applications ➤


users can deploy the technology. He said: ‘Today CAE becomes a lot more strategic, a lot more important to driving decisions.’ He explained that, through the implementation of optimal design strategies, users could influence the decision making process in a positive way – driving quicker and more accurate results. Dr Byungsik Kang, a research fellow at the


Hyundai Motor Company, told attendees that Hyundai had adopted the use of Altair soſtware for the design of its vehicles. He explained that the company was using Inspire to allow designers to investigate the efficiency of their structural designs, explaining that they were using a ‘one model – one solver concept.’ ‘One model allows greater efficiency


savings as results and subsequent modifications can be implemented much faster,’ said Kang. Tis speaks to a much more tightly


integrated simulation process, rather than a series of teams each producing aspects of the design in solitude – the latter method leads to redesign and more iteration throughout the process. Users will see the most benefit from CAE tools when they are used strategically and to drive a particular objective. As more companies choose to use CAE


soſtware for design and verification, it becomes prudent to drive the process through a series of specific models that can provide interoperability to reduce the


WE MUST MAKE


OPTIMISATION PART OF THE WORKFLOW


amount of time wasted by the users. For large projects, this means introducing more features for collaboration and a CAE–driven approach at the heart of the organisation. However providing the tools is only


half the battle, particularly when larger companies can be stuck in their ways with a particular design philosophy. Benoît Guillaume, optimisation expert


at PSA Peugeot Citroën, stressed that while ‘topology optimisation is a key factor to reach lighter designs, it remains isolated in many situations because it is difficult to change designers’ habits.’ ‘In order to successfully apply topology


optimisation, we must adapt our expectations, optimise at the right time and make optimisation an inescapable part of the workflow,’ Guillaume stressed. Combining workflows across the entire design process is a major focus for Jaguar


36 SCIENTIFIC COMPUTING WORLD


in the design of its latest vehicles, as Mark Stanton, director of vehicle engineering at Jaguar Land Rover, explained. Stanton put forward the view that simulation was changing the way the engineers think about their design process. He explained that JLR manages 12 vehicle lines and had invested more than € 3.5 billion over the last six months to drive innovation and technological development. ‘We use a systems engineering approach,’


said Stanton, ‘at the start of which is a clear definition of the product that we are trying to produce.’ Simulation allows engineers and designers


to plan much more methodically the targets and constraints for a given project, but this requires clearly defined targets based on a product’s performance in any given area. If done correctly this means fewer mistakes, fewer iterations and ultimately a faster time to market for the finished product. According to Stanton, JLR manages more


than 10,000 design requirements for the whole vehicle over the course of its design. ‘It’s a bible to our engineers,’ said Stanton. Jaguar has long been developing and


testing cars using CAE, but this commitment to developing these capabilities represents the slow unavoidable progress of modelling and engineering soſtware into every aspect of the automotive design process. He also stressed that the company


feels so strongly about simulation that it choose to invest in CFD rather than buying a conventional wind tunnel to test the aerodynamics of its latest vehicles. Whether CAE tools are used in combination with traditional physical prototyping


or not, this level of simulation requires collaboration between design teams within an organisation. ‘We want a virtual test method that can


verify a vehicle based on all 10,000 of these requirements,’ said Stanton. Tis is a strategy that will become very


familiar to CAE engineers over the coming years, particularly with large-scale projects requiring multiple teams. Rather than producing specifications, designers can produce a model which can go back and forth between different teams within an organisation, as the design takes shape. One way to accomplish this is by


implementing tools for collaboration but equally this requires a change of mind set to put simulation and CAE driven approaches at the heart of an organisations strategy for product development. Because the cloud provides tools for this


sort of collaboration among engineering teams, Schramm forecast that the cloud will increasingly play a larger role in this process. But it has added advantages, for in addition to collaboration, it can also be used to cloud– burst heavy workloads, providing a quick increase in compute capacity for a relatively short time. Schramm said: ‘We can do a lot more


with CAE today because of the compute infrastructures. Maybe you are given 64 cores for your crash simulation, but with the cloud you can quickly access a lot more. Tere are fixed infrastructure limits but the cloud can be used to expand our solution.’ Overall, Schramm concluded: ‘What does


cloud do today? Well it helps anyone in CAE to be more strategic in their endeavours.’ l


@scwmagazine l www.scientific–computing.com


Altair


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