With this version, we accelerate the software delivery model to provide access to new enhancements every 6 months, while maintaining focus on the technical excellence.
The latest release helps you build digital twins faster and earlier in the design cycle by democratizing access to system simulation. By further extending Modelica® support and integration with other Simcenter solutions, version 2019.1 enables you to set up a unique toolchain throughout various development phases and teams.
Among many other enhancements, new capabilities in Simcenter Amesim 2019.1 focus on the 4 main areas:
aircraft systems performance engineering,
system simulation efficiency and ease of use.
Find out top 10 functionalities in 3 minutes:
Let us walk you through the major new capabilities in these 4 areas.
#1 Vehicle electrification
Simcenter Motorsolve model import
Simcenter Battery Design Studio import for equivalent circuit battery models
Ready-to-use air cooled battery pack demonstrators
Many industries, such as automotive, aerospace, off-highway and marine, are making the shift toward e-mobility. After introducing the capability to import from Simcenter SPEED in the previous release, the latest Simcenter Amesim version reinforces its integration with other Simcenter solutions that support electrification challenges.
Using the same app for linear and nonlinear variants, you can import permanent magnet synchronous motor (PMSM) parameters from Simcenter Motorsolve to test your machine in the vehicle context earlier in the design cycle.
Moreover, battery equivalent circuit models from Simcenter Battery Design Studio can be imported into Simcenter Amesim 2019.1 to obtain a shared battery model. You can visualize parameters of the imported model before using them in Simcenter Amesim. For more details, read this article.
New demonstrators allow you to easily re-use the complete battery pack model based on geometry, identify critical temperatures for controls design, apply a documented methodology for model reduction as well as integrate the reduced battery model into your vehicle energy management analysis.
#2 Aircraft systems performance engineering
Upgraded CAD import capabilities for fuel systems
Enhanced postprocessing apps and scaling tool for aircraft engine and gas turbine
New rotorcraft engine demonstrators with the recuperated cycle and series hybrid variant
To support the aerospace industry, the latest release of Simcenter Amesim comes with upgradedCAD importcapabilities that enable users to easily create rib submodels and generate all the required tank and rib data files. Therefore, you can drastically reduce the time required for creating data files and organizing your output files. Moreover, the new rib submodel allows users to account for flowing areas, speeding up parameterization while improving accuracy.
By using the enhanced postprocessing apps and scalingtool when exploring new gas turbine configurations, users can easily derive scaled performance maps starting from reference maps and looking at the surge margin.
Users can benefit from two rotorcraft engine demonstrators that are derived from a validated engine model. The first derivative is a recuperated engine cycle and the second is a series hybrid variant assessed during an oil and gas mission.
#3 Controls engineering
Extracting a nested signal bus
New tool for proportional–integral–derivative (PID) controller calibration
New real-time components for thermal and valvetrain systems
With the industry shift towards connected, software-intensive, complex products, Simcenter Amesim 2019.1 offers a large set of new or enhanced capabilities for controls design and validation to enable you to simultaneously optimize the mechanics, electronics and software as an integrated system.
You can now use signal buses to manage data transfers between physical subsystems. This redesigned capability facilitates visualization of all data flowing through any given bus component and simplifies information propagation across nested buses.
In addition, the latest release comes with a new tool for PID controller calibration, which is associated with two demos for speed and position control. Hence, you can visualize closed-loop step response and check the robustness with stability margins.
Whether you are a system designer who just wants to quickly make the PID controller work, or a control expert interested in stability margins, find out the step-by-step process in this article.
Additionally, new real-time components of thermal and valvetrain systems will allow you to greatly reduce CPU time and run hardware-in-the-loop (HiL) simulations.
#4 System simulation efficiency and ease of use
New Modelica compiler and full Modelica Standard Library (MSL) v3.2.2 support
Model conversion from hydraulic to thermal-hydraulic domain
Two-phase flow thermodynamic cycle analysis app
To boost the efficiency of your system simulation activities, Simcenter Amesim now offers you full MSL 3.2.2 support and greater openness thanks to Modelon’s compiler, which is integrated into this Simcenter Amesim version. You can easily couple Modelica and native Simcenter Amesim library components: Using Modelica Editor enables you to automatically import Modelica models into Simcenter Amesim and get the best of both.
Moreover, existing hydraulic models can be converted into thermal-hydraulic models with one click while maintaining model structure and parameters.
With a new app for two-phase flow thermodynamic cycle predesign, within just a few seconds you can assess steadystate cycle performance by adapting your design points from predefined cycles. Watch how this app works in the demo here.
Finally, the latest improvements in valve builder functionality allow users to create pilot-operated directional valves and connect them to the hydraulic or pneumatic pilot stage, as well as integrate nonreturn valves into the design of your directional valve to avoid unnecessary volumes and dynamics.
