Simulation in VIRES VTD Figure 3. Tool chain for sensor model validation

(a) (b)
Figure 5. Sampling grids for ray tracer: (a) Cartesian (b) Spheric
step, real data is captured with an experimental vehicle equipped

with LiDAR sensors, a differential global positioning system
Figure 4. Static Validation scenarios with 40m distance between ego (DGPS) and environment model algorithms running in ROS
and target
(middleware) and including an occupancy grid implementation.
Then, synthetic data is generated using the LiDAR sensor model
described in section II and exactly the same occupancy grid
B. Virtual Point Cloud Generation implementation as used in the experimental vehicle, but provided
with simulated data from the sensor model in VIRES VTD. For
To model the beam transmission, reflection, and detection of the data exchange between the model and ROS, the Open
LiDAR sensor, the camera program of the sensor measurement Simulation Interface (OSI) is used. As soon as real and synthetic
model generates a ray for each set of azimuth and elevation data are captured, we evaluate the data in the validation
angles. That results in a Point Cloud, if a valid distance framework using Matlab in a two-step procedure. In the first step,
measurement is obtained (see reference 1 for more details). the direct comparison of real sensor data and model output is
taking place. In the second step, we compare occupancy grids
SENSOR MODEL VALIDATION generated with real and synthetic LiDAR data representing the
static environment of the test vehicle.
A. Methodology for Validation
B. Validation Premises
For the validation of the LiDAR sensor model described in section
II, we propose the procedure shown in Figure 3. This method is For the validation of the sensor model, a static scenario is
based on the comparison of real and synthetic data. In the first evaluated (see Figure 4). The two vehicles, Ego (E) and Target
(a) (b) (c)
Figure 6. Visualization of Point Cloud: (a) real Point Cloud, (b) synthetic Point Cloud from SC1, (c) synthetic Point Cloud from SC2
(a) (b) (c)
Figure 7. Visualization of occupancy grids: (a) real occupancy grid, (b) synthetic occupancy grid from SC1 (c) synthetic occupancy grid from SC2.

(T), shown in the schematic have an approximate distance of However, since the geometry of the beam deflection of a LiDAR
D1 = 40 m to each other. This area was modeled as a virtual sensor leads to a conic shape of the point cloud, the spherical
3D model for a simulator with particularly high fidelity sampling grid is a more suitable choice for this purpose.
requirements with respect to geometric dimensions and
positions. Using this scenario, we show how the modeling of C. Data Evaluation
the LiDAR sensor’s geometric configuration can be tested and
how different configurations influence the generated Point a. We start the investigation with a qualitative inspection of the
Cloud and occupancy grids. captured Point Cloud shown in Figure 6. Visually observing the
Point Cloud, it is obvious that the real Point Cloud is more
Two different sensor configurations SC1 and SC2 of the model similar to the Point Cloud generated from Sensor Configuration
approach are applied in this study. SC1 uses a Cartesian 2 (SC2) compared to Sensor Configuration 1 (SC1).
sampling grid for ray generation visualized in Figure 5(a), and b. As mentioned before, occupancy grids are used as an
SC2 uses a spherical grid shown in Figure 5(b). Usually for image abstraction level for sensor model validation. Here, we
generation, a linear distribution of rays generated with ray tracing additionally use scan grids (SG) as a further abstraction
is needed, so the SC1 approach would be the right choice. level. Scan grids are single shot recordings of occupancy
grids generated from a Point Cloud, whereas the
occupancy grids are over time accumulated scan grids.
Model Validation Overall Barons Pearson For evaluation of the environment model output, the real world
State Level Error correlation correlation
scenario is re-simulated, and scan grids as well as occupancy
grids are computed using generic Point Clouds from the two
EDM PC 8729.2 0.733 0.824
sensor configurations. The scan grid results are shown in Figure
SC1
SG 1.0816 × 10 6
0.637 0.679
7. Visually comparing the scan grid representations of the two
OG 2.3668 × 106 0.602 0.677
sensor configurations with the real data, we can see a higher
alignment between the real scan grids and the scan grids from
EDM PC 8566.4 0.743 0.832
the SC2. To quantify this observation, three metrics are applied
SC2
SG 9.385 × 105 0.721 0.764

and summarized in Table I. Similar to the quantitative results from
OG 2.117 × 10 6
0.634 0.703
the Point Cloud evaluation, these values show lower overall error
and higher correlations between real scan grids and scan grids
TABLE I: Calculated results for different validation metrics: overall from SC2 compared to SC1.
error, Barons and Pearson correlations at different validation levels:
Point Cloud, scan grid and occupancy grid.
SUMMARY AND FUTURE WORK paper show a higher correlation between real and synthetic data
using the sensor model with a spherical ray tracer sampling grid.
In this article, we propose a physically motivated sensor
measurement model based on a ray tracing approach for an
automotive LiDAR sensor. The model was employed to faithfully
recreate the full sensor processing chain in a virtual environment See the Latest Solutions
with the help of VIRES VTD. Furthermore, a full processing chain in Autonomous Driving:
in the virtual environment starting from low-level sensor data and www.mscsoftware.com/autonomous
ending with the first fusion stage of the whole automated driving
system was reproduced in a virtual environment. With the
presented setup, it is possible to evaluate real driving situations
and reconstruct them in the simulation from high-fidelity data for Reference
static and dynamic scenarios. As sample use cases, we showed
a static situation on a parking lot. We could quantify how closely 1. “Generation and Validation of Virtual Point Cloud Data for
the internal environment representation, i.e. the input to the Automated Driving Systems”, T. Hanke, A. Schaermann, M. Geiger,
K. Weiler, N. Hirsenkorn, A. Rauch, S-A. Schneider, and E. Biebl,
automated driving function, matches between real world scenario IEEE 20th International Conference on Intelligent Transportation
and the simulation using a raw data LiDAR sensor model and Systems (ITSC), October 2017, Yokohama, Japan
appropriate validation metrics. The results represented in this

NATO: Leveraging
Adams and Luciad
to Assess Mobility
Characteristics of a
Military Ground Vehicle
By Hemanth Kolera-Gokula,
Product Marketing Manager, MSC Software

Adams/Car Validated Model Complex Terramechanics • Drawbar
Parametric • Traverse
Vehicle Validation Simplified Terramechanics (with EDEM)
Model
Architecture
Rigid Road
• Drawbar
• Sand Climb
• Handling • Traverse
• Lane-change
Real-Time Model • Cornering
• Ride
• RMS roads
• Halfrounds
• Obstacles Uncertainty
Quatification
Virtual Test Drive
• Mapping
• Route Selection
(with Luciad)
Figure 1 Mobility modeling for the NG-NRMM program
T
he mobility of a ground vehicle can be the difference
between mission success and mission failure on the
battlefield. In today’s defense environment, there is a
need to create rapidly deployable, highly mobile vehicle
platforms that operate reliably across various terrain and road
types. Vehicle simulation capabilities for assessing performance
for different environmental conditions and operational scenarios
have increased significantly in recent years.
In support of the Next Generation NATO reference mobility

model (NG-NRMM) project for assessing existent CAE mobility
analysis capability different facets of the Hexagon product
portfolio were used to asses and visualize the mobility of the
Figure 2 FED-Alpha Vehicle Assemble in Adams
FED-Alpha, a Fuel Efficient Demonstrator vehicle (Figure 1).
Adams models was created and validated against real-world
calibration data by a team comprising of Eric Pesheck,
Venkatesan Jeganathan, Tony Bromwell, Aniruddh Matange
and Paspuleti Rahul Naidu to support this effort. These Alpha. Adams Car uses a template-based approach to model
validated models were then used to accurately predict vehicle building; Reusable parametric templates of sub-systems such as
performance under a variety of on- and off-road operational chassis, tires, powertrain etc. can be populated with vehicle data
scenarios. Select results from these investigations were and integrated to create a full vehicle assembly as shown in
integrated into Luciad, part of the Hexagon Geospatial Figure 2. Typical model data includes design hard points, part
portfolio, via a customized application for visualization and mass properties, and component compliance characteristics.
mobility mapping. Additionally, real-time compliance of the Adams Car allows detailed component representations, such as
Adams model to support various autonomous and “Hardware- flexibility, friction, or frequency-dependent behavior where
in-the-Loop” scenarios was demonstrated. warranted. The level of fidelity and detail employed in the model
was based on the simulation intent and available design data.
Creating and Validating the Adams Model
The accuracy of the model was validated by comparison
Adams Car, a solution vertical in the Adams portfolio focused on against data gathered from various vehicle test events. Metrics
the modeling and simulation of vehicle assemblies and sub- related to vehicle behavior, dynamics and ride quality were
systems was used to create a full-vehicle model of the FED- compared for model validation.

Figure 3 Adams Model Validation against Test Data
Predicting Vehicle Performance Using the relationships, based on experimental measurements, to

Adams Model predict the response of deformable terrain to vehicle
operation. These methods are computationally efficient, and
The validated Adams model was then used to simulate various were used to assess vehicle performance for well-defined
vehicle events to evaluate vehicle performance and mobility. draw-bar and hill-climb analyses. In addition, these methods
These events consisted of both on and off road usage to mimic were applied to scanned terrain geometry for more
real battlefield scenarios. Typical military on-road evaluation generalized off-road performance analyses.
events such as double lane change, indicating limit handling
performance, half rounds, indicating ride quality, and step In addition, the computational efficiency of this method
climbs, indicating obstacle navigation ability, were stimulated, facilitated the support of stochastic analysis approaches,
with good agreement to test. where uncertainties due to variations in model and terrain
inputs were also accounted for, statistically. These stochastic
Evaluation of off-road performance is critical since simulations represented hundreds of potential soil
achievement of certain mission objectives could require characteristics, and allowed prediction of vehicle
operation over unprepared terrain. Of crucial importance in off performance over a statistical range of soil and terrain
road modeling are the representation of the terramechanics; properties and resultant development of confidence intervals
the soil properties and the interaction between the tire and for vehicle performance.
the soil surface. Simple and detailed models for the
description of the terramechanics were utilized in this Higher fidelity approaches, where the soil properties emerged
initiative. Simple terramechanics models use empirical from simulated particle interactions were also employed. This
was accomplished using a co-simulation between Adams and
EDEM, a Discrete Element Method (DEM) based simulation
offering from DEM solutions. In the DEM method, the material
WORKFLOW is represented by a collection of interacting particles with
simple shapes (typically based on circles and spheres). The
typical co-simulation workflow between Adams and EDEM is
as shown in Figure 3. Potential EDEM contact is defined for
designated vehicle parts. The displacement of these parts is
determined by Adams and provided to EDEM. EDEM then
1. Set-up EDEM simulation 2. Set-up Adams simulation determines the resultant reaction forces, which are passed
back to Adams.
Adams Using these approaches, tests such as a drawbar pulls, and

Co-Simulation
Interface sand-bed acceleration were simulated to gauge tractive
(ACSI)
3. Connect EDEM and behavior of the FED under various off-road scenarios. Though
4. Simulate! Adams via ACSI computationally intensive, these simulations were proved to
add significant fidelity and result in more accurate correlation
Figure 4 Adams EDEM Co-Simulation workflow to test results.

Mobility Mapping in the loop (HIL) and ADAS applications, a reduced order,
real-time compliant variant of the full-fidelity model was
Leveraging the broader Hexagon portfolio (Figure 5), the Luciad created. The ability to derive vehicle dynamics modeling
Lightspeed technology from the Geospatial Business Unit was variants of varying fidelity, to support a specific simulation
used to project the FED Alpha mobility characteristics intent allows users to deploy a single modeling solution
predicted by Adams onto the test terrain at the Keewenaw without costly, error-prone model translations between
Research Center (KRC). The integration of Adams predictions various tools. Furthermore, with the Adams Real-Time
with geospatial mapping technology demonstrates the approach, the user has additional freedom to retain model
capability to visualize vehicle speed throughout a mapped features of interest. Typically, real-time vehicle performance
domain based upon a combination of soil, grade and predicted may be achieved with a few simplifications of select
vehicle performance data. Additionally, optimized routes can be component and connection representations, depending on
computed based on selected route endpoints. the analysis and integration requirements. In this case, only
the anti-roll bar model was simplified. The real-time model
Additional operational data such as side-slope predictions and was tested in the VTD (Virtual Test Drive) analysis environment
obstacle information can be incorporated into the above to demonstrate capability. In addition, the numerical accuracy
framework, thus creating a platform for comprehensive mobility and efficiency of this model was assessed relative to the
assessment on an actual terrain using simulated vehicle baseline full-vehicle performance.
performance data.
Adams has had a long standing presence in the area of
Real-Time Virtual Model Performance on-road analysis. This effort demonstrates how these models
can be extended using the broader Hexagon portfolio and
To demonstrate the applicability of the full fidelity Adams reused for off-road analysis in the context of road terrain
models used for mobility assessment, to adjacent Hardware representation, real time analysis and operational mapping.
INPUTS Learn more about Adams:

www.mscsoftware.com/adams
MAPPING, VISUALIZATION, ROUTE PLANNING ENVIRONMENT
Vehicle Capabilities
• Custom App in Lucy

Framework
• Custom Map Layers
• Generate Go/No-Go
Soil Data
• Custom Routing
Algorithm
Elevation
Figure 5 Mapping workflow, showing speed made good and route prediction

Space CAE –
The First and
Final Frontier …
By Doug Neill and Keith Hanna, MSC Software
I
n the development of any technology, it is recognized that Introduction
the right catalyst can propel a nascent capability into a
necessary component of progress. And, 56 years ago, As we approach the 50th anniversary of the first NASA Apollo
finite element analysis (FEA) really took off (some might say 11 moon landing when Commander Neil Armstrong uttered
quite literally so!) with the invention of MSC’s Nastran FEA the words, “One small step for (a) man, one giant leap for
solver for the NASA American moon landing program mankind”, we thought it was worth looking backwards (a
(reference 1, 2). little nostalgically) and forwards (boldly, and with vision) to

the application of CAE in the space industry yesterday, was possible. It was a resounding success just after Christmas
today and in the future. We believe that we are approaching 1968. And the Moon Landings made history in 1969 as we all
another golden age of both space travel and space know. If you want to read of the sobering speech that President
exploration by humans, where technology advances are Richard Nixon had prepared should the Apollo 11 mission have
democratizing and expanding space exploration beyond the failed, check out the Space.com article (reference 3) to show
realms of national governments. This development will how risky this Mission was that made history.
necessitate even more CAE simulations than ever before, in
ever more challenging environments, where no other ‘Cold War’ Space Race Drives
cost-effective solution exists than CAE for predicting the Adoption of CAE
performance and mitigating risks of failure and expensive
write-offs. What a time to be alive, and to be a CAE engineer After the Second World War, and with the fall of the ‘Iron
in the space industry! Curtain’ - as Sir Winston Churchill called it - across Europe,
the world went into a ‘Cold War’. As with nearly all wars,
It is worth pointing out that following the success of the Soviet science and engineering got an unexpected dividend;
Sputnik space program in the 1950s and 1960s, and U.S. competing governments started to embrace simulation
President John F. Kennedy’s famous 1962 speech imploring his software for both design of defense related nuclear missiles,
fellow Americans to get a man onto the moon and back by and space exploration, in a race between the Western
1970, the subsequent tragedy of three Apollo 1 astronauts Powers and Soviet Russia for technological world dominance
dying on their launch pad in 1967 meant that the 1969 moon and global propaganda. Indeed, it can be argued that the
landing was inherently very risky. In an excellent radio space industry, and its associated missile and engine design
documentary broadcast last year by the BBC in the UK challenges, were probably one of the biggest catalysts for
(reference 2), the manned 1968 Apollo 8 moon-orbiting mission CAE advances in the mid to late 20th century, and ultimately
was a major precursor to the Apollo 11 moon landing. It even the emergence of the commercial CAE industry as we know it
resulted in the now famous ‘Earthrise’ photograph (left) taken by today (see references 4,5,6).
astronaut William Anders, that helped to fuel the environmental
movement on earth and showed how precarious, unique, and Dr. Richard H. MacNeal (pictured left, sitting on the right)
beautiful our blue planet is in the vast darkness of our solar founded MSC along with Robert Schwendler (not shown in this
system. This mission was the first time that humans left the orbit photo) in 1963 under the name of MacNeal-Schwendler
of their mother planet with the risk of not coming back. The Corporation. Under their leadership, MSC developed its first
sling shot trajectory Apollo 8 took around the moon was structural analysis software called SADSAM (Structural Analysis
hazardous but essential to show that a manned moon landing by Digital Simulation of Analog Methods) and they were deeply

involved in the early efforts of the aerospace industry to improve It is less well known, or even appreciated, in this the half
early finite element analysis technology. In response to a 1965 century anniversary year of the Apollo 15 manned mission to
request for a proposal from the National Aeronautics and Space the Moon with Neil Armstrong’s first step on the lunar
Administration (NASA) for a general purpose structural analysis landscape (on July 20th 1969), that the application of CAE in
program, Dr. MacNeal contributed greatly to the early efforts of space has been going on diligently and quietly for the last 50
the aerospace industry by successfully simulating on-the-ground years. Moreover, MSC Software’s tools and solutions have
physical testing through computing to deliver the right answers been in the vanguard of modern space industry simulations
and right physics to take humans to the moon (reference 1). The and related equipment design - from multi-body dynamics to
core of MSC Nastran was the code that NASA used to acoustics, FEA to CFD (Computational Fluid Dynamics), and,
structurally analyze the Apollo Space Program. In 1971, MSC latterly, materials analysis and novel manufacturing techniques
Software released a commercial version of the same software (like additive manufacturing). MSC’s unprecedented and unique
and since then its value to society (both tangible and intangible) co-simulation capabilities in CAE have allowed for a very wide
in the creation, extension and spread of FEA simulation range of some of the most accurate and reliable engineering
technologies was calculated by a NASA valuation of MSC simulations possible for the space industry yesterday and
Nastran in 2003 to be $10B in economic value (reference 2). today (see Figure 1).
Aerodynamics Design & Sizing Manufacturing Process Multibody Dynamics Structural Inegrity during
• Drag, lift, torque, shocks • CAD cleaning Simulation • Forces mission
• Aerothermal heating • Parts & Assembly based modelling • Additive Manufacturing • Loads • Loads
• Avionics & fluidics • Structural performance analysis • Joining, Foming Assembly
• System dynamics
Advanced Materials
• Mechanical and thermal properties of Satellite separation
metal & composite microstructures
• Material Life Cycle Management • Forces
• Virtual allowables • Loads
• Effect of defects
• Light weighting
Orbital Heating Electronics Thermo-Mechanical Controls Vibro-Acoustic Analyses

• Thermal Radiation • Thermal Management • Analysis • Systems
• Thermal analysis • Payload survival
• Fatigue
• Launch Loads
• Virtual Testing
Figure 1: Assortment of Multiphysics CAE applications of MSC Software tools in the Space Industry today

Unprecedented Interest in Space Travel, Further Moon Landings
and Interplanetary Exploration
Space has today again become truly a frontier for technology advancement with
larger-than-life multi-billionaires like Elon Musk (SpaceX, Tesla) making ever more
extravagant claims and stunts - a Tesla car playing David Bowie tracks on an infinite
loop is flying into deep space as we write - and hosting regular press conferences with
amazing projections for what his company will do next in space. Richard Branson
(Virgin Galactic) and Jeff Bezos (Blue Origin, Amazon) - the world’s richest man - are
jumping on the space bandwagon and are in a race to successfully launch passenger-
carrying suborbital flights from earth by a commercial airline for the first time (references
7,8). The emergence of Musk’s privately owned and very profitable SpaceX
corporation, founded in 2003 to make money from space, has revolutionized the
commercial satellite industry, but ever more ambitious plans for geostationary
telescopes, lunar polar manned space stations, human colonies on Mars, and even
plans for lunar mining and smart factories are being explored. There are even six
geostationary satellites in orbit around the planet Mars today.
Figure 2: Chinese Robotic Lander was
simulated in MSC Adams and connected
Emerging nations like China, Israel and India are staking claims to space. The recent to EDEM for Lunar terrain modeling
landing of the Chang’e 6 Lunar Module and Rover on the dark side of the Moon in
December 2018 illustrates this (reference 9), the privately funded SpaceIL craft that set
off for a soft landing on the moon in February 2019 (reference 10), and India’s ambitious
Chandrayaan-2 Mission to put a man back on the moon by the end of 2021 (reference
11). Japan has a healthy space program and its Hayabusa-2 lander successfully
intercepted the Ryugu meteorite in February 2019 (reference 12). Even President Donald
Trump announced plans in 2018 for a US Space Force, to be the 6th branch of the
American military (reference 13).
Figure 3: Italian Flexible Membrane Space

We reviewed a broad sweep of space related projects using MSC Software solutions Station Simulated in Adams and MSC
over the last few years and noted some cool applications being tackled today. Nastran
Researchers in Harbin University in China (reference 14) last year successfully coupled
MSC’s Adams multi-body dynamics solver to EDEM from DEM Solutions in a co-
simulation chain to model a novel new spider-like robotic lander vehicle capable of
dealing with rough terrain on other planets (Figure 2). Research at the Politecnico di
Torino in Italy last year also analyzed multibody mechanisms for inflatable structures in
manned space applications using the Adams and MSC Nastran SOL400 co-
simulation solver (reference 15). Their numerical results showed what was possible for
the inflatable manned space module with rigid components and a flexible coating
made of Kevlar (Figure 3), and led to some recommendations related to its optimal Figure 4: Russian Lunar Landing & Ascent
Vehicle dynamics simulated in Adams
structural performance.
Many researchers in the last 10 years have used MSC Software to examine the
dynamics of lunar landers and ascent vehicles and a typical study can be seen in Figure
4 from the S.P. Korolev Rocket and Space Public Corporation Energia (RSC Energia) in
Russia in 2018. They used Adams coupled with Python scripts to look at the dynamics
of landing and taking off from the lunar surface. A MSc Thesis involving a design study
at the University of Delft in the Netherlands to investigate the optimal structural design
for an inflatable lunar greenhouse module was carried out in 2014 (reference 17). The
student verified preliminary design calculations and compliance with requirements for
thermal and load-bearing structural properties of a Kevlar composite, using the FEA tool
MSC Nastran (Figure 5). And, finally, a Masters Thesis from the Massachusetts Institute
of Technology in America in 2016 (reference 18) employed SimXpert and MSC Nastran
to investigate whether a CubeSat satellite design that uses a combination of propulsion
Figure 5: Dutch University proposal for an
and solar arrays stresses the dynamics of the solar panels and their hinges that hold
Inflatable Lunar Greenhouse simulated in
them in place (Figure 6). MSC Nastran

References
1. ‘Getting the Right Answers”, Article by D. Gallello and D. Neill,

MSC Website, 2017: https://www.mscsoftware.com/sites/default/
files/Getting_Right_Answers.pdf
2. ‘The NASA Heritage of Creativity’, Article by Theron M. Bradley, Jr.,
NASA Chief Engineer and Chair of the ICB, Annual Report of the
NASA Inventions & Contributions Board, 2003: https://www.nasa.
gov/pdf/251093main_The_NASA_Heritage_Of_Creativity.pdf
3. ‘The Engineering Design Revolution – The People, Companies and
Computer Systems That Changed Forever the Practice of
Engineering’ by D.E. Weisberg: http://www.cadhistory.net/
4. ‘Christmas on the Far Side of the Moon’, BBC Radio Podcast, 27th
December 2018: https://www.bbc.co.uk/programmes/m0001qn1
5. ‘What If Apollo 11 Failed? President Nixon Had Speech Ready’, by
N. T. Redd, July 22nd 2014, Space.com website: https://www.
space.com/26604-apollo-11-failure-nixon-speech.html
6. ‘The History of MSC Software’, YouTube Video, March 8th 2018:
https://www.youtube.com/watch?v=ueFybc6XXmo
7. Richard Branson’s Virgin Galactic Wikipedia site: https://en.
wikipedia.org/wiki/Virgin_Galactic
8. Jeff Bezos’ Blue Origin Wikipedia site: https://en.wikipedia.org/
wiki/Blue_Origin
9. ‘Chang’e-4 landing to be a step along a road of lunar exploration
for China’, A. Jones, Space News Website, December 28, 2018:
https://spacenews.com/change-4-landing-to-be-a-step-along-a-
road-of-lunar-exploration-for-china/
10. ‘Israel’s privately funded moon mission lifts off’, O. Liebermann
and James Masters, CNN News, February 22, 2019: https://www.
cnn.com/2019/02/22/middleeast/israel-moon-spacecraft-
beresheet-launch-scli-intl/index.html
11. Indian Moon Landing Chandrayaan-2 Program Wikipedia site:
https://en.wikipedia.org/wiki/Chandrayaan-2
12. ‘Japan’s Hayabusa 2 successfully touches down on Ryugu
Figure 6: US MIT study on CubeSat Satellite Solar Panels simulated
asteroid’, K. Lyons, and I. Sample, Guardian Newspaper, 21 Feb
in SimXpert
2019: https://www.theguardian.com/science/2019/feb/22/
japans-hayabusa-2-successfully-touches-down-on-ryugu-asteroid
13. ‘President Trump announces that U.S. military will soon have a
‘space force’ to wage war beyond planet Earth’, D. Slattery and C.
Sommerfeldt, New York Daily News, Mar 13, 2018 http://www.
Summary & Conclusions nydailynews.com/news/politics/trump-announces-u-s-military-
space-force-article-1.3872617
14. ‘Adhesion mechanism of space-climbing robot based on discrete
Fifty years after the first moon landing by Neil Armstrong on the element and dynamics’,
Apollo 11 Mission, it is fair to say that the exploration (and 15. X. Hou, Y. Su, S. Jiang, L. Li, T. Chen, L. Sun, and Z. Deng,
Advances in Mechanical Engineering, 2018, Vol. 10(4) 1–15
exploitation) of space, our neighboring planets, and moons, for
16. ‘Multibody models with flexible components for inflatable space
commercial means has never been so topical, or more structures’, M. Petrolo, G. Governale, D. Catelani, and E. Carrera,
lucrative. Assorted commercial players in the space industry http://www.techno-press.org/?journal=aas&subpage=7
have started to enter the market in the last 20 years bringing 17. ISSN: 2287-5271, 2018
18. ‘Programmatic and Procedural Approach to Simulating Landing
down the cost of participation. Polar moon bases, lunar mining, Dynamics of a Lunar Landing and Ascent Vehicle’, S.V. Borzykh,
landing on meteorites, and colonies on planet Mars are all and V.V. Voronin, Space Science and Technology, No. 2 (21) / 2018
being examined as feasible opportunities. Even in situ 3D 19. ‘Design of a Deployable Structure for a Lunar Greenhouse Module’,
V. Vrakking, Delft University of Technology, Netherlands, Masters
printer facilities, lunar factories, chemical processing facilities, Thesis, 2014
and lunar greenhouses are being proposed and designed using 20. ‘Dynamic Instabilities Imparted by CubeSat Propulsion’, T. J.
CAE before ever being built. MSC Software was there at the Cordeiro, MIT Masters Thesis, USA, 2016
start of Space CAE half a century ago delivering accurate FEA
simulations; we continue to play a big part in the emerging
commercial space industry, and the future is looking ever more
exciting for space engineers in the 21st century.

Simufact Additive: Collaborative
Simultaneous Engineering Tool
for Additive Manufacturing
By Clara Moriconi, Head of Safran Additive Manufacturing’s Methods,
Tools and Application Team, France
A
dditive manufacturing is a process that has been used Additive manufacturing of metal components is becoming
for some years in Safran’s production centers. Safran more and more widespread in all sectors of industry. A major
Additive Manufacturing - a technology platform advantage of this technology is the geometry design freedom
attached to Safran Tech, Safran’s dedicated research center - that allows the creation of optimized shapes according to the
is aiming to support the widespread use of the additive targeted function. It now starts to be used for the serial
manufacturing technology within the Group: first by production of high-tech parts, particularly in the aeronautics
recommending tools and standards while evaluating and and space industry. Another key benefit of using 3D printing
validating the solutions through use cases, then by technologies is the ability to reduce the weight, cost and
accompanying the companies of the Group in the deployment complexity of parts production without sacrificing the reliability
and use of these tools. and durability of materials.

The Additive Manufacturing Challenge
Although some applications are already in production, many

are still at the proof-of-concept stage. Thus, in order to expand
the use of additive manufacturing and make the most of this
technology, it is essential to accelerate the capability to model
additive manufacturing processes in detail - and more broadly,
to improve the understanding of the technology by the relevant
employees within our Group.
The Methods, Tools and Application team of Safran Additive

Manufacturing is operating in this context. The objective of the
team is to evaluate and qualify additive manufacturing process
simulation solutions, and then facilitate their deployment within
the various Safran operating units.
Figure 1: Example of the effect of a 3D printer scraper / workpiece

collision on the powder bed
Figure 2: Example of macro-cracks on LBM parts that appeared during the manufacturing process due to part distortion and Simufact Additive stress
predictions of the parts (Red is high, blue is low)

Simulation of the Additive and post-treatment operations, risk of collision with the
Manufacturing Process recoater, as well as the possible risks of failure of the part itself
or the supporting structure attached to the part. Figures 1 and
One of the manufacturing processes in which Safran Additive 2 illustrate two types of failures that can happen in additive
Manufacturing is more specifically interested in, is the Laser manufacturing: 3d printer scraper / workpiece collision in the
Beam Melting (LBM) process. The simulation of this process powder bed during the manufacturing process, and large scale
aims at identifying issues associated with part distortion during crack formation during the 3d printing process due to inherent
the manufacturing process, as well as the potential risks of stresses in the part during the manufacturing process
failure of the part and its supporting structure.
The Benefits of Simufact Additive to Safran
Safran called on MSC Software, which offers a solution that
uniquely covers the entire manufacturing process, from the The use of Simufact Additive has enabled us to save
initial melting step of the part to the completion of a final HIP considerable time in production preparation thanks to the
treatment (Hot Isostatic Pressing), including all post-processing predictive nature of the software, which limits development by
operations such as a stress-relaxation heat treatment, manufacturing iterations by using virtual development
baseplate cutting and supports removal. This solution is upstream, but also during the part design phase, by enabling
Simufact Additive. us to anticipate the effects and limitations of the process at the
product design level.
Safran Additive Manufacturing uses the software iteratively as
part of our feasibility studies for the following two applications: One of the added values of the Simufact Additive solution is
that it allows us to bring together two activities: engineering
• For production support: to virtually develop and validate and production. On the one hand, people from engineering
the process, in order to reduce physical iterations on who design parts with a strong focus on part performance in
the machine; service, and, on the other hand, the methods office who
• Further upstream, in the product design phase: to check master the industrial processes and their associated
the manufacturability of parts and to take into account the constraints. Simufact Additive is a solution well adapted to
specific constraints linked to the process during the simultaneous engineering that facilitates dialogue between
product design phase. the different business activities involved in the same project.
In addition, the software is easy to use, with an intuitive,
Simufact Additive allows for the identification of potential issues business-oriented interface that allows for quick and easy
due to deformation of parts during the manufacturing phase appropriation/ownership.
Conclusions
Safran Additive Manufacturing has taken full advantage of the added value of the Simufact Additive solution in order to secure the
integration of the additive manufacturing processes into its “product-process” development processes, both upstream during product
design and downstream for the production launch.
Safran Additive Manufacturing is now focusing on extending the use of the Simufact Additive solution to different types of parts and
different grades of material, in order to improve the design process for additive manufacturing as a whole. MSC Software supports Safran
Additive Manufacturing and the Group in achieving this objective through this solution that integrates into the global additive manufacturing
value chain, ensuring a quality and open digital continuity.
Try Simufact free for 30 days! Learn how: www.mscsoftware.com/simufact

Multibody Simulations
of a Martian Rover
By Team D.I.A.N.A, Politecnico di Torino

T
eam DIANA (Ducti Ingenio Accipimus Naturam
Astrorum), is a Students Team of Politecnico di Torino
working in the research and development of robotics for
space applications. The Team produces engineering models of
rovers using the latest technologies. Team DIANA wants to
bring space robotics to a new level, while providing a platform
for experiential learning.
Since its inception in 2008, Team DIANA has created the Lunar
Rover Amalia for the Google Lunar XPrize and the Rover T0-R0
(Figure 1), the Martian rover prototype that took part in the
European Rover Challenge in Poland in September 2018. In
2019 the team started working on a new Martian rover which is
currently being produced and will be tested at the 2019 edition
of the European Rover Challenge.
Designing for space always means venturing into the unknown.

The primary challenge in the development of a Martian rover is
in the uncertainty of the environmental conditions that it is
going to operate in. The rover is designed to be able to walk on
Martian-like soil, to perform tasks and tests, collect samples
and navigate autonomously while withstanding Martian-like
geologic conditions (Figure 2). European Rover Challenge
represents an unparalleled opportunity for the Team to test the
Rover’s mobility system in a Martian-like environment. To test
the capabilities of T0-R0 rover, during the European Rover
Challenge 2018, we simulated the Martian soil in its harshest
forms using multi-body simulations in Adams. Since the
characteristics of the competition soil were unknown, a virtual
study with the worst case conditions were performed. This Figure 1 The T0-R0 rover and its Adams model
allowed us to identify the specific motors needed to power up
the rocker boogie mobility system and to define the dimensions
of the transmission system and suspension springs.
In the preliminary design stages of the T0-R0 Rover, four independent electric motors. This system allows stabilization
uncertainties concerning the mobility system were resolved of the rover’s payload (electronics, computer and batteries)
thanks to Multi-body simulations in Adams. T0-R0 Rover is during navigation on rough soil, with rocks and obstacles.
based on a rocker boogie mobility system, with six wheels and
The first step in the simulation process was the construction of
the rover model in Adams/View with a simplified geometry, with
correct dimensions and inertial proprieties of the involved parts.
Then the entire model was verified, and roads with soft soil and
a model of a pneumatic wheel (Figure 3) were added thanks to
Figure 2 Testing of the T0-R0 rover on soft soil Figure 3 Virtual Testing of the Rover using Adams

Figure 4 Belt Transmission Systems Model Using Adams/Machinery
Adam/Tire tool to evaluate the power required for the motors to The simulations performed in the virtual Adams environment
achieve a speed of 3 Km/Hr. allowed the team to explore limits of the structure and to
build a rover capable of walking on Martian-like terrain and
The parametric nature of Adams allows an understanding of the performing all the required operations with the construction
relationships between the design elements in the model and the of a single prototype and one short year of development.
performance requirements. For example, it was possible to change The rover, once built, performed as expected in the tasks of
the position of the hinges that connect the rocker to the chassis the competition and on Martian soil, confirming a good
with ease, saving a considerable amount of time. Furthermore, the capability of motion on the terrain thanks to the insight
use of design variables allowed us to capture the effect of variation obtained from simulations.
of certain parameters on the dynamic behavior of the vehicle.
The Team is now designing a new rover (Figure 5) with
Adams also allowed us to model the belt transmission system steering wheels to achieve better maneuverability while
(Figure 4) using the Adams/Machinery tool. The study of the performing tasks. Adams is being used to study the
deformations and the stresses to which the springs are subject geometries of the steering mechanism of the new mobility
to were carried out considering the vehicle in different operative system. The new Rover will be tested through the
conditions, for example in presence of an irregular path or participation at the 2019 edition of European Rover
when encountering obstacles. Challenge.
Figure 5 Testing of the new rover for the 2019 European Rover Challenge

VEHICLE DYNAMICS CONFERENCE
WHERE SIMULATION GETS REAL
NOVEMBER 12-13, NEUBURG a.D. / GERMANY
WHY SHOULD YOU ATTEND?

• Hear about innovative projects,
expertise and best practices in
vehicle dynamics
• Present your innovative project
• Access product managers for
Adams and Adams Car
• Network with other engineers
• Join the Audi driving experience
AUDI DRIVING EXPERIENCE CENTER

The innovative Audi Experience Center
is the ideal event location for the
conference.
The second floor provides a panoramic

view of the dynamic driving area, where
you will get the opportunity to try an REGISTER TODAY!
Audi R8 or an Offroad taxi ride. mscsoftware.com/VDC2019
Actran Helps to Predict
the Vibro-acoustic Response
of Satellite Solar Arrays
By Markus Wagner, Structural and Test Engineer, Airbus Defence and Space
Romain Baudson, Product Marketing Manager,
Free Field Technologies, MSC Software

Introduction
A
t lift-off and during flight, spacecraft launchers during the design cycle of any launcher component is crucial to
experience several vibro-acoustic challenges. Those ensure the safety of spacecraft components.
vibro-acoustic challenges are the result of intense
sound pressure levels generated by more and more powerful Over the past 50 years, Airbus Defence and Space has been
rockets used to reach higher lift capacity and longer distance. supplying reliable systems that range from electronic
components to full telecommunication relay platforms, scientific
This intense acoustic load excites the launcher structure as satellites, and human-crewed spacecraft. Key common
well as the embedded payloads and equipment inside. components of this portfolio are solar panels. These
Therefore, designing and managing the vibro-acoustic behavior components are responsible for supplying electrical power to

run the satellite sensors and electronics as well as the In the past, the structural behavior of solar array designs were
propulsion system. physically tested in reverberant rooms, where the intense
lift-off acoustic environment is reproduced with loudspeakers
Given the unique constraints within the launcher’s fairing, solar and vibration levels as well as strain on the cells are
panels are stowed during launch and later deployed at various measured. Many times, the cost of building prototypes do not
mission phases. Due to weight saving objectives, the use of allow engineers to conduct design comparison and the first
the lightest possible solar cell is desirable on spacecraft while design is usually the result of a conservative design approach.
the ratio of the solar panel surface area must be maximized It is therefore challenging to optimize the structural design to
over weight to support operations. reduce the weight while ensuring structural integrity.
These design constraints led engineers to design complex MSC Software Solutions
structures carrying the solar cells, typically made of a
sandwich structure covered by cells to fulfill specified Airbus Defence and Space engineers used MSC Nastran and
mission requirements. Actran to predict the vibro-acoustic response of solar panels at
lift-off using a hybrid approach. Mode shapes and related
These light-weighted, critical structures are subject to intense eigenfrequencies of the solar panels structure are computed
loading during lift-off and engineers need to validate the with MSC Nastran while Actran is used to both enrich the
structures to ensure that it can sustain these vibrations without structural model by modeling complex acoustic dissipations
residual defects that would prevent the solar arrays from being and propagation and model the acoustic load environment
deployed properly. acting on the solar array stack.
Figure 2. Solar Panels Vibration Spectrum, Impact of Air

Interlayer Modeling
Figure 1. Telecommunication Satellite at IABG reverberation Figure 3. Solar Panels Vibration Spectrum, Impact of Panels
chamber, Copyright: Airbus Defence and Space 2017. Interlayer Viscosity Modeling

Modeling the Air Layer in-between the Panels
When folded, thin air-layers are created in-between the different

solar panels. Modeling these air layers is of high importance to
ensure an accurate prediction of the final vibrations. Indeed,
the air layers act as dampers drastically impacting the
vibrations of the different panels.
Furthermore, because of the small size of these layers (few

millimeters), visco-thermal dissipations can occur impacting
acoustic wave propagation. Actran includes advanced
numerical modeling techniques to model these effects and
predict final response accurately.
The Impact of Honeycomb Structure on the

Vibro-acoustic Response
Sandwich structures are commonly used to reduce weight as

well as increase structural strength. Carbon-fiber reinforced
plastic face sheets cover the Aluminum honeycomb core
structure. While MSC Nastran structural modeling capabilities
allow representing such complex composite material structure Figure 5. Reverberant Room Test Set-Up
accurately, the effects of a honeycomb structure covered by
carbon-fiber face sheets on the acoustic propagation around
Satellite Sidewall Simulator
the solar panel structure are modeled using Actran. Specific
porous modeling allows the consideration of anisotropic
Solar Arrays Stack
acoustic propagation with related specific dissipations that are
influencing the vibro-acoustic response of the solar panels at
low frequencies.
Modeling the Real Environment
When installed, the stack of folded solar panels is attached to

the satellite. The body of the satellite creates at the same time
a reflecting surface close to the solar array stack, but also a
masking wall preventing acoustic waves to impact part of the
solar arrays stack directly. During typical measurements, a
Satellite Sidewall Simulator (SSS) is used to support the solar
arrays stack reproducing the environment solar arrays will face.
The numerical model also includes the SSS by modeling a
perfectly rigid wall in the neighboring of the solar stacks.
Figure 6. Vibro-Acoustic Model Overview
Figure 4. Solar Panels Vibration Spectrum, Impact of Panels

Honeycomb Structure Modeling Figure 7. Solar Panel Acceleration Power Spectrum

About Airbus Defence and Space
With consolidated revenues of € 66.8 billion in 2017, Airbus is a global leader in

aeronautics, space and related services. Airbus offers the most comprehensive range of
passenger airliners from 100 to more than 600 seats. Airbus is also a European leader
providing tanker, combat, transport and mission aircraft, as well as one of the world’s
leading space companies. In helicopters, Airbus provides the most efficient civil and
military rotorcraft solutions worldwide.
Finally, a Diffuse Sound Field (DSF) excitation created by a

plane waves superposition is applied to the model to represent
the acoustic environment.
Not only do the Actran results match the experimental results

over the entire frequency range of interest, but the post-
processing of Actran also allow output maps to identify the
location of maximum acceleration and strain over the panels.
Learn more about Actran:

www.mscsoftware.com/actran
Figure 8. Solar Panel, Strain Power Spectrum
Figure 9. Solar Panels, Acceleration Power Spectrum

Aeroelastic Co-Simulation
Flight Loads Toolkit
By Martijn Renooij, Stirling Dynamics, UK
A
part of the Expleo Group of companies, Stirling compliance for generating gust and manoeuvre loads for aircraft
Dynamics is a fast-growing, advanced engineering design by the certification authorities. This puts smaller OEMs
company that delivers a range of complex systems into a disadvantageous position as the linear models are
and technical services to the aerospace and marine markets. generally considered to be overly conservative. The project
Trading since 1987, the company has accumulated a wealth of objective for Stirling Dynamics was to develop their own
knowledge on over 70 different aircraft types and delivered to in-house toolset. In parallel, as part of the same programme, tool
both civil and military programmes around the globe. development at MSC Software UK was aimed at developing a
Recognised as leading experts in the areas of aircraft loads, commercially available product. A more detailed description of
fluid dynamics and aeroelastics, Stirling Dynamics is approved the MSC development is covered in the following sections.
to the global aerospace quality standard AS9100 as well as
being a member of the ITAR Approved Community. MSC Software Co-Simulation CFD-FEA Coupling
Introduction A key feature of the Aeroelastic CFD Manoeuvres Toolkit is that it is

based on the widely used MSC Nastran for FEA structural analysis,
Stirling Dynamics has developed a non-linear aeroelastic toolkit and scFLOW from Cradle for CFD, plus inputs from the end-user,
for aircraft loads (Reference1) as part of a UK NATEP (National BAE Systems. The tool allows for increased fidelity of the nonlinear
Aerospace Technology Programme) initiative in collaboration with aeroelastic effects that contribute to the loads experienced by an
MSC Software UK and supported by the end-user, BAE aircraft over a wide design-of-experiment (DoE) design space. The
Systems. Aircraft loads assessments (like gusts and manoeuvre tool takes nonlinear aerodynamic effects into account from shock
loads) are typically performed using linear aircraft models and, movements or flow separations around an aircraft, improving the
although this is generally considered to be an acceptable means accuracy and simplicity of loads modelling on flexing structures
of analysis, including non-linear terms improves the modelling such as aircraft wings. MSC Software provided a robust and
accuracy and reliability. Non-linear aeroelastic solutions are reliable commercial CFD and FEA solver co-simulation toolset to
generally only available to the major aerospace OEMs who have enable this. The toolkit also automates the simulation process very
their own tailored toolkits. The current processes used by most substantially. The toolkit includes new methods and it provides for:
aircraft companies, excluding the two largest OEMs, is based on
linear assumptions and this has been accepted as means of • Extraction of aeroelastic loads from multiple scFLOW
CFD analyses
• Application of the fluid load to an aeroelastic MSC Nastran
model for various trim conditions

“Stirling has a long
history of developing
independent aircraft
design tools. Working
Figure 1: Generic UAV Model for this study (courtesy of BAE Systems)
on this NATEP project
together with MSC
Software and BAE
Systems has been an
excellent opportunity to
develop our capabilities
further and to use these
new tools for future
aircraft design.”
Figure 2: Generic UAV Model inside the Toolkit user interface
R&D Manager, Stirling Dynamics,

Dr Simon Hancock
programme, MSC Software has been able to develop an

innovative non-linear structural analysis-CFD solution with MSC
Figure 3: Non-linear UAV shape prediction of wing deflection Software simulation tools that will lead to more optimised aircraft
displayed in the Toolkit aeroelastic models, and higher simulation fidelity resulting in the
reduction of uncertainties in fluid-structure analysis predictions.
The Aeroelastic CFD Manoeuvres Toolkit means that uncertainties

• Coupling of the aerodynamic loads in all 6 degrees of in the aircraft modelling process will be reduced, which results in
freedom (DOFs) to the structural FEA model increased accuracy in the CAE models produced, less conservative
aircraft designs and lighter future aircraft. The key benefit of lighter
In tandem with BAE Systems, a generic Unmanned Aerial aircraft will be less fuel burn and therefore more fuel-efficient flights
Vehicle (UAV) demonstration was created for BAE Systems to and significant cost savings to aircraft manufacturers and users;
showcase the tool (Figure 1). The toolkit user interface (Figure this ultimately has environmental benefits for us all.
2) automates the direct mapping of CFD results from scFLOW
onto finite element models from MSC Nastran to then predict A demonstration of this toolkit by way of a generic UAV model
and visualise aeroelastic effects. was produced for BAE Systems in the UK. This toolkit will be
valuable to aid in future aircraft certification requirements for
Summary emerging and small OEM aircraft manufacturers.
As part of a UK NATEP (National Aerospace Technology Reference

Programme) initiative in collaboration with MSC Software UK and
supported by the end-user, BAE Systems, Stirling Dynamics has 1. UK NATEP Website Projects: http://www.natep.org.uk/project-
developed a non-linear aeroelastic toolkit for aircraft loads for use design-modelling and http://www.natep.org.uk/documents/
ADS%20Natep%20210%20x%20210%20Supplement%20v5.pdf
in their engineering programmes. In parallel and part of the same

Simulating the Flight of the
Hawkmoth Manduca Sexta
By Mr. Jae-Hung Han, Korea Advanced Institute of Science and Technology
Mr. Joong-Kwan Kim, Hyundai Motor Company
Copyright Kiley Riffell Photography Volume IX - Summer 2019 | mscsoftware.com | 41

F
or ages humans have used Nature as a source of by the aerodynamics model are passed on to Adams which
learning and inspiration. Engineering simulation can be then returns the flight states and the wing sectional kinematic
used to understand how organisms behave in the natural variables at every time instant.
world. Design principles gathered from these studies can be
translated into novel and efficient product designs. Simulation Body/Wing Morphology
of organism behavior e.g. insect flight is fundamentally
inter-disciplinary and requires the ability to capture mechanics, Flying insects usually have six legs, two antennae, head,
aerodynamics and morphology. thorax, abdomen, and two or four wings. Each body
component has specific effect to the overall flight dynamics
In a recent study, researchers at the Korea Advanced Institute
of Science and Technology [1] developed a Multi-Body
Dynamics model of the Manduca Sexta with Adams and
simulated its flight. Commonly known as the Carolina Sphinx
moth and the Tobacco Hawkmoth, the Manduca Sexta [2] is a
moth of the Sphingidae family. Present through much of the
American continent, the Manduca Sexta is used in a variety of
Biomedical and Biological experiments.
Using a co-simulation framework (Figure 2), the flexible-body

and the aerodynamic simulation domains were coupled
together to describe the fluid-structure interaction. A quasi-
steady model to simulate the aerodynamics around the wings
was implemented. This model computes the instantaneous
aerodynamics forces acting on the wing. The forces computed Figure 1 The Hawkmoth Manduca Sexta
FSI CONSIDERED INSECT 6-DOFS FLIGHT SIMULATION ENVIRONMENT
MULTIBODY INSECT MODEL FLEXIBLE MULTIBODY DYNAMICS SOLVER
Integrator (MSC.Adams)
direct time integration of flexible multi-body E.O.

Wing
kinematics
Body/wing wing sectional kinematic instantaneous sectional

morphology variables, flight states aerodynamic forces
FSI
quasi-steady aerodynamic model

for the flapping wings
Wing structural
model
User-defined subroutine
Figure 2 Co-simulation framework

Parameter mw m/mtotal R S t r2/R
(Unit) (mg) (%) (mm) (mm) (mm2) (mm) (-)
Value 48.33 3.32 48.30 18.09 883.75 3.67E-2 0.51
Figure 3 Morphological data used to model the Hawkmoth
because these are connected to each other via compliant overall flight dynamics and stability characteristics.
structures such as muscle and exoskeleton, which allows all Therefore, for a sound understanding of the underlying
the components translate/rotate relative to each other. In this mechanics of the insect flight dynamics and stability, the
study, a multibody model of the Hawkmoth was created, and fluid-structure interaction (FSI) of the flexible wings, with the
each body component was modeled using morphological data surrounding air, must be taken into account when
from Ellington [3] and O’Hara et al [4]. As the wing of the developing a flight dynamics model of the insect. Typically,
Hawkmoth is a complex structure consisting of intricate the flight dynamics and stability analysis of the insect is
patterns of venation and skin, the actual measurement data of conducted based on a simple, linear rigid-body dynamics
30 Hawkmoth wings by O’Hara et al [4] was used to model model. With these simplified rigid body approaches, the
the vein’s outer/inner radius distribution and also elastic effect of the body component’s movement, the effect of the
modulus as shown in Figure 3, where mw is the wing mass, wing inertia or the effect of flexibility to the flight stability are
mtotal is the total mass of the Manduca sexta, R is the span, not easily analyzed.
is the main chord; S is the area, t is the thickness and r2, is
the radius of gyration. In the current implementation the two wings of the Hawkmoth
are modeled as flexible bodies with similar properties to the real
Hawkmoth, and the other body components are also modeled
Wing Structural Model independently. Based on this flexible multibody model, a
hovering flight is simulated and its 6-DOF flight states are
A critical element to accurately modeling dynamical compared with the result of rigid-winged model to see the
systems with multi-bodies is accounting for part flexibility. effect of the flexibility. A finite element analysis program
The Manduca Sexta has wings with flexibility due to the (ANSYS) (Figure 4) is used to model the flexible wing structure
intricate patterns of venation and skin on the wing. This of the Hawkmoth. Mode shapes and corresponding natural
flexibility makes the wing undergo deformation during the frequencies are depicted in Figure 2. These mode shapes are
flight. Also, the passive deformation of the wing impacts the used as input into the Adams MBD model to incorporate
surrounding aerodynamics, which in turn directly affects the flexibility to the Wings.
Figure 4 Figure 5. Flight kinematic inputs for the hovering condition

1 f=26.1Hz, ∆t=0.002 s 2 3 4 5
6 7 8 9 10
Figure 6. Fluid-structure interaction considered 6-DOF free flight simulation; flexible-winged Hawkmoth model is in its hovering condition;
a down-stroke wing motion is depicted (flapping frequency = 26.1Hz, time between each frame is 2ms)
Model Inputs and Results
Based on the abovementioned co-simulation environment, Hawkmoth models to maintain the hovering flight. This implies
6-DOF flight simulations were conducted. For a comparative the flexible wings can produce more lift than the rigid wing under
analysis, a rigid-winged Hawkmoth model was also established a similar wing kinematics. Qualitatively, it seems to be the effect
using the same morphological data to the flexible-winged of wing flexibility which alters the direction of the aerodynamic
model. The rigid- and flexible-winged Hawkmoth models are vectors to the direction of the opposite to its weight vector.
identical except for the wing flexibility. Therefore, it appears that a choice between a simplified rigid or a
detailed flexible representation of the wing can have a substantial
The wing kinematic inputs for the hovering condition of the insect impact on the Hawkmoth’s flight dynamics. In essence,
are shown in Figure 5. In the figure, the thick gray line indicates the simulation tools like Adams can help us understand and
measured wing kinematics. The other two lines indicate wing appreciate the world we live in.
kinematics inputs for the two Hawkmoth models to maintain
hovering: rigid-winged model, and flexible-winged model. The References
commanded inputs include φ(t), wing positional angle; α(t),
feathering angle; θ(t), deviation angle at the wing root joint. 1. Kim, Joong-Kwan & Han, Jae-Hung. (2013). An investigation of
6-DOF insect flight dynamics with a flexible multibody dynamics
approach. Proceedings of SPIE - The International Society for
These commanded inputs develop spatially varying Optical Engineering. 8686. 868611. 10.1117/12.2009650.
deformation distributions on the flexible wing due to the FSI 2. https://www.butterfliesandmoths.org/species/Manduca-sexta
which is illustrated in Figure 6. 3. Ellington, C. P., “The aerodynamics of hovering insect flight: II.
Morphological parameters,” Philos. Trans. R. Soc. B-Biol. Sci.
305(1122), 17-40 (1984).
The comparative study between the models with the rigid and 4. O’Hara, R. P., and Palazotto, A. N., “The morphological
the flexible wing representations also show some interesting characterization of the forewing of the Manduca sexta species for
the application of biomimetic flapping wing micro air vehicles,”
distinctions. The first difference between two Hawkmoth models
Bioinspir. Biomim. 7(4), 046011(13pp) (2012).
is the flapping frequency: 26.1Hz for the flexible-winged model
and 29.5Hz for the rigid-winged model are needed for the

Medical Innovation
One Step Further through
MSC Nastran and
MARC Simulation
By Bhoomi Gadhia, Product Marketing Manager- MSC Nastran and MARC
I
n this article, we are showcasing some interesting case
studies performed using MSC Nastran and MARC to see
how the finite element analysis is leveraged in the medical
industry and taken innovation one step further using simulation.
of any design, implementation, and maintenance process in
Hearing is one of the five sensations critical to the perception of vehicles, machine tools, spacecraft, buildings and even
the surrounding and communication. The overall function of the medical devices.
ear is to convert physical vibrations to nervous impulses. In
other words, the vibration from sound is transduced to electric Bone-Anchored Hearing Aid, which is commonly referred to as
signals in the ear, where they are processed by the central BAHA provides patients with a higher level of user satisfaction
auditory system in the brain. Structural analysis is a crucial part compared to other hearing aids.

Outer ear
Inner ear
Figure 3 BAHA device, meshed anatomical data of skin and 3D mesh

of the skull
Auditory
nerve Real model
Cochlea
CAD or CT scan
Middle ear
Discretized finite element model by pre-processor
Different types of elements, Loads Boundary conditions,

Figure 1 Structure of ear: Outer, middle and inner ear Material properties ... etc
Simulation in Solver
Normal modes analysis, Frequency response analysis
Calculation
Mode shapes, displacements, velocity, acceleration
Visulization by post-processor
Graphs, Videos ... etc
Figure 2Schematic overview of BAHA implant in function Figure 4 Finite element process
With the help of computational mechanics such as the vibration pattern of bone-conducted sound using MSC
Finite-Element Method (FEM), the performance of BAHA can Nastran. FEA model enable us to investigate the factors that
be improved before actual costly physical models are built. affect the bone conduction pathway, find the correct position
to produce the vibration level for the hearing sensation, and
Lena Kim, PhD candidate at Chalmers University of further optimize the device in a patient-specific way.
Technology, built a 3D FEM model of Human Head to perform
a study which leverages MSC Nastran’s FEA results to Structural analysis- specifically modal analysis is the first step
correlate with the physical tests which in-turn helps the and plays an important role in the sound and vibration analysis.
cost-reduction of the Bone-Anchored Hearing Aid. By performing modal analysis, one can find the system’s
natural frequency and mode shapes (shape of vibration)
In this study a valid 3D FE model of the human head is without external force and damping. The results of modal
developed, which is used to investigate and simulate the analysis characterize the basic dynamic behavior of the

The response of the skull surface of the surrogate was
simulated and the output was the velocity for mechanical point
impedance. The test data was compared against results using
point mass method using MSC Nastran and the results show
good agreement with test data.
To conclude, using MSC Nastran frequency response analysis

of head simulator model was performed at mechanical point
impedance (MPI). The results were remarkably consistent with
physical test data in both Non-strutural mass (NSM) and
Fluid-Structure (FS) models with anti- resonance frequency at
approximately 75-90 Hz; there was only a 5% difference in
magnitude level. This study proved that FEA results are close
Figure 5 Mechanical point impedance magnitude at BAHA position in to the physical test and hence they result in cost-reduction of
NSM model. The red line represents the simulation result with NSM the BAHA device.
model and the blue line indicates the experimental data from Cochlear.
Prosthetic Feet using Carbon Fiber

Composites: Design, Simulation, & Testing
structure and indicate how the structure will respond under
dynamic loading. Prosthetic limbs represent an area of advanced biomedical
device technology where artificial limbs meet with advanced
FE analysis approximates the geometry or original model in aerospace-grade composite materials. The development of
several different types of elements. The behavior of the prosthetic feet using carbon fiber composite materials has
structure of interest is obtained by analyzing the overall paved the way for many amputees to resume an active and
behavior of the elements. The schematic in Figure 4 illustrates athletic life-style. By combining advanced materials, an
the process from the real model to visualization of result. Each understanding of design and stiffness tailoring of composite
of these procedures requires several sets of commercial materials, and aerospace manufacturing techniques, the end
software which includes MSC Nastran for structural analysis, result is prosthetic limbs with realistic flexure, “springiness”,
Beta CAE pre and post-processor ANSA and Meta-post. and strength. These lifelike prosthetics are a far cry from the
“wooden leg” or “stump” associated with injured pirates of old!
The dynamic frequency response was simulated using a The technology has advanced so far that that runners with
commercially available structural analysis software, MSC composite feet and legs are qualified to run in the Olympics!
Nastran. For this model, loads, frequency range, analysis
output, and damping coefficients were assigned in the form of The active users demand for “springy” but, strong prosthetic
Nastran codes. Two types of analysis were performed in this legs. Major challenges to create these type of Prosthetic legs
study: normal mode and frequency response analysis include Fatigue Durability, balance between strength, stiffness
Overload Keel
Urethane - Heel
Heel
Urethane - Toe
Figure 6 Carbon Fiber Prosthetic Foot - Components: Heel, Keel, Overload, Urethan (Toe and Heel)

“Dr. T. Kim Parnell from Parnell
Engineering and Consulting used
MSC Marc to perform Finite
Element Analysis on the heel
design, test different material
properties and come up with an
optimal design.”
and weight amongst many others. The demand for a prosthetic thick, has reduced heel bending due to more uniform heel
foot that is suitable for all terrain, with lightweight, exceptional contact, stiffer response due to earlier contact with Keel.
shock absorption and great energy return is very much needed.
Composites play a huge role for lightweighting. Dr. T. Kim Parnell After comparing different results of both heel types, it was
from Parnell Engineering and Consulting used MSC Marc to concluded that the Proposed 1/16” Long Heel is stiffer due to
perform Finite Element Analysis on the heel design, test different earlier secondary contact with Heel and earlier contact with
material properties and come up with an optimal design. Keel. 1/16” Long heel gets progressive stiffening and the stress
results for heel improved even for same displacement and thus
Model description was done using MSC Marc/Mentat, where higher applied load.
the contact bodies are defined such that Heel, Urethane are
flexible contact bodies and Overload, Keel are assumed rigid To conclude, simulation using MSC MARC/Mentat with physical
and materials are defined as composites with Tsai-Wu failure testing help to better understand the delamination failure mode.
criteria and the results of 2 Urethan Configurations are
compared in order to come up with the final design.
After performing analysis using Marc, it was concluded that, See More Co-Simulation Applications:
Short Urethan Heel, 1/8” thick causes increased heel bending www.mscsoftware.com/cosim
and it is more flexible whereas, Long Urethane Heel, 1/16”
Figure 7Proposed 1/16” Long Figure 8 Initial 1/8” short

10x Productivity
Gain with MSC Apex –
MSC Nastran Workflow
By Zanlang Yin, Product Marketing Manager, MSC Software
I
n recent years, OEMs in the aerospace, automotive, and Lynx, the interoperability between MSC Apex and MSC
shipbuilding industries are being confronted with a variety of Nastran enables the new “MSC Apex – MSC Nastran – MSC
challenges. Stricter safety requirements, increasing operation Apex” workflow. Users can now combine the world-class user
cost, and higher user expectations, are driving OEMs to experience of MSC Apex with the power of MSC Nastran, the
innovate, especially in product development to gain continuous world’s most trusted multidisciplinary Finite Element Analysis
competitive advantages in the market. These strategic (FEA) solver, to facilitate their product development. Such
initiatives also bring new requirements for CAE tools. User interoperability enables existing MSC Nastran users to achieve
experience, smart workflows, simulation democratization- you an up to 10x productivity gain in several different aspects.
name it! No matter what buzzwords are out there, the core
need of CAE users is the same: productivity.
Though determining go-to-market of new products, the

productivity of product development depends heavily on CAE
Import
simulations, where innovations are fertilized. In current Import results ophan-mesh
for post- & regenerate
workflows, however, CAE engineers are doing chores instead processing geometry
of innovations due to their software. They need to transfer
model files across the pre-processor, FEA solver, and
post-processor to perform a single round of analysis. In most
cases, CAE engineers have to wait for a modified model from
design engineers to begin the next round analysis. Such a
process generally repeats multiple times until a final design is
frozen. Productivity is often further constrained with poor user MSC Nastran Geometry
& meshing
interfaces, non-intuitive instructions, and redundant manual analysis modifications
operations of the software. As a consequence, CAE
engineers spend 50%~70% of their time in model
preparations. The engineering teams are in desperate need of
Export to
a next-generation simulation tool to enable productive external
simulation-driven workflows. Nastran
solvers
MSC Apex Iberian Lynx is the ultimate CAE productivity

booster for MSC Nastran based users. Beginning with Iberian Figure 1. Apex – MSC Nastran – Apex Workflow

“The technology Orphan-mesh Workflow
innovation represented Technical companies are used to only saving FE models for future
service, repair and modification uses, especially in the aerospace
in MSC Apex’s capability industry. Though FE models are compact and analysis-ready, it is
difficult to rebuild geometry models from sketch when performing
suite and ease of use changes to these legacy FE files. However, this is no longer a
was head and shoulders problem in the new MSC Apex – MSC Nastran – MSC Apex
workflow. Users can now import Nastran BDF files into MSC Apex
above any other stand- and regenerate geometry directly from the FE model. With the
help of embedded direct-modeling technology, geometry repair
alone CAD healer or and edit can be completed by only clicking & dragging. Then,
incremental mesh capacity can help users generate high-quality
integrated CAD-CAE
meshing software
I have used.”
– W. Scott Taylor, Senior Mechanical

Engineer, Dynetics Technical
Services, Inc.
Figure 2. Apex – MSC Nastran – Apex Example: Import Wing Model

From Legacy BDF File
MSC Apex - MSC Nastran - MSC Apex Workflow
Before Iberian Lynx, other pre-processors have been used to

prepare models for MSC Nastran. Now, users can leverage
MSC Apex for pre/post-processing of daily MSC Nastran work,
such as importing multiple types of CAD files, repairing and
modifying the geometry of parts or assemblies with smart
geometry tools, and creating mesh incrementally. When the
model is analysis-ready, it can be exported as a Nastran BDF
file for subsequent simulation analysis. When the computation
finishes, post-processing tools in MSC Apex (such as fringe
generation, result probing) can be leveraged to process
simulation results.
Thanks to the embedded generative technology of MSC Apex,

this new workflow brings several benefits to users at all levels.
Using exported BDF files to control external Nastran solution,
the expert users have considerable freedom to edit keywords
and parameters, to take full advantage of MSC Nastran’s
power in the advanced analysis; On the other hand, the
entry-level users can benefit from MSC Apex’s analysis
readiness check function and integrated solvers for fast model
validation before sending to Nastran. Customers can enhance
their productivity quite easily when utilizing MSC Apex in daily Figure 3. Orphan Mesh Workflow Example – Regenerate geometry
Nastran-based work. from the FE model directly

mesh at a single attempt. Even if some local refinement is needed, Generative Direct-Modeling Capability
the intuitive instruction attached to each feature can aid such work
with minimal manual operations. Afterward, users can perform This inherent direct-modeling technology arms MSC Apex with
routine analyses as usual. several unique functionalities, which boost productivity by a
factor of 10. For example, it is generally time-consuming to
extract the mid-surface model from a thin-wall structure, due to
the work of geometry split, manual repair, and repeated mesh,
“The integration of MSC Apex Scripting

Technology automates the translation of the CAD
data of the ship model into a CAE specific
geometry model. This can then be used within
MSC Apex to build a simulation model. MSC Apex
allows interoperability of different 3D models that
can be streamlined with CAD and CAE without
having to go through a full project conversion.”
– Major US Based Shipbuilding Company
Figure 4. Direct-Modeling Capacity Example

However, MSC Apex is extremely easy to use and easy to
learn, aiming at offering the best user experience to all-level
users. It includes hundreds of tutorial videos of features and
workflows, which provides intuitive operation instructions right
at your mouse cursor. Thanks to the user-friendly design,
users can follow tutorials at their own speed, instead of
attending costly and slow-paced training sessions.
Besides the exceptional functionality mentioned above, there

are far more intelligent capabilities within MSC Apex waiting to
be explored. Using the MSC Apex – MSC Nastran – MSC
Apex workflow, users can broaden their horizon of innovation
with an up to 10x productivity gain at a lower cost. Try MSC
Figure 5. Automation Scripting Example – Import whole wing model Apex and experience unparalleled efficiency.
by scripts
etc. However, the unique mid-surface extraction tool in MSC “With MSC Apex’s easy
Apex can intelligently detect the paired surfaces and extract
the mid-surface automatically. If the extracted model has local
to use interface, tedious
defects, users can quickly fix them by dragging and clicking
geometric features.
and frustrating tasks
(most notably geometry
idealization and
What’s more, MSC Apex provides a higher-order of productivity
gain. Unlike traditional pre-processors, MSC Apex achieves
high-quality mesh by an incremental strategy. It automatically
generates the highest-quality mesh possible and needs minor
meshing) are made
essential refinements to deliver a qualified mesh. This “mesh on
the fly” capacity updates the mesh automatically when
simpler, better, and
geometry modification exists. For example, as shown in picture faster. MSC Apex saves
us a large amount of
4, mesh generates as the geometry mirror operation happens.
Customizable Automation Scripting

time and allow us to
Another highlight within MSC Apex IL is the powerful
automation APIs. MSC Apex supports customization of
focus on “real”
objective-specific workflows by using scripts written in engineering.”
Python3, the most popular and user-friendly programming
language at present. Users can define automation functions
including but not limited to creating models, performing
analysis, and result exploration. This functionality is especially
useful in building large assemblies and standardizing in-house – Dr. Wade Evans, Simulation
workflows. Imagine how much time and potential human error Engineer, ADG Mobility
could be saved and avoided in repeated work. Automation
boosts users’ productivity gains into a higher magnitude.
World-class User Experience
MSC Apex adopts a stylish graphical user interface (GUI),

where all functions are placed in an intuitive layout. The Try MSC Apex Free for 30 Days:
integrated search function in MSC Apex provides everything www.mscsoftware.com/msc-apex-free-trial
you need right at your fingertips. High expertise requirements
from traditional CAE software can be quite painful and
time-consuming to learn new without detailed training.

Sound Attenuation Prediction
of High Speed Railway
Sound Barrier with Actran
Based on a technical interview with Dr. Wenlin Hu, R&D Engineer, Vibration and
Noise Reduction Laboratory, China Railway Design Corporation

“In the past, we had a half-analytical formula with
which we could only roughly calculate the vertical
non-absorbent barrier. Now, we can accurately
simulate the complex shape and sound absorption
boundary of the sound barrier to determine its
effective height and structure, and improve its
efficiency in reducing noise.”
– Dr. Wenlin Hu, R&D Engineer, Vibration and Noise Reduction

Laboratory, China Railway Design Corporation.
Background costs. Therefore, an accurate and effective numerical

simulation method is needed to guide and help engineers in
T
he development of high-speed railways has brought designing more performant sound barriers.
many travel benefits to society over the past years,
offering fast and convenient access to numerous Industry Challenge
downtowns cities. However, the related pass-by-noise has
affected the sound quality of environments neighboring The main task of the Noise and Vibration Reduction Laboratory
high-speed train lines. This has led to noise control and of China Railway Design Corporation (referred to as CRDC,
reduction becoming the primary problem faced by high-speed former Railway Third Survey and Design Institute Group Co.,
railway environmental governance. The noise emitted by Ltd.) is to perform research and development of noise and
high-speed railways is composed of wheel-rail noise, vehicle vibration reduction engineering technologies. Using test and
body aerodynamic noise, and collector system noise. The simulation approaches, the laboratory develops noise and
wheel-rail noise is most important, for which sound barriers vibration products, promotes engineering applications, and
are capable of effectively suppressing its propagation towards provides noise and vibration technology services.
the surroundings, thus reducing the overall noise radiation
level. It is therefore, a widely used method to mitigate noise Prior to using simulation, the typical design process of a
emissions. Over the past years, Chinese high-speed railway high-speed rail sound barrier was to involve semi-analytical
engineers have designed vertical sound barriers, which are formulas to predict the insertion loss of sound barriers. By
the result of long-term engineering experimentation and using this approach, the noise source and realistic
structural safety considerations. surrounding environment cannot be fully described. The
obtained results demonstrated large deviations when
In recent years, engineers have begun to rethink sound barrier compared to reality. A solution that is able to consider the
design to achieve higher noise reduction and save construction sound barrier absorption coefficient, complex geometrical
forms, and the realistic environment was needed to achieve
better noise barrier performance.
Dr. Wenlin Hu, an R&D Engineer at the Vibration and Noise

Reduction Laboratory, said: “Before using Actran, it was
difficult to integrate acoustic research into the sound barrier
design. The semi-analytical formula could only be used to
verify a reduced number of sources during the design
process. The insertion loss could not be accurately
predicted for complex geometries and acoustic absorption
properties, and the products studied were limited to vertical
barriers geometries.”

Note: Noise reduction index or insertion loss refers to the difference geometric forms and sound-absorbing boundary conditions. Its
in-between the sound pressure level at a certain position before and efficient and easy modeling method provides a great solution for
after the installation of the noise barrier. It is an indicator to describe developing complex and better products. It has been applied in the
the noise reduction performance of the noise barrier. research and development of high-speed railway sound barriers
and is expected to be applied to the design of new mitigation
Solution solutions for ordinary railway and urban rail transit projects.
In the design process of a sound barrier, it is necessary to create About China Railway Design Corporation
a large-scale model around the high-speed train and perform a
wide-frequency range analysis. Actran can meet these China Railway Design Corporation. (referred to as CRDC, former
requirements with its modeling capabilities for near and far field Railway Third Survey and Design Institute Group Co., Ltd.), is the
acoustic propagation, distribution of multi-sound sources in near only survey and design enterprise under CHINA RAILWAY(CR). It
and far-field, and the capacity to model complex geometrical was established in 1953 and focuses on railway, urban rail transit,
configurations as well as material property effects. Dr. Hu added: highway, etc. It is a large-scale enterprise group engaged in project
“In addition to the infinite element technology, the ability to general contracting, survey, design, consulting, supervision and
consider the complex shape of the noise barrier andthe sound project management. It is of outstanding advantage for high-speed
absorbing materials modeling are the main reasons why we railway, heavy-duty railway, comprehensive transportation hub,
chose Actran. Actran meets our needs of the product urban rail transit, new rail transit, maglev transportation, etc.
development for forecasting noise reduction.”
Due to the complexity of the high-speed rail acoustic source, a

large number of acoustic sources need to be defined in the
simulation model in order to simulate the distribution of the
noise sources on both sides of the train and outside the bridge
web. Actran’s API makes it easy to quickly define multiple
sources via command line or script files.
Result
Not only does Actran achieve accurate simulation results

compared with the test results, it also simulates complex
Use of Actran’s API to quickly generate line sound sources, and use
of the Loadcases command to avoid sound source interference
effects and achieve incoherent superposition of sound sources. Actran simulation results and test comparison

Optimizing the Drum Design
of a Coal Shearer with
Adams-EDEM Integrated
Simulation Approach
By Lijuan Zhao, Jiayi Fan, Minghao Li
Liaoning Technical University, China
Figure 2. Spiral Drum of the Coal Shearer

Introduction
A
s the main working mechanism for coal cutting and coal
loading, the spiral drum directly affects the working
performance of the shearer. In recent years, a number of
research projects have been conducted on the design and working
performance of the shearer spiral drum. These results provided a
reference for the high operational efficiency of the coal shearers.
When the spiral drum is operated under the condition of

complicated coal seam, the impact load with nonlinearity and
strong coupling will have a great influence on the reliability of the
spiral drum itself and the key parts of the shearer. Therefore,
based on the rigid-flexible coupling of the CAE model and EDEM
discrete element simulation analysis software, our researchers Figure 1. Coal Shearer in Operation
leveraged the improved particle swarm optimization algorithm to
enhance the overall performance of the spiral drum.
Modeling and Simulation for the Coal Shearer with Rigid-

flexible Integration
When the shearer is working, the loads on the front drum are larger than the rear drum,
so the front cross section is the main target of interest for this project. According to the
coal-breaking theory from the former Soviet Union, and based on the “load simulation
program” developed by the project team, the cut-off depth of the machine is 800 mm,
Figure 3. Virtual Prototype of the Coal
the drum rotation speed is 58 r/min, and the traction speed is 10 m/min. Shearer in MSC Adams
The research team used Pro/Engineer to establish a coal mining machine model and
imported it into MSC Adams, the world’s most trusted multibody dynamics software.
The finite element software was then used to generate the flexible bodies for the spiral
drum and the planet carrier, replacing the corresponding rigid parts in the Adams
model. After adding the constraints, contacts and the driving forces of the virtual
prototype, the Adams model of the shearer that contains both rigid parts and flexible
parts is shown in Figure 3.
As the next step, the initial loads from actual physical testing were properly imported Figure 4. Stress Distribution on the
Front Drum
into the Adams mode to make sure the boundary conditions for the simulation are
realistic. Some of the simulation results can be found from Figure 4 to Figure 6, to
capture the stress distribution on the front drum, the maximum stress curves and the
stress diagram of the drum tooth. The stress diagram and the stress curves of the
planet carrier are shown in Fig. 7 and 8.
It can be seen from Fig. 4-6 that the maximum stress value of the spiral drum is 779.946
MPa, and the calculated safety factor is 1.635. The maximum stress value node is
located on the No. 24 tooth of the 12th section line. As illustrated in Figures 7 and 8, the
maximum stress value of the carrier is 347.17 MPa, so the safety factor is 1.872, the Figure 5. Maximum Stress Curve of the
maximum stress point appears at the hole of the planet shaft. Spiral Drum

Figure 6. Stress Distribution on the Figure 7. Stress Distribution on the Figure 8. Stress History Curve of the Planet Carrier
Drum Tooth Planet Carrier
Predicting Coal-Carrying Performance of the After the optimized design, the updated modal neutral file for
Shearer with EDEM Software the spiral drum was generated and imported into MSC
Adams, in order to perform the FEA-MBD coupled simulation
According to the coal mining theory, the Hertz-M contact analysis. It can be seen from Figure 12 that the maximum
model is selected for the simulation. The material parameters stress of the optimized spiral drum is 735.841 MPa, which is
of the drum are set up in the EDEM software, as well as the 5.65% lower than that of the previous design. The maximum
contact parameters between the drum and the coal wall. stress value of the carrier is 332.117 MPa, 4.34% lower than
According to the mining conditions of the drum prototype and before. The change in the spiral drum design variables
the drum model, the coal particle plant is shown in Figure 9. reduced the cutting resistance, and thus reducing the loads
on the key components.
After importing the CAD model of the coal shearer in IGES
format into EDEM, the simulation model is shown in Figure 10. Summary
As illustrated in Figure 11, under normal operational condition, The results of this simulation-based design show that the
the number of coal particles that were successfully loaded was negative impact of the structural parameters on the reliability of
9,476, and the number of unfilled coal particles was 5,964. The the spiral drum is reduced, and the comprehensive
success rate for loading was 61.37%. From the physical testing performance of the spiral drum is improved. The optimized
results of the actual MG400/951-WD shearer, the coal loading spiral drum meets the design requirements. Since June 2015,
rate is over 60%. Based on the discrete element method, the this type of improved coal shearer has been manufactured and
coal mining performance simulation results provide clear data officially put into operation at the Ordos Coal Mine of YanZhou
support for the reliability design of shearer spiral drum. Coal Mine. The annual output of the single machine has
reached 1.2 million tons. The shearer is stable and reliable.
Improving the Robust Design for the
Spiral Drum Reference
The structural parameters of the spiral drum have an impact on 1. ZHAO Lijuan, FAN Jiayi, LI Minghao. Gradient reliability design of
its working performance. Therefore, in order to improve the shearer’s drum in complicated seam [J]. Journal of China Coal
Society.
performance of the drum, it is necessary to optimize the robust
design of the spiral drum.
Figure 9. Coal Particle Plant Model Figure 10. EDEM Model Which Figure 11. Loading Effect Figure 12. The Stress Distribution of
in EDEM Includes Both the Mining Machine Simulation in EDEM the Spiral Drum after Optimization
and the Coal Bulk Material

Optimize the Product Part,
Not Just the Geometry
- A Real World End2End
Additive Manufacturing
Solution
By Dr. Hendrik Schafstall, Managing Director and CEO,
Simufact Engineering, part of MSC Software and Hexagon
W
ith the continuing rapid adoption and development
of additive manufacturing techniques and
technologies in multiple industries led by
aerospace, defense, medical and automotive, many benefits
can be obtained in companies. This includes the huge potential
for lightweighting, small production runs with less material
waste, significant energy cost savings, and the possibility to
produce functional, high performance parts that simply can’t
be subtractively manufactured, cast or formed. One of the
challenges is a full automation and to minimize the physical
try-outs. This can only be achieved with a full digital
transformation and a fully connected workflow.
With the acquisition of MSC Software in 2017, and its

manufacturing oriented and material focused business units of
Simufact and e-Xstream in particular; Hexagon’s Manufacturing
Intelligence Division now has in its portfolio a unique
combination of tools including cutting edge CAD/CAM
production software plus existing market leading metrology
solutions. The smart factory solution Xalt from Hexagon is
offering the needed framework for the connecting of all data
(from real and virtual sources) to enable a fully connected Figure 1: End2End Workflow for Virtual Simulation, Printing and
workflow and transparency of the process. Scanning in Additive Manufacturing

Upper Fork (Metal) Bike Saddle (Polymer)
Figure 2: Concept of a folding bicycle with 3d printed Metal and Polymer parts
These technologies within Hexagon allows the development of a metal or polymer parts in a straightforward way so that they are
compelling solution for the challenges of the additive manufacturing ‘First Time Right’ printed. Let us unwrap that statement a bit by way
industry where unit costs can be high and errors can be costly. It is of first outlining a typical End2End Additive Manufacturing workflow
important to not just optimize the 3D CAD geometry during 3D (see Figure 1). And secondly, using an example for a new innovative
printing, but also, to optimize the end product part. There is a need lightweight folding bicycle concept (see Figure 2). We choose two
for real world solutions that are fast, accurate and robust than typical parts from the bike, to demonstrate the principles for the
alternative PLM and CAD-based methods. In effect, with this available solutions for metals and polymer. The first is a handlebar
combination of technologies I believe it is now possible to plan, upper fork as a 3D printed metallic part and the second one a bike
optimize, validate and replicate high quality additively manufactured saddle as a polymer part.
Figure 3: Process of Reverse Engineering the Arena Seat Saddle using a 3D Scanner

sources. As an example for a ‘reverse engineered’ part, we
used the bike saddle. The geometry was created out of a 3D
scanned point cloud, see Figure 1: 5 o’clock (Figure 3), where
we used a Hexagon Absolute Arm 7-Axis machine.
For the handlebar upper fork, we carried out a topology

optimization of the part, Figure 1: 7 to 8 o’clock, in a suitable
CAD-centric tool like MSC Apex (Figure 4 shows the fork part).
Used in early design, MSC Apex allows users to obtain geometries
that will withstand the loads on the component and minimize its
weight (by as much as 70%). Topology optimization therefore can
Figure 4: MSC Apex topology optimization of the folding bike be used to redesign existing components and account for
fork geometry manufacturing constraints early on. After this optimization step, the
user needs to be able to evaluate the strength and stress of the
optimized design by predicting its distorted geometry on full loading
to see if it fits within allowable tolerances.
The wheel in figure 1 shows the overall workflow and data flow.
You can start in any of the segments depending on the Once a suitable geometry has been designed, like all computer-
requirements and parts you want to produce. The geometry for aided engineer simulation predictions, the build process need to be
the part, which we want to print, can come from different qualified, critical areas to be identified and at the end the whole
Figure 5: Schematic representation of polymeric materials in MaterialsCenter
Gold = initial Final geometry with

Blue = distortion compenstion Optimized support structure
Figure 6: Comparison of simulated and optimized 3D printed metal Fork part in Simufact Additive

Comparison of “as-built”
to “as-designed” part
Figure 7: Comparison of the final ‘as-built’ 3D printed polymer seat Figure 9: Hexagon EdgeCAM’s knowledge of machine control in
part to the ‘as-designed’ part in Digimat Additive Additive DED machines
process chain needs to optimized, so that we will get the right whole process will become more transparent and the process
shape with the required part performance. The final part can be made more robust to ensure that all errors are
performance is the outcome of the used process and print eliminated before the designs are committed to in the printers.
parameter. The data can be taken for all materials from an open
and flexible material data management tool like MaterialCenter from In the shown folding bike scenario, we worked with a Hexagon
MSC Software (Figure 5). This solution was adjusted dedicated to partner organization, NIAR, at Wichita State University in America
AM, to be able to handle all experimental data, to calculate the to use their 3D printers to additively manufacture both the fork and
needed parameter out of it for the material models for the simulation the saddle (Figure 8). This part of the process is represented by
and finally, also to control all material properties during the the segment in Figure 1 at 1 o’clock where you go through the 3D
production process. The final material properties need to be printing process based on the optimized designs from the CAE
documented and stored for sensitive parts in AM. MaterialCenter is software predictions at Figure 1: 11 o’clock. We want to thank
the perfect solution to be used besides the production and for the NIAR for their collaboration in this project.
virtual manufacturing simulation as a digital twin.
30% of the costs are incurred directly through the post-
But let us go back to the manufacturing simulation (Figure 1: processing step for machining of the printed part. The used
11 o’clock). MSC Software offers best in class technologies orientation of the part during the process and therefore the
with Simufact for metals (Figure 6) and Digimat for polymers needed support structures etc. are directly influencing the effort
(Figure 7). The simulation will predict the distortion and for the machining stage. So there is a need also to take this
behavior of the parts (fork and saddle) during the whole manufacturing step into account to be able to optimize the
process chain and will detect critical areas or possible whole process chain with all the main influencing steps. It also
problems. This enables the user to optimize the whole process has an impact on the predefined design and can be used to
steps and minimize the risk for manufacturing problems. The minimize the total costs. That is why MSC is developing an
Figure 8: NIAR facilities for 3D printing and the machines used in the bike saddle and fork printing

had NIAR print. The simulation results stand for quality and the
use of the software tools for productivity.
Summary and Conclusions
Hexagon’s virtual predictive design & engineering simulation

software from MSC Software, production simulation software,
and 3D metrology measurement workflow for additive
Figure 10: Distortion of a DED additive manufactured part after the
machining process manufacturing captures the entire process chain (Figure 1)
through a printed part’s final ‘as-built’ performance. Virtual
printing stress analysis simulation (either by Simufact for metals
or Digimat for polymers) allows users to optimize the 3D print
process via these innovative simulation tools, thus saving time
and material cost. We have illustrated this by way of two
components from an innovative folding bike design.
Good 3D CAD geometry topology optimization (under

development via MSC Apex, our modern CAE preprocessing
tool) allows for fast identification of the part geometry design
parameters in order to minimize material cost and printer time.
It will be directly linked to the manufacturing simulation and will
take the manufacturing constrains into account. This enables
Figure 11: Final inspection of the 3D printed polymer seat part the designer to optimize a good printable part with the right
Hexagon Absolute Arm part performance for the loads.
The data management of all important material data, from test

through simulation up to the production and process parameter,
End2End solution with a closed feedback loop. It further allows requires a good data management solution. MSC has developed
supporting better hybrid machines in the future. a solution dedicated for AM based on MaterialCenter. Support of
good material properties ensures the most accurate simulations
Hexagon MI has dedicated production software tools for predictions for either metals or polymers. Finally, after printing the
machining operation, which are simulating the toolpath and part with your 3D printer of choice, Hexagon metrology’s
machine behavior that will be connected with the manufacturing state-of-the-art scanners can verify the accuracy of the
simulation to predict and optimize the tool path and machining simulations and compare the ‘as-built’ part to the ‘as-designed’
and printing strategy. This can be used also for direct energy part. This allows for genuine ‘First Time Right’ 3D printing.
deposition processes (DED) based on blown powder or Typically, with this workflow, we find that we can get useful
wire-feed for large structures or repaired parts (figure 9). Figure engineering simulation results for additive manufacturing in
10 shows the final distortion of an Airframe after a DED process minutes and hours versus hours and days for alternatives.
and machining simulation. This solution from Simufact is still
under development and should demonstrate the ongoing The virtual and real world with all different sources can be
activities from MSC in the field of Additive manufacturing connected via Xalt and linked to PLM systems. With Hexagon
processes and how we take advantage out of being part of technology the users will be able to make the design and
Hexagon for the most benefit for the customer, to connect development smarter and at the end have a smart virtual and
production software and manufacturing simulation. real factory.
Finally, we validate all simulation results with the real measured

data (Figure 1: 4 o’clock), by using a Hexagon Absolute arm to
scan the 3d printed plastic seat by acquiring a point cloud MSC Software and Hexagon’s Unique
using the physical dimensions of the ‘as-built’ part to inspect Additive Manufacturing Solutions:
the final part for quality assurance. The simulation results were www.mscsoftware.com/additive
proofed and it was found to be very close to what was required
in the specification, as indeed was the metal handlebar fork we

Development of an
Additive Manufacturing
Quality System
for Gas Turbine Engine
Part Production
By A.I Khaimovich, V.V. Kokareva, V.G. Smelov, A.V. Agapovichev, A.V. Sotov
Department of Aircrafts Engines’ Construction Technologies, Samara
National Research University, Moskovskoye Shosse 34, Samara,
443086, Russian Federation

Introduction roughness, its residual stresses and part deformations. An
SLM quality system for gas turbine engine parts production
S
elective laser melting (SLM) is a powder bed fusion should be based on an interaction model of the technological
additive manufacturing (AM) process which occurs at a factors affecting the quality of the final fabricated parts.
high metal melting temperature. High local temperature
gradients and brief cooling effects can cause residual stresses There are three main methods for predicting the temperature
and part deformation during 3d printing, the consequences of distribution and residual stress during the SLM process:
which can be additional surface treatment and reduced
productivity for the process. To understand how to control the 1. Simulation methods,
formation of AM residual stresses and part form deformation, a 2. Experimental work, and
reliable method to investigate influences between technological 3. Combined simulation and experimental approach
parameters and quality behaviours is required. There are basic
physical mechanisms of the selective laser melting process that Since it is difficult to predict part distortion in micro detail due
can lead to part distortion and cracking: high temperature to enormous computational resources being required, a SLM
gradients, high viscosity and surface tension of the molten process for a practical part can be divided into three scales;
powder zone, un-melted powder and oxidized particles. micro scale, meso scale and macro scale. With this type of
approach, the temperature history and residual stress fields
The following variables of the SLM process can be established during the SLM process can be predicted. Thermal information
as the most important: has to be transferred through micro scale laser scanning, meso
scale layer hatching, and macro scale additive part build-up.
1. Powder, composition, size distribution, shape, and
thickness of the melting layer; Description of our SLM Model
2. Laser, power, spot size, beam spatial distribution, scanning
velocity and protective gas atmosphere; and The laboratory of additive technology at Samara National
3. Strategy of additive manufacturing Research University developed a model of influences on the
SLM process parameters of quality by way of an Ishikawa
The main target of our research was to find and control the diagram. The quality of the final additive manufactured part can
optimum SLM process parameters to minimize printed part be decided by powder properties, process parameters, SLM
S L M equipment P owder
P article size Density
S ervice
Type Mixing Time of mixing
Vergin
C alibration
Used
Maintenance Melting Flowability
Monitoring
temperature
and control
S orting Flowability
S L M proc es s quality
P arameters P arameters
G eometry
Type Weight
P arts orientation Technology type
S upport
P arts preparation C oating
R oughness
S L M proc es s P arts F inis hing
Figure 1. Ishikawa diagram of a SLM process’ quality

equipment characteristics, finishing and detail behaviours as database in the PDM system, Teamcenter Manufacturing. The
shown in Figure 1. input technological parameters were all the influences on part
quality: scan speed and laser power, the powder layer
SLM equipment characteristics are determined by the type of thickness, the hatching distance, the hatching angle.
3d printer, the monitoring system, kind of technologies used,
and its frequency of service and maintenance. In order to Development of the SLM Quality System
ensure technological accuracy, it is recommended to calibrate
the production system and to build in every month test In our study (reference 1), an effort to better understand the
samples as the benchmark for complex shapes. Then it is factors influencing part quality resulted in us developing an
necessary to check weight (density), dimensions, tolerances, evaluation method. Technological parameters were divided into
and surface roughness under different part orientations. Quality two types: those controlled by the operator of the additive
maintenance requires keeping the equipment’s daybook machine (inputs) and those defined by the final part’s functional
rigorously where all actions are recorded: powder changing, use (limiting conditions).
cleaning, stopping, optic system controlling, and parts
replacement. Powder analysis includes understanding of the The input SLM parameters were:
particle size distribution and particle shape using scanning
electron microscope. Furthermore, it is necessary to evaluate 1. Gas atmosphere concentration (percentage of oxygen);
powder ‘flowability’ and its apparent density. A SLM quality 2. Powder layer thickness; and
system should therefore include registration of the qualitative 3. Set of 3d printer process conditions: scan speed, laser
and quantitative parameters of powders especially the power, hatching.
proportion of mixed powders. In addition, the main material
quality parameter is the rate of sieved and reused powder in a The limiting SLM conditions were:
subsequent process powder.
1. Powder behaviours,
It is clear that an additive part quality is therefore dependent on 2. Geometry accuracy, and
SLM process parameters which should be controlled and 3. Powder grain size.
managed. In order to determine the optimal AM built
parameters with the aspired objectives and technical The input parameters influenced the SLM process by the way of
requirements, there is a need to consider many factors, such the layer thickness increasing effort on the bed fusion while the
as cost, time, part quality, batch quantity all together. For density of melting material is decreasing. Another example of the
simplifying this task, we developed a database of SLM input parameters’ influence is if we increase the oxygen
technological parameters for domestic powders: aluminium, concentration in the building camera a melting material becomes
titanium, heat resistant steel, stainless steel. We produced this more crack-sensitive. We therefore proposed to use a SLM
Input parameters Limiting conditions
Material and Equipment

geometry
Gas atmosphere
parameters
Evaluation Deviation
SLM
Process Build strategy
Management
Output parameters
Selective laser
melting process
Set of process conditions Part quality
Making decision algorithm
Figure 2. Schematic of the SLM quality system

Powder particle melting
SLM parameters
• Laser power
• Scan speed
• Hatching
• Layer thickness
• The temperature gradient

• Internal stress
Distortion evaluation
Input parameters Comparison MSC Simufact Additive

• Quality parameters
Limiting conditions
Experimental specimens
Figure 3. Our proposed SLM quality system
quality system which is based on managing and controlling of needed an engineering simulation model of the SLM process
input parameters taking into account the limiting conditions. The for better understanding of the link between input and output
main blocks of the proposed SLM quality system are shown in parameters under different limiting conditions. We achieved this
figure 2. In order to select the appropriate set of technological by employing the predictive simulation tool, Simufact Additive,
parameters, the system uses a making-decision algorithm, and from MSC Software.
selection of input parameters depends on the link between part
requirements (accuracy, geometry, surface) and building regimes Simulation techniques have been widely used to predict
for corresponding material and mechanical behaviors. The main residual stresses and part distortions in the SLM processes.
idea of this quality system is that decision and denoting of SLM But they are only suitable for analyzing the thermal-mechanical
parameters are based on experience, and our statistical model to predict residual stresses and distortions of a sintered
database is included in the making-decision algorithm. After specimen. For an original SLM part, it is difficult to predict part
each part is manufactured ‘successfully’, its database record’s distortion due to requiring millions of micro-scale laser scans
input parameters with certain limiting conditions are recorded as which will increase the computational hardware requirement
meaning that all quality requirements are satisfied. prohibitively. However, Simufact Additive allowed us to
compare numerical and experimental results and to develop a
The making-decision algorithm should include not only the multi scale approach to achieve acceptable accuracy of part
statistical database, but a method of quality prediction. The distortion and internal stress. As already mentioned, if we
prediction of accuracy and surface behaviors found in the divide a SLM process for a practical part into three scales such
physical process during SLM: temperature gradients and as micro scale, meso scale and macro scale; with this
distortions, internal stresses and deformations. For this approach, the temperature history and residual stress fields
approach we needed the ability to both monitor the SLM during the SLM process can be predicted. Thermal information
process and to manage this process. Such a system is the key can be transferred through micro scale laser scanning, meso
step to achieving digital manufacturing transformation scale layer hatching, and macro scale part build-up. The aim of
according to the well-known Industry 4.0 concept. our research was to develop a perspective quality system for
the SLM process based on a making-decision algorithm and
Figure 3 illustrates the developed additive manufacturing quality predicting the part quality by SLM process simulation in
system we devised for SLM. It should be noted that we consideration of the temperature distribution and internal stress

Support structure
CAD-model Mesh generation Workflow process Stress simulation and calculation
modelling
Build parameters and SLM fabricated specimens and deformation evaluation

strategy
Printing preparation Results stress and deviation Distortion model correction Materials properties correlations
Figure 4. SLM distortion prediction by Simufact Additive for a Gas Turbine printed part
in the workpiece. For developing the SLM quality system, a the SLM process. For getting the required part quality influence
conceptual model was established. We chose to simulate the factors correct, factors must be considered such as limiting
entire metal SLM process of a gas turbine engine part including conditions (material properties, equipment specifications), and
Simufact Additive predictions: build, baseplate cutting and input parameters (building conditions and process parameters).
support removal process (see figure.4). Simufact Additive However, during the SLM process, the localized increased
allowed us to predict the distortion and residual stresses in the compression and tension caused by large temperature
turbine blade part and guided the quality system in how to gradients and fast cooling of the 3d printing process can lead
pre-compensate to ensure a quality part was printed the first to significant internal stresses in the workpiece and consequent
time right. Process control variables were selected in Simufact shape deformation. Simufact Additive was a major predictive
Additive to optimize this SLM process to reduce printing time simulation tool to avoid this and for the success of our
and material waste successfully. proposed SLM quality process.
Summary and Conclusions Reference
We developed a model of all the influences of additively 1. “Development of SLM quality system for gas turbines engines parts
manufactured SLM process parameters for a gas turbine part production”, V V Kokareva, V G Smelov, A V Agapovichev, A V
Sotov, and V S Sufiiarov, ISPCIET’2018, IOP Conf. Series: Materials
based on quality and influencing parameters as described by Science and Engineering, 441 (2018) 012024
an Ishikawa diagram. The SLM quality system includes
technical-organizational methods of managing and controlling

Accounting for Microstructure
in Structural Analysis of
Interior Automotive Parts –
Workflow Optimization
with Digimat-RP
By Przemyslaw Narowski and
Dr. Schneider Automotive, Poland
I
n 1927 Dr. Franz Schneider founded a company that he especially when we are not given the exact material data from
eventually gave his name to that today has grown to turn over our suppliers. This is where Digimat comes into its own
about a half billion euros per year with a workforce of 4,000 especially with regard to manufacturing plastic parts.
people around the world. A tier 1 automotive supplier in
Germany, but we are branching out into other regions. Our By way of a case study we will show how our CAE modeling team
specialty is in automotive interior designs and related equipment simulated a FRP car interior part with a commercial FEA solver
where we aim to connect innovation, quality and aesthetics. We using standard plastic material inputs from international
focus on four main areas – automotive interior systems, climate databases, and then with Digimat’s structural analysis solver and
control systems, interior surfaces and internal automotive parts. integrated database of materials (see Figure 1). We identified two
Our engineering expertise covers tool manufacture, device separate load cases of 140N to be applied to the part that needed
manufacture, injection molding technology, painting technology examining in Digimat (Figure 2). We designated two scenarios that
and assembly technology. And, for us, polymers and plastics we called ‘THE PAST’ (FEA simulations with materials property we
are a very important part of our business. Quality products and had available from standard texts and databases), and ‘THE
engineering excellence is very much deep in our DNA. PRESENT’ (FEA simulations with materials property we had from
Digimat and its microstructure materials database).
One big challenge we face with polymers is the bridging of the
gap between manufacturing processes and structural analysis Figure 3 illustrates the material properties for the FRP part
simulations. We need to take into account production manufactured in durethan that we simulated first in a commercial
process-induced product properties as standard in automotive FEA code using International Plastics Database mechanical
computer-aided engineering (CAE) simulations. Finite Element properties which we have reduced by approx. 20% according to
Analysis (FEA) simulation accuracy has to be experimentally our previous FEA experiences. The resultant structural analysis
proven in our applications. We have therefore chosen Digimat, predictions can be seen in Figure 4 for the different element types
from MSC Software, for the simulation of fiber reinforced chosen and they range in peak displacements from 11 to 29 mm.
plastics (FRP). However, to get a very accurate FEA prediction When we altered the material properties of the durethan (Figure 5)
requires detailed material models of the polymers involved, to be a curve, which we have previously obtained from a tensile

test of a standardized coupon, the peak displacement shifted to
“We have therefore
about 13mm. Hence, the input mechanical properties are therefore chosen Digimat,
critical for FEA predictions of correct displacements in these cases.
To check how close to experiment the predictions actually were, from MSC Software,
we conducted measurements on the actual part under the two
load cases being considered (Figure 6) and found key
for the simulation of
displacements of 21.6 mm for Case 1 and 19.6 mm for Case 2. fiber reinforced
Figures 7 to 10 show the same FRP part simulated with materials plastics (FRP).”
input data from Digimat’s own microstructure database of materials
and the resultant predictions in Digimat RP showing predicted
stresses and displacements. When we compare the ‘PAST’ FEA
solver predictions using material properties from the International
Plastics Database and added material property curves, with the
‘PRESENT’ FEA predictions using Digimat RP, it is clear that
Digimat is to within 0.21 mm of measurements in Case 1 and 1.22
mm in Case 2. But compared to our past approach in FEA, Digimat
respectively had a ten times (1000%) and four times (400%) smaller Material Data
discrepancy versus our previous approach.
Figure 3: Material Property Inputs from the International Plastics

Database for the FRP Part
Results
Figure 1: Fiber Reinforced Plastic Part geometry that we examined
Results - 2nd order elements

Loading case 1
140N Force Fixture along the axis
Fixture in one 205500 #

direction Elements Results - shell elements
Tetra4 (1st Order)
Loading case 2 Fixture in one direction
3mm shell mesh

Fixture along the axis
140N Force
Figure 4: The FRP Part FEA Displacement Prediction using the

International Plastics Database Input with 1st Order, 2nd Order and
Figure 2: Two load cases related to the FRP Part we studied Shell Elements

EXPERIMENT Loading Case 1 EXPERIMENT Loading Case 2
Figure 6: FRP Part Experimentally Measured Displacement Curves for the Two Load Cases being considered
Revised material data Digimat RP
Revised material data – results (explicit solver)
Figure 8: The FRP Part simulated inside Digimat RP
Results – Loading Case 1 Results – Loading Case 2
Figure 5: The FRP Part with a revised material property data input
curve and the resultant Displacement Prediction using an explicit
FEA solver
19,6 mm
Material Data in experiment
21,6 mm
in experiment
Figure 9: The FRP Part Displacement Prediction using Digimat RP for

Case 1 loading (left) and Case 2 loading (right)
Past vs. Present
Figure 7: The FRP Part with material data derived from Digimat’s
internal proprietary Database
* 10 times smaller the discrepancy
** 4 times smaller the discrepancy
Figure 10: Comparing Past FEA predictions versus Present Digimat

predictions versus experimental measurements for the FRP part
Summary and Conclusions under the two load cases examined
We have shown for a Fibre Reinforced Plastic automotive interior part that efforts in bridging the gap between process and structural simulations
is a must to produce accurate displacement predictions under load cases. We took into account production process-induced product properties
and showed that they have to become a standard in computer-aided engineering simulation tools (like FEA) in the Automotive industry. By way of
an experimentally validated test, we have shown that analysis accuracy has been experimentally proven for Digimat RP in structural analysis of
fiber reinforced plastics. We believe that introducing material modeling technology into structural analyses (such as in Digimat) always generates
improvements with regard to plastic part quality even though exact material data for the simulations are not provided by suppliers.

Robert Bosch India Use
Simufact Additive to Digitally
Lightweight a Fixture Tool
and Save 70% in Mass
By Radhakrishnaiah Bathina, Technical
Specialist Electric Drives, Bosch India
R
obert Bosch Engineering and Business Solutions costs and time, the idea was put forward to produce the fixture
Private Limited is a 100% owned subsidiary of Robert tool by additive manufacturing in a single part with the goal of
Bosch GmbH, one of the world’s leading automotive removing as much weight as possible without compromising
Tier 1 suppliers of technology and services with 400,000 the part’s mechanical strength.
employees and $100Bn annual revenues. Bosch in India offers
end-to-end Engineering, IT and Business Solutions and Bosch engineers decided to employ the Simufact Additive
employs over 19,000 associates. It has the largest software product from MSC Software to model the additive manufacturing
development center outside of Bosch Germany and is a (AM) metal build process and subsequent post-processing steps
Technology Powerhouse with a global footprint and presence to help eliminate design errors before expensive AM was
in the US, Europe and the Asia Pacific region. committed to. Simufact Additive is very powerful at predicting the
magnitude and distribution of residual stresses in an additive
In making the rotor parts of motors, Bosch employs an IRIS manufacturing situation taking into account variables such as
fixture tool (figure 1). Each year typically 200 units of this IRIS process type, build rate, build sequence, amount of constraints,
tool needs to be produced for assembling various types of etc. Highly localized heating and cooling during the AM process
motors. Until recently, the IRIS tool used to be manufactured typically produces non-uniform thermal expansion and contraction
by a conventional casting process as two parts. To save tooling in the part, which results in a complicated distribution of residual

stresses in the heat affected zones and unexpected distortion in distortion reduction of 70% to 1.067 mm after 1 pre-
across the entire structure. Moreover, these residual stresses may compensation run by ensuring a more uniform metal particle
promote fractures and fatigue in the AM part, and induce melting temperature of 1399°C throughout the simulation process
unpredictable buckling during the service of the printed part. in order to avoid thermal-stress issues. Effective metal maximum
Hence, it is vital to predict the behavior of the AM process and to
optimize the design/manufacturing parameters before committing
to 3D printing. Simufact Additive is able to predict the influence of
several components in the AM build space, determine the best
build orientation by performing sensitivity studies, reduce the
number of physical iterations and yield high design productivity
benefits because it leads to a reduction of total time for AM.
A first Simufact Additive prediction (Case 1) for the part being

considered for replacement without precompensation of the part
(Figure 2) identified severe manufacturing issues due to high local
temperatures in the 3D printed part, final part distortions with
tolerances exceeding 3.5 mm, and final part effective stresses
exceeding 1,260 MPa if this part was additively manufactured.
Using Topology Optimization methods, Bosch engineers iterated

to a Simufact Additive prediction (Case 2) where they were able to
integrate the formerly two-part fixture into just one part and to
result in a reduction of the component’s overall weight by 70% Figure 1: Traditionally manufactured cast metal IRIS tool (cream and
(figure 3). In Case 2, Simufact Additive delivered a shape deviation maroon parts) inside its assembly
Temperature [°C] Temperature [°C]
Melting temp of MS1 powder is 1399 °C
Shape deviation [mm] Effective stress [N/mm2]
Distorted
geometry
Initial geometry Maximum stress > 1260MPa
Figure 2: Additively Manufactured IRIS Fixture Tool prediction that has not been topology optimized showing non-uniform melting temperatures of
1399°C, part distortions of up to 3.5 mm and final part effective stresses exceeding 1,260 MPa (Case 1)

Temprature [°C] Temprature [°C]
Melting temp of MS1 powder is 1399 °C
Shape deviation [mm] Effective stress [N/mm2]
Distorted
geometry
Maximum stress < 1260MPa
Initial geometry
Figure 3: Additively Manufactured IRIS Fixture Tool prediction that was been topology optimized showing constant melting temperatures of 1399°C,
part distortions of up to 1.07 mm and final part effective stresses less than 1,260 MPa (Case 2)
stresses in the AM part were kept below the yield strength limit of
1260 MPa. For the optimization of this AM build process, they
used the Simufact Additive pre-compensation method which
aimed at a part geometry within acceptable distortion tolerances.
In addition, Simufact Additive optimization methods for the build
process (e.g. support structure optimization) and post-processing
(e.g. cutting strategies, support removal strategies) were also used
to improve this manufacturing process.
By applying topology optimization methods to Simufact Additive

predictions, Bosch engineers were able in this study to re-design
the IRIS tool parts with the objective of developing a lighter
single part with adequate stiffness, lower material usage and
thus AM power consumption, and ultimately yielding a process
cost saving (as well as a mass reduction) – see Figure 3.
Summary
Bosch India used Simufact Additive to replace costly low-volume

tool production (casting) by tool-less additive manufacturing for a
motor IRIS fixture tool. By re-design and topology optimization,
Bosch engineers managed to integrate the functionality of what
was once two cast parts into a single AM metallic part with similar
70% reduction in the weight
(After topology optimization)
mechanical characteristics while at the same time reducing the
part’s weight by 70%. AM process simulation with Simufact
Additive therefore helped Bosch engineers to overcome additive
Figure 4: IRIS Fixture Tool from a traditional cast part (top) and fully manufacturing issues (distortion, residual stresses) and to
topology optimized AM part (bottom) establish a new manufacturing process “first time right”.

Husqvarna Group:
Leveraging MSC Nastran
Embedded Fatigue
Significantly Increases
Result Precision
By Marcus Fälth, CAE Technology Specialist, Research and
Development Department, Husqvarna AB
D
urability analysis, including material fatigue life
prediction, is a very important part of Computer Aided
Engineering. It provides valuable information about the
product service life, which highly influences customer
experience and satisfaction. Husqvarna Group, global leading
producer of outdoor power products, count on MSC
Software’s Nastran Embedded Fatigue (NEF) as the heart of an
optimized, efficient process for fatigue analysis.
Fatigue in any part of the product is caused by vibrations from

the two-stroke engine, which drives for example a chainsaw or
a handheld power cutter (figure 1). A clear understanding of
this phenomena is needed before going into production. That
is why virtual prototyping is used to assess where the material
could fail and to strengthen the part structural integrity
Figure 1 Husqvarna Handheld Power Cutter
accordingly. For virtual prototyping, a system model of the
device is created consisting of the engine, housing and
surrounding parts like fuel tank and covers. Boundary
conditions represent the handle and how the force is
transferred to the operator’s hands. optimized, efficient process for fatigue analysis. Optimized
Nastran Embedded Fatigue process created considerably
This article focuses on showing how we are able to count on smaller amount of data and hence the large intermediate
MSC Software’s Nastran Embedded Fatigue as the heart of an results files, with their tedious re-import, are no longer needed.

FE Model Input
Fatigue Calculation
Memory Restrictions
Read-write operations to disk
Fatigue Input File Fatigue Analysis

Very large in size Post Processing operation
Design changes are difficult
OP2 File Translation
Time Consuming
Fatigue
Output
FEA Output Files

Large in size and Numerous files
Cyclical Loads Data
Fatigue Material Properties
Figure 2 Traditional Fatigue Analysis Workflow
Traditional Fatigue Analysis Process we wanted to analyze a period of 1 second, but could only
manage one stroke. We had to reduce the number of output
Structural vibration analysis with MSC Nastran has a long steps to 40 and already reached 40 GB of results file size,
tradition at Husqvarna. It has been constantly improved, for giving the example of a crankcase analysis. Moreover, the
example by increasing the complexity of the models. But resolution was not high enough to ensure to hit the maximum
fatigue analysis initially posed some difficulties for the of the stress history.
engineers.
Analyzing longer periods of time is important to assure that a
Conventional strength and fatigue analysis consists of specific system mode of interest is excited by any multiple of
several steps: the engine revolution speed. This governs a more robust
analysis regarding modeling uncertainties. The workflow had
1. Finite Element model definition already been significantly accelerated by the close coupling of
2. Structural Vibration analysis the motion solver (Adams) and the Finite Element Analysis tool
3. Analysis output which may contain large results files (MSC Nastran). Using NEF, Husqvarna was able to enhance
4. MSC Nastran Results file import into a separate fatigue the process even further.
software, which is very time-consuming
5. Many read and write operations that can lead to At the beginning of the systematization of the NEF process at
memory problems Husqvarna, first there was no clearly defined workflow for
6. Postprocessing of fatigue life results durability analysis. This changed when MSC‘s Nastran
Embedded Fatigue became available. After a year of intensive
This is a tedious process which does not easily allow design evaluation, we decided to use NEF in productive operation for
optimizations. We were only able to optimize short time vibration analysis.
intervals, more precisely, just one engine revolution. The
limitation is caused by the extraction of the stress data, which Nastran Embedded Fatigue –
means large results files and therefore long run times. Innovation and Disruption
The MSC Nastran – Adams process yields the modal The difference between Nastran Embedded Fatigue (NEF)
deformations, stress time histories and stress peaks. Actually, and the traditional process is that NEF does not need to

“First there was no clearly
defined workflow for durability
analysis. This changed when
MSC‘s Nastran Embedded
Fatigue became available. After
a year of intensive evaluation,
we decided to use NEF in
productive operation for
vibration analysis.”
FE Model Input export and import large binary results files, as the fatigue
analysis is done directly in MSC Nastran - a considerable gain
in efficiency. (Figure 3)
To illustrate that, let’s look again at the example of the

above-mentioned crank case: today it consists of 250,000
shell elements, 200 strokes, 30,000 output steps and a
universal output results file of just 50 MB size. In contrast to the
traditional process, which had 250,000 shell elements, only 1
stroke, and 40 output steps, but a 40 GB output results file. A
longer time, for example 200 strokes – about 1 second – can
Structural Analysis
now be analyzed with ease, leading to a significant increase in
result precision.
Embedded Fatigue
Fatigue Material Data and Reality
Of course we know well that our modelling is not perfect.

Imprecisions must be taken into account. For example, the
analysis assumes a uniform temperature, though there may be a
significant temperature distribution in a component. Another
simplification is the modelling of attachments. Thus, the calculated
Eigen frequencies may deviate from the true values. Also, some
assumptions are made concerning the engine revolution speed.
On the other hand, this gets easier because a longer time can be
simulated now, which helps to even out fluctuations.
The fatigue life result is improved by calibrating the input

Figure 3 Nastran Embedded Fatigue Process fatigue material data (the S-N curve) to real life testing. We

+ =
Figure 4 Nastran Embedded Fatigue Process: Structural Analysis Results + S-N Data Plot = Fatigue outputs such as stress, Damage, Life
modelled a physical fatigue test and the stress range was simulation engineers than before can do the high-end durability
transformed via the Goodman relation for adjustments of the analysis, as they don’t need to understand the exact details of
S-N curve. The Goodman relation (Haigh diagram) is used to the process. The geometry of Husqvarna products can be
quantify the interaction of mean and alternating stresses on optimized in very efficient iteration cycles.
the fatigue life.
When cutting through hard materials like concrete, the professional
What was Achieved? power cutter experiences unsteady exterior forces. The influence of
this behavior on durability and potential fracture of the power cutter
The optimized Nastran Embedded Fatigue process creates can be evaluated in much more detail with the help of NEF. The
a considerably smaller amount of data. The large analysis is comprised of 250 strokes (2 s), 140 force pulses acting
intermediate results files, with their tedious re-import, are no on the structure, and 60 000 stress output steps.
longer needed.
“We can analyze the whole load cycle, not only the immediate
surrounding of load peaks,” Fälth says. The process has
proven to be robust to changes in the excitation. Data transfer
takes much less time, because there are only MB of data
instead of GB. NEF has useful functionality to automatically
generate S-N curves from a smaller amount of input data.
Also, the system model is now created by a black-box

approach. Adams runs in a scripted environment. This means
a democratization of analysis and simulation: Far more
About Husqvarna
Husqvarna Group is a global leading producer of

outdoor power products for forest, park and
garden care. Products include chainsaws,
trimmers, and robotic lawn mowers and ride-on
lawn mowers.
The Group also produces machines for the

construction and stone industries. The Group’s
products and solutions are sold under brands
including Husqvarna, Gardena, McCulloch,
Poulan Pro, Weed Eater, Flymo, Jonsered,
Diamant Boart, and RedMax.

Tony Gray, Flex-N-Gate Manager Tool Process & Engineering, who
says automation and simulation in costing became “very much an
adapt or die situation.”
Streamlining Tool Costing

and Process Planning for
Leading Automotive Supplier,
Flex-N-Gate
Leading Automotive Supplier, Flex-N-Gate, raises quotes within 5-15 minutes using
advanced material and process costing software

O
ver six decades, Flex-N-Gate has established itself as
a major player in the global automotive industry,
specializing in the manufacture and supply of large
stamped metal and welded components, assemblies, and
plastic parts.
With OEMs putting unprecedented pressure on suppliers to cut

costs, Flex-N-Gate wanted to drive greater automation in its
costing process to deliver timely descriptive feedback to
customers in a cost-efficient manner. The company
implemented Hexagon FTI software that has led to major time
savings, enabling two cost engineers to process between
3,500 and 4,000 quotes per year.
Cost Engineers and Design Engineers review design changes

Founded in 1956, Flex-N-Gate started out specializing in
required due to forming feasibility issues discovered with
aftermarket parts, before moving into original equipment in the COSTOPTIMIZER Professional.
late 1960s. In the 1970s, the company began production on a
complete one-piece rear step bumper using the deep draw
process. Almost fifty years since this watershed innovation,
84% of all metal bumper systems for North American trucks
and SUV’s today are manufactured by Flex-N-Gate. A significant contributor to this success is Flex-N-Gate’s ability to
adapt to the needs of its major customers, and this is exemplified
Since the 1980s, Flex-N-Gate has seen incredible growth. in the transformation of the company’s tool costing process.
Supplying parts to some of the most recognizable brands in
the automotive industry, the company operates 64 integrated Flex-N-Gate’s costing methods were primarily based on
manufacturing facilities throughout the world, driving $7.5 combining employee knowledge and experience with drafting
billion in sales in 2017. parts, using length of line analysis and other methods to
“We can get product size, pictures, and other key

information on a single sheet. Our OEM customers
have actually asked other companies to create the
same type of reports that we’re creating with FTI
software. That’s how effective it is.”
Tony Gray, Flex-N-Gate Manager Tool Process & Engineering

COSTOPTIMIZER Professional provides a proven, repeatable, scientific-based method for die estimation and planning.
calculate geometries, flanges, and features of a part. But major enables the company’s costing team to reduce risk and draw
changes in the automotive industry made this approach die development time with a range of forming feasibility
increasingly unsustainable. assessment tools, condition simulations and blank and
nesting development optimization. ProcessPlanner allows
As the major automotive companies continued to expand their Flex-N-Gate to document process plans, define the number
global reach, the demand for greater product customization of operations, their sequence and accurately calculate press
and personalization increased. In turn, designs became more requirements and costs.
complex. At the same time, steel prices increased, and dies
got larger and more expensive, meaning mistakes were For Tony, there were three key differentiators that led to
ever-more costly. All this was compounded by faster lead times Flex-N-Gate choosing COSTOPTIMIZER Professional.
and customer demand for lower costs. “Compared to other solutions available, FTI’s products were
more cost-effective, user-friendly, and they didn’t require
For Tony Gray, Flex-N-Gate Manager Tool Process & expensive hardware upgrades. You don’t need high processing
Engineering, automation and simulation in costing became speeds or in-depth knowledge of engineering principles to start
“very much an adapt or die situation. To keep up with our using and getting the most out of the software.”
growth and expansion, we needed a solution that could define
consistent tool costing and processes throughout the These solutions are used on a daily basis throughout Flex-N-
company.” It was crucial for Flex- N-Gate that the solution Gate’s costing department, leading to major time savings. On
drove efficiency by decreasing variation in quoted price points average, quotes for parts are produced in less than half the
and enabling real-time information to be shared across the time taken using previous methods. “It now takes between five
company’s global factories. to 15 minutes to perform our calculations and process the
quote, so now we’re raising between 3,500 and 4,000 quotes
Saving Time and Money with per year between two operators,” says Tony.
Greater Proactivity
Previously, quoted price points between suppliers could vary
After exploring the market, the company opted for FTI’s drastically, falling anywhere between 50-200% of the estimated
FormingSuite software solution COSTOPTIMIZER Professional amount. The Target Cost function of COSTOPTIMIZER
(a combination of COSTOPTIMIZER Advanced and Professional allows Flex-N-Gate to assess estimates against
ProcessPlanner) in 2016. COSTOPTIMIZER Advanced quotes from suppliers, enabling the team to increase the

consistency of quotes. “We now have a scientifically-based,
repeatable corporate standard for all costing, processing and
stamping,” says Tony. “We can get product size, pictures, and
other key information on a single sheet. Our OEM customers
have actually asked other companies to create the same type
of reports that we’re creating with FTI software. That’s how
effective it is.” FTI has continued working with Flex-N-Gate to
produce reports optimized for its OEMs.
The software has significantly enhanced Flex-N-Gate’s

capabilities for proactive planning. With automated, instant
feedback on equipment requirements, the company can
start capacity planning up to a year in advance to maximize
the effectiveness of machine utilization. Tony says this has
been particularly beneficial “when we’re taking on a big
program for a customer. While the quotes are being
produced, we can get information in real time about die
sizes, shut height requirements, and press requirements to
start basic planning for equipment and ultimately make
decisions that are going to drive efficiency and cut costs.
We can also simultaneously produce technical reports for
customers that include blank layouts, material utilization and
forming feasibility simulations.”
Driving Growth
Flex-N-Gate continues to use FTI product and stamping

training, enabling employees to build on the success of the
costing and processing planning solutions and keep driving
growth. Combining this skills development with the company’s
increased confidence in costing results and enhanced
efficiency helps Flex-N-Gate continue to cement its position as
a stalwart and driver of the industry.
Nowhere is this better demonstrated than the opening in 2018

of its facility in Detroit, traditionally known as the automotive
heart of America. At time of writing, the $167 million facility is
expected to ultimately deliver 750 jobs, in what Detroit’s mayor
described as the city’s largest auto supplier investment in over
20 years. Whether investing in tool costing software, factories,
or a city’s economy, Flex-N-Gate is always accelerating
continuous improvement and innovation.
Typical sub-assemblies quoted, planned, stamped and fabricated at

Flex-N-Gate: a) a rail sub-assembly; b) a door frame with multiple
grades of steel; c) a dashboard.

Road Testing or Simulation?
– The Billion-Mile Question
for Autonomous Driving
Development
By Dr. Luca Castignani, Chief Autonomous Strategist, MSC Software
Figure 1. Autonomous Driving is a Fast

Growing Industry

Just two years ago, the future looked so bright for autonomous The reaction from the public was immediate and strong,
vehicles and everything was coming at a fast pace. Most auto which put into question not just Uber but also the whole
OEMs, Tier 1 suppliers and hundreds of start-ups around the self-driving effort (NVIDIA lost 10% of its market value in the
world presented their aggressive plans to bring self-driving following 2 weeks). The Washington Post titled “Fatal Uber
vehicles on our roads. Traditional OEMs were a bit more crash spurs debate about regulation of driverless vehicles” [1]
cautious, but new players were very bold in their and the Guardian “Uber crash shows catastrophic failure of
announcements, which is understandable considering that they self-driving technology” [2].
had to convince their investors that the future of Mobility-as-a-
Service (MaaS) was coming very soon. What should be the lesson learned from this case? A LinkedIn
user expressed it in the best way: “It is completely unacceptable
And then, something tragic happened early in 2018. that undesirable beta software is being tested on the roads. This
Something that had not been foreseen by many people, is not an online game where you have several lives”.
blinded by the hype that was burning millions of dollars on a
daily base. A vehicle used by Uber to perform self-driving test Achieving autonomous vehicle functionality and safety requires
(it would be wrong to call it “a self-driving vehicle”, since millions of tests to cover all driving scenarios, and there is no
nothing like this exist as of today, and what we see on our way to get even close to that if not extensively using (to an
streets are just “test platforms”) hit and killed a woman crossing extent never dared in the history of engineering) simulation in
the street in Arizona. the virtual world. Trying to achieve level 5 autonomy only (or
mostly) with road testing is as useless as boiling the ocean.
We are engineers, so let’s do some basic mathematics.

According to the US traffic accident reports [3], statistically,
there is one person killed on the road for every 140 million
kilometers driven. Therefore, to statistically prove (with 95%
confidence) that an Autonomous Vehicle is as good as a
human driver, it has to be tested for 415 million kilometers
without causing any death [4].
Many self-driving enthusiasts claim that “autonomous vehicles

will reduce the number of people killed on the road by a factor
of 20” [5]. But this a very bold statement that needs to be
proven before being accepted by the general public, regardless
Figure 2. Simulating Autonomous Vehicle driving on a highway in of how appealing it sounds. After all, we are scientists, and we
Beijing, China. Simulation done in VIRES VTD. believe in data. And the data that we need to prove that the
Figure 3. The end-to-end autonomous simulation workflow

autonomous vehicle is “as good as” a human driver, is 415 “Many self-driving
million kilometers. Do you claim your system is 20 times
better? To statistically prove it, show me your results after 8 enthusiasts claim that
billion kilometers of testing!
‘autonomous vehicles
By the way, every time someone modifies the position of a
single sensor, the counter has to restart! Every time that some
will reduce the number
vehicle characteristic is changed (e.g. wheelbase, mass…), the of people killed on the
counter has to restart. And every time a piece of software is
updated… the counter has to restart! road by a factor of 20.’
Is there still someone that believes that road testing can bring But this a very bold
you even close to full autonomy? Does anyone still believe
that accumulating 1 million kilometers of road testing is a goal
statement that needs
to be celebrated? to be proven before
Take Waymo as an example (for the few of you who do not being accepted by the
know them they are the “self-driving branch” of Google and
they are considered the leaders in this space). Well, in 10 years general public,
they have accumulated 16 million kilometers of road data (really
an outstanding outcome, even if most of these kilometers have
regardless of how
been accumulated on sunny days in California and Arizona); at
this rate, the richest company in the world would need over
appealing it sounds.”
200 years to prove they are “as good as human drivers”. And
that’s why besides the road testing, Waymo is also running a
fleet of 25 thousand virtual cars 24/7, simulating 13 million
kilometers per day [6]. “Computer simulations are actually more
valuable, as they allow manufacturers to test their software
under far more conditions and stresses than could possibly be
achieved on a test track.” said Ron Medford, Google’s safety storage, wiring…). On the other hand, scaling virtual testing
director for the self-driving car program. only requires you to have software licenses and CPU/GPUs to
run the simulations, which is generally 100 times cheaper. Not
Everyone understands the necessity for road testing, but at the to mention the operational cost to manage such a large fleet of
same time, we should notice that there are obvious drawbacks. vehicles (drivers, insurance, workshops, maintenance…). As an
Besides being slow and potentially dangerous if the testing is example of this scalability, BMW recently announced their new
done prematurely, road testing is not repeatable or controllable, High-Performance-Cluster dedicated to the development of
which are essential for autonomous system development. Autonomous Vehicles with more than 100,000 cores and more
than 200 GPUs [7].
To solve these issues, engineers tend to leverage the proving
ground, which is much more repeatable. Moreover, real Secondly, the ground truth is always available in virtual testing. In
sensors can be evaluated on an actual vehicle. However, one the virtual environment, you always know if it is a pedestrian or if
of the disadvantages for the proving ground is the limited it is a car in front of you, and there is no need to hire service
number of scenarios that engineers can test with. Each proving companies to do annotation/labeling for the road data that you
ground usually contains a set of scenarios and generally collect from testing. When it comes to one billion miles of road
speaking it is slow and costly to build/construct new scenarios data that is requested to validate the autonomous system, it is
in the proving ground. simply infeasible to annotate it all with human labor.
Now let’s take a look at simulation or virtual testing. In my opinion, Thirdly, with simulation, engineers would be able to test the
there are a few key reasons why simulation is more applicable functions of the controller software in the early design stages.
than road testing or proving ground for autonomous system One would be able to test the different functions of the
development, especially in the initial phases of the project. software separately with model-in-the-loop simulations without
having to wait for the entire control system to be completed.
First, virtual testing is more scalable when it comes to cost. A Since you can replay the virtual scenarios as many times as
fully equipped autonomous vehicle can cost up to half a million you want, it’s much easier and cheaper to analyze, debug or
dollars, so a fleet of 200 vehicles would mean a 100 million iterate the core algorithms without having to consider the
dollars investment in the hardware itself (vehicles, sensors, data nuances of the actual production software.

Finally yet importantly, it is much more convenient to create Of course, the autonomous vehicle shares the road with other
permutations of a situation with virtual testing. Engineers can easily vehicles, which can be bicycles, motorbikes, cars, buses,
repeat the same test with a different set of parameters, like more trucks with trailers, Segway, a police officer on a horse or
pedestrians, higher speed, less sensor visibility, lower road friction, anything else. Anything that is allowed to be driven on the road
and many more. Permutations of a few basic scenarios with should be included in this case. And any of those participants
multiple parameters creates thousands of scenarios. And that’s the might have their own way of interacting with the rest of the
key to ensure robustness and reliability of driving algorithms. traffic. For example, a motorcycle splitting lanes during a traffic
jam, while a large truck can easily get stuck in the traffic
Autonomous Vehicle (AV) simulation is different from traditional because of its slow acceleration, and a cyclist might decide to
vehicle simulations in a sense that apart from the vehicle itself, move from the sidewalk to the middle of the road to make a left
also the “environment” in which the vehicle operates is turn. It is important that all those traffic participants be
fundamental to assessing how it copes with all driving captured in their unique ways of maneuvering.
situations. The “environment” of an AV is quite rich (and
sometimes crowded) as it includes all other vehicles, The pedestrian and their behaviors also need to be modeled,
pedestrians, animals and of course the road, the sidewalks, especially the way they interact with the oncoming traffic. The
buildings and even weather conditions. So, let’s take a closer engineers need to reproduce the gestures of the pedestrians,
look into all these components. for instance, whether or not they are watching the traffic, when
they are distracted by texting on the phone while crossing the
To start with, the engineers need a vehicle model which street. Animals’ behaviors can be even more unpredictable, like
represents the same dynamics characteristics as the actual jumping in front of the vehicle erratically, getting stuck in the
vehicle. When you train the AI controller to drive the actual middle of the road, or staring at the car when it’s approaching.
vehicle, the vehicle model needs to incorporate not only the
correct mass and engine power, but also other correct The last important factor one needs to consider for the
behaviors like braking efficiency, or the load transfer during environment simulation is weather and lighting, which is
cornering events. All these performances are heavily influenced critical since it impacts the way sensors perceive the scene.
by the fundamental suspension designs (dampers, antiroll When it’s raining outside, the vehicle needs to slow down
bars…) and the tire-road interactions. because the driver’s vision and the road friction have been
changed. With the low-lying sun during sunset or sunrise,
Besides the vehicle model, the 3D environment also needs to human driver needs to wear sunglasses because otherwise
be carefully constructed. 3D environments include the road he/she couldn’t really see the road clearly. Similarly, they also
network, which defines the space that the vehicle can occupy, affect sensors like cameras, RADARs, or LiDARs. Fog
and when and how the vehicle can occupy each lane. Besides reduces the visibility of a camera (and absorbs energy from a
the road itself, the immediate surroundings of the road is RADAR) and LiDARs are sensitive to rain drops since they
equally important. Trees and bushes can obstruct the view of scatter the laser beams.
the traffic signs, pedestrian from the sidewalks may suddenly
decide to cross the street, buildings on the side of the street Actually, the perceived sensor data is the most valuable piece
may cast shadows on to the road or reduce GPS accuracy. All of information that the AV simulation provides. With this data
these elements have to be realistically modeled to properly set accurately available, engineers can focus on the following
the scene where the actions take place. phases of the Autonomous Driving development.
Figure 4. Simulating pedestrian crossing the road while on cell Figure 5. Simulating vehicle driving during evening. Simulation done
phone. Simulation done in VIRES VTD. in VIRES VTD.

The first step is the so-called “sensor fusion” phase, in which simulation, and at the same time, VTD is compatible with not
data from different sensors is combined to calculate accurate only MSC Software’s internal technologies, but also with a
position and orientation information. From the camera, the number of 3rd party software. As an example of this, while VTD
object is recognized, and when you associate the laser point offers 2 different embedded techniques to represent the vehicle
cloud with the object, the distance to the object can be dynamics (with varying speed of simulation and accuracy of
measured with LiDAR. And RADAR can even provide the results) it can also be combined with Adams Car (the de facto
speed of the object. standard in vehicle dynamics simulation) or with any other
vehicle dynamics software. Same applies to the traffic models:
Now that the engineers have a clear understanding of the VTD offers the most comprehensive traffic simulation
surroundings of the Ego vehicle, they can move on to the next capabilities in the industry (driving style of every vehicle can be
phase, which is typically called “path planning”. With the set according to a number of parameters, and thousands of
understanding of the pedestrians and the other vehicles in the vehicle can be simultaneously simulated if necessary);
traffic, the engineers need to predict what those other traffic nonetheless other traffic models can be incorporate into VTD
participants will do in the next few tenths of second to the next as well, such as SUMO [8] or PTV Vissim [9].
few seconds. And essentially the vehicle needs to decide at that
point what the safest thing is to do to cope with the situation. Autonomous Driving is one of the most exciting, yet daunting
tasks in the next decade to come. Road testing alone will never
Even with the sensor fusion, sometimes the situation is still not get us anywhere close to the billion miles of validation needed
100% understood by the AV (autonomous vehicle). If the to ensure the safety of an autonomous car. In order to develop
vehicle is driving on the highway on a sunny day, all the an autonomous driving system that can truly save tens of
sensors are giving the correct information and the vehicle has a thousands of lives, comprehensive simulation of the real world
clear view of a long distance ahead. But imagine if the is the key to success.
autonomous vehicle is driving on a crowded street in New York
during rush hour on a foggy day, you can’t always tell if there’re References
two pedestrians or three pedestrians in front of you. When the
vehicle makes a decision as to which path to follow, it needs to 1. Washington Post https://www.washingtonpost.com/local/
consider not only the destination, but also what the safest trafficandcommuting/deadly-driverless-uber-crash-spurs-debate-
on-role-of-regulation/2018/03/23/2574b49a-2ed6-11e8-8688-
route is to get there. e053ba58f1e4_story.html?utm_term=.d8bf81d9de6d
2. The Guardian https://www.theguardian.com/technology/2018/
After the safest path is identified, it is time to decide on how to mar/22/self-driving-car-uber-death-woman-failure-fatal-crash-arizona
3. NHTSA https://crashstats.nhtsa.dot.gov/Api/Public/
actuate the vehicle, which means how to apply the throttle, the ViewPublication/812603
brake, the steering wheel to follow that path, or how to adjust 4. Rand Corporation https://www.rand.org/content/dam/rand/pubs/
the damping in the suspension system to ensure a smooth research_reports/RR1400/RR1478/RAND_RR1478.pdf
5. Assuming that about 95% of road deaths are caused by human error
ride. This is the so called “actuation phase” and is the
6. https://waymo.com/safety/
playground of very specialized engineers that master control 7. https://www.press.bmwgroup.com/global/article/detail/
theory of ground vehicles. T0293764EN/the-new-bmw-group-high-performance-d3-platform-
data-driven-development-for-autonomous-driving?language=en
8. SUMO is an open source traffic model originally create by DLR. For
In the virtual simulation workflow, all this information is being more information, please see https://sumo.dlr.de/index.html
provided to the vehicle dynamics model as closed loop 9. This functionality will be added in VTD 2019.1 http://vision-traffic.
ptvgroup.com/en-us/products/ptv-vissim/
feedback. And based on those inputs with torques/forces, the
vehicle model predicts its updated displacement, velocity and
orientation to interact with the surroundings (including
oncoming traffic or pedestrians that may be triggered to cross See the Latest Solutions in
the street) and the simulation loop proceeds. Autonomous Driving:
www.mscsoftware.com/autonomous
VIRES Virtual Test Drive (VTD) provides all the ingredients
necessary for engineers to perform the autonomous driving

General News
MSC Software Finite Element Analysis Book Accelerates

Engineering Education
MSC Software Indo-Pacific team celebrating the exciting launch of the first Thai MSC
Software publication, “Finite Element Analysis with Patran/MSC Nastran.” Pictured:
Sridhar Dharmarajan (DS), Managing Director, Indo-Pacific Region and renowned author
Dr. Pramote Dechaumphai, Professor at Chulalongkorn University.
“Skills development has always been a focus for us at MSC Software. Over the years,
books on MSC Nastran and Patran have helped engineers across the globe gain a
better understanding and advance application use. We are especially thrilled since this
the first book on MSC Software’s industry leading products launched in Thailand. I
would encourage engineers in Thailand to take advantage of this book to better their
skills with MSC Nastran and Patran.” -Sridhar Dharmarajan, Managing Director,
Indo-Pacific Region, MSC Software.
We would also like to thank Sedthawatt Sucharitpwatskul from the Thailand National
Science and Technology Development Agency for your efforts.
MSC Software Enables Turkish Engineers of Tomorrow
Capitalizing on the MSC One licensing system, MSC has invested more than 5 M€
worth of commercial software with major campuses in the Istanbul area. These include
Istanbul Technical University, Marmara University and Yıldız Technical University,
empowering tens of thousands of students with an easy way to capitalize on a robust
digital thread. MSC representatives visited education institutions in Turkey during the last
month and introduced the University MSC One bundle.
“This is just the beginning,” says Olivier Tabaste, Director Industry R&D / Academia at
MSC Software, “based upon the very warm welcome we received from our new
partners, MSC subsidiaries are looking for replications across EMEA.”
MSC Software Korea 2019 Simulating Reality Contest
Congratulations to the Grand Prize winners of the MSC Software Korea 2019 Simulating
Reality Contest. The University students used Adams to study and analyze the efficiency
and stability of a rigger design. The annual contest provides the opportunity for students
and graduates to compete by creating innovative designs using MSC Software solutions.

Hannover Messe 2019
MSC Software joined Hexagon Manufacturing Intelligence at Hannover Messe 2019 in

Germany, to demonstrate a path to 5G with a connected sensor solution in partnership
with Ericsson. The event took place over 5 days with approximately 215,000 visitors
and 6,500 exhibitors! Demonstrations included a complete toolchain for additive
manufacturing and a new cloud-based solution for factory resource management.
Hexagon’s immersive Augmented Reality experience invited visitors to imagine the

future of manufacturing and showcased how data is changing manufacturing.
Ola Rollén, CEO of Hexagon, and Norbert Hanke, CEO & President of Hexagon
Manufacturing Intelligence, joined in the conversation to help companies “Make it
Smarter,” and discover how data is changing manufacturing.
“Hexagon aspires to be the leader in creating autonomous connected ecosystems

for the industries we serve,” said Hanke, President of Hexagon’s Manufacturing
Intelligence division. “To achieve this vision in manufacturing means overcoming the
challenges of connectivity within the factory environment as well as throughout the
global supply chain. Emerging connectivity solutions such as 5G will play a huge role
in the digital transformation of manufacturing.”
MSC Software Joins Purdue University For Unveiling of

Manufacturing Design Lab
MSC Software joined Purdue University, a recognized leader in composite materials,

for the Grand Opening of its brand new Manufacturing Design Laboratory (MDL) at
the Purdue University Indiana Manufacturing Institute.
The event took place on January 30th, 2019 with a special ribbon cutting ceremony,
an open house, tours, and demonstrations. Attendees were able to learn more about
innovative projects and meet simulation partners. This research institute will be working
with materials that will have very high impact in many industries such as aerospace,
aviation, automotive, energy and sporting equipment.
MSC Software China Renovation
Renovation of MSC Software China’s R&D Center in Wuhan was completed in early
March. The effort, which began in November 2018 has not only doubled MSC China’s
R&D capacity to better accommodate new initiatives from MSC Software and Hexagon,
but also transformed the Wuhan facility into an airy modern environment. The center
includes an open workspace, brand new lobby, and spacious break area.

Product Releases
Adams Release 2019 | Adams 2019 introduces several new capabilities to

streamline vehicle dynamics simulations and expand support for real-time applications.
With the intent to provide users with the right balance between accuracy and
performance a new, faster-solving simplified flex body solution method has been
included in Adams 2019. Adams Car 2019 introduces a new “event” object and the
concept of an “event set.” This will enable the ability to collect events and run design
studies on a set of events, for example.
To enable operating against the newly created event and event set objects, Adams
2019 introduces a new Event Browser (similar to the model browser). Adams Solver
can now participate in co-simulations performed in the SCALEXIO real time
environment from dSPACE. This is achieved via extensions to Adams’ support for the
Functional Mockup Interface (FMI). A functional mockup (FMU) unit exported from
Adams Controls or Adams Mechatronics within Adams View or Adams Car can now
be imported into dSPACE. In Adams 2019, a new three-dimensional plotting capability
has been added. A 3D plot defines a surface in three-dimensional space with X, Y and
Z values, where color interpolation is done based on minimum and maximum values of
Z. The term “4D Plotting” comes from the ability to add another dimension whereby
the surface color can, itself, be an independent parameter and can be plotted based
on a different result channel.
Marc 2019 | Marc 2019 shows MSC’s commitment to accuracy, efficiency and effectiveness when it comes to nonlinear solutions.
Its enhanced remeshing capability allows users to specify a local area for refinement, while reducing runtime. With added support for the
HDF5 output format for easy access to result values, improved efficiency and accuracy of the model data transferred from one analysis to
another, the release also improves contact accuracy between a rigid body and deformable body. Marc 2019 closes the gap in specific
physics at the request of our users.
Additional enhancements include broad accessibility of additive plasticity material models in order to expand our experimental data fitting
support, enhancing inherent strains for additive manufacturing and welding simulations, adding non homogeneous current distribution for
improving the accuracy of induction heating, and modeling chemical diffusion processes.
Dytran 2019 | Dytran 2019.0 improves user experience and enables a fast fluid-structure coupling approach. In the latest version, a
number of User Defined Services (UDS) are newly introduced as well as improvements to user experience, software performance, and
robustness. In addition, Dytran now employs a fast coupling approach for simulating fluid-structure interactions, which allows users to use
the DMP capability when auto coupling is activated.

Digimat 2019 | Digimat’s latest release provides improvements addressing its wide
range of material application. Early design simulation fidelity of reinforced plastics part is
improved thanks to the new weld line location estimation in Digimat-RP. Efficient fatigue
analysis is enabled through more accurate model calibration and a new dedicated
constant amplitude fatigue solution in Digimat-RP.
High performance fiber reinforced polymers for AM are now supported by a

streamlined workflow to optimize both process simulation in Digimat-AM and part
performance in Digimat-RP. More physics is included in Digimat-AM to account for
polymer relaxation effects.
Composite virtual testing in Digimat-VA is reaching another level of productivity thanks

to the addition of a dedicated parametric study workflow as well as an interface to
MaterialCenter for easy management of large amount of virtual data. Finally, the
Digimat-MX database content has been significantly enhanced, providing state-of-the-
art advanced material models from major material suppliers for injection molding and
additive manufacturing applications.
Simufact Forming 16 | Faster and more efficient modeling of complex manufacturing processes.
With Simufact Forming 16 users can model complex manufacturing processes with just a few mouse clicks and a significant reduction of
mouse paths. Thanks to Simufact’s intelligent context menus and integrated dialogues, the graphical user interface (GUI) convinces with
extraordinary ease of use. Furthermore, the memory handling has been improved in Simufact Forming 16 so that the process modeling
and computationally intensive steps during the result evaluation of the model have been accelerated. The user is now enabled to model
and to evaluate even larger manufacturing designs quickly and efficiently.
MSC Apex Feature Pack 1 | MSC Apex Feature Pack 1 is the latest
version of MSC Apex with additional scripting features to enable a highly-efficient
conceptual design environment. Users now can leverage MSC Apex to create
conceptual designs automatically with Python scripts, including import, geometry
partition, stiffened panel modeling, meshing, model attribution, and fast validation.
Users can also export the analysis-ready model and take advantage of the analysis
power of MSC Nastran.
Along with the above enhancements, MSC Apex now adds the Mesh Control
Curves function to meshing toolset. This feature pack can be useful for conceptual
design engineers working on civil/military aircrafts, space launch vehicles, and
shipbuilding projects.

MSC CoSim TM
Raising the Bar for CAE Accuracy,

Precision, and Performance
Co-Simulation provides engineers with a unique, complete,
and holistic performance insight by coupling together multiple
simulation disciplines. Everything from acoustics to MBD, to
CFD, to structural analysis, and explicit crash dynamics can
be connected together using MSC Software soutions.
Mechanisms and
Structures
Mechanisms and
Aerodynamics
Structures and
Aerodynamics
www.mscsoftware.com/cosim

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Marc ®

Adapting to the Needs of Tomorrow

No matter the project, you can depend on Marc’s

2 | Engineering Reality Magazine

Volume IX - Summer 2019 | mscsoftware.com | 3

14 of a Military Ground Vehicle

4 | Engineering Reality Magazine

Liaoning Technical University:

Dr. Luca Castignani:

Volume IX - Summer 2019 | mscsoftware.com | 5

6 | Engineering Reality Magazine

Figure 1: Hexagon’s Smart Factory Ecosystem

Volume IX - Summer 2019 | mscsoftware.com | 7

• Hexagon’s strength in delivering metrology solutions tailored

With Hexagon’s production software, design & engineering (MSC)

8 | Engineering Reality Magazine

THE MOST WIDELY USED

SimManager is the world’s most widely used Simulation Process

Volume IX - Summer 2019 | mscsoftware.com | 9

10 | Engineering Reality Magazine

THE ‘POLE RUN OVER’ ENGINEERING

A vehicle can be subject to high impact loads a few times

MBS MBS MBS

Define Interaction Points

Use case scenario: BMW hitting an obstacle Plastic Strain/Stress

Figure 2. Typical Adams-Marc Co-Simulation Automotive Toolchain Workflow

Volume IX - Summer 2019 | mscsoftware.com | 11

12 | Engineering Reality Magazine

Further analysis has been conducted with even better correlation

To sum up, with the Adams-Marc co-simulation methodology,

Figure 8. BMW Car Co-animation picture of Pole Run Over done by

See More Co-Simulation Applications:

Figure 5. The Measurement Bollard

Volume IX - Summer 2019 | mscsoftware.com | 13

14 | Engineering Reality Magazine

Figure 1. Virtual Sensor Models in VIRES VTD Environment

Experimental Vehicle Validation Simulation

Data Acquisition: Data Extraction: Simulation:

Validation: Environment Model:

Volume IX - Summer 2019 | mscsoftware.com | 15

step, real data is captured with an experimental vehicle equipped

(a) (b) (c)

(a) (b) (c)

16 | Engineering Reality Magazine

SG 9.385 × 105 0.721 0.764

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18 | Engineering Reality Magazine

Figure 1 Mobility modeling for the NG-NRMM program

In support of the Next Generation NATO reference mobility

Volume IX - Summer 2019 | mscsoftware.com | 19

Predicting Vehicle Performance Using the relationships, based on experimental measurements, to

Adams Using these approaches, tests such as a drawbar pulls, and

20 | Engineering Reality Magazine

INPUTS Learn more about Adams:

MAPPING, VISUALIZATION, ROUTE PLANNING ENVIRONMENT

• Custom App in Lucy

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22 | Engineering Reality Magazine

Volume IX - Summer 2019 | mscsoftware.com | 23

Orbital Heating Electronics Thermo-Mechanical Controls Vibro-Acoustic Analyses

24 | Engineering Reality Magazine

Figure 3: Italian Flexible Membrane Space

Volume IX - Summer 2019 | mscsoftware.com | 25