Humans have used fire for thousands of years. From cooking meat to make it easier to eat and digest, to firing pottery to make watertight containers, to managing grass or moorlands through controlled burning, fire has been a vital tool for many aspects of human existence. These days, combustion is used in many industrial processes. These may be less visible to the general public, but are essential to produce materials and products used by everyone on a daily basis. Coal burners, dryers and kilns, and steel furnaces are just some of the areas where high temperature processes and combustion are used.
Today, process engineers must ensure these high temperature processes are as efficient as possible: inefficient processes lead to costly and excessive energy consumption, with the potential of excess emissions and non-optimal product yields. The use of Computational Fluid Dynamics (CFD) to virtually investigate high temperature processes is now an established design tool in many industries, including the process industry, but are you using it to its full potential?
This on-demand webinar takes a look at recent advances in simulation capabilities in Simcenter STAR-CCM+, which make simulation and optimization of combustion processes even easier. Our technical experts will cover:
Recent advances in CAD maneuverability for geometry setup
Different reaction modeling approaches available in Simcenter STAR-CCM+
Combining CFD and design space optimization for intelligent geometry optimization
Successful use of simulation is enabling process engineers to reduce design costs and create innovative, efficient designs. Join us to learn more, and discover how CFD can help to optimize your high temperature processes.
There’s no doubt about it: simulation is delivering value in product development.
Some are avoiding multiple rounds of prototypes. Some are reducing the cost of goods in products. Some are making designs both lighter and stronger simultaneously. Some are coming up with more innovative designs that work functionally. Overall, many companies are reaping the benefits of applying simulation early and throughout the design cycle. And if there are any issues with simulation, it’s that managers seem to want more.
So how can an engineering team get more productivity out of their analysis tools? One clear answer is automation. It removes repetitive tasks from users hands, allowing them to concentrate on the value-added aspect of simulation. It also promotes standard best practices across a company. Here are some capabilities that do just that.
One of the most simple, yet valuable, ways to automate a simulation process is to leverage macros.
The idea is straightforward. A user can record a sequence of user interface interactions, such as selecting menu options or entering values. This sequence of actions is then mapped to a trigger, often a specific combination of keyboard keys or mouse buttons. Then, whenever the users want to initiate that sequence of actions, they simply hit the trigger.
This approach provides the most value when applying repeated actions within the same model. It reduces repetitive work for the user. However, it also eliminates any potential human error likely to occur in a heavily repeated action. Furthermore, executing macros happens very quickly, far faster than the sequence of actions could be executed by hand. Lastly, macros are an opportunity to apply analysis standards across a company.
In all, macros allow users to avoid repetitive work, reduce human error, accelerate their simulation processes, and distribute analysis standards.
Where macros automate repetitive tasks within a simulation model, analysis templates automate entire sets of tasks by offering an accelerated starting point.
Analysis model templates include standards that should be included in all simulations of that type. For some cases, a template might include a parametric model of a pump that has already been meshed to the correct level of detail. For other cases, a template might include standard loading cases based on data collected from physical tests. For yet others, a template might encompass all of the standard materials and their properties that are officially approved by a company.
Templates, however, do not just apply to entire models. Loads and boundary conditions can be applied as templates. Solver selections, method selections, and their corresponding parameters might be included in a template.
The value in templates is also straightforward. Templates simply allow users to avoid creating everything from scratch. They start their process several steps farther than a clean sheet. But just as importantly, templates are another way to distribute best and standard practices within a company.
A different kind of automation builds on top of templates. Simulation workflows apply the concept of workflows to simulation.
The idea here is that each analysis template requires several inputs to be run. Once those are provided, the simulation can be solved, producing a number of outputs. With simulation workflows, the outputs from one analysis is fed as inputs to another analysis. This chain of simulations can be used to connect disparate types of engineering physics that are interrelated. For example, a fluids dynamics analysis of a wing would yield loads that are then passed on to a structural analysis of the internal stringers. In another example, a complex combustion analysis of a turbine engine would pass temperature fields to a structural analysis of a turbine blade.
Such simulation workflows can be used to automate very complicated analyses, but they can also provide guidance to novice users as well. They simply ask for standard inputs and produce standard outputs that can be interpreted.
The value here is more advanced than in other cases. Expert users can automate an entire complex simulation process. Novice users get guidance on how to complete a range of analyses, ranging from the simplest to incredibly complex. Both use cases deliver value.
The last, but not least important, means of automating simulation is through application extensions.
Here, a company will build out new functionality by coding software extensions to an analysis application. This is done using an Application Programming Interface (API) toolkit, which often is an externally available version of the code used to build the analysis application by the software provider.
This toolkit can be used to build brand new functionality on top of the solution. This functionality can dramatically automate simulation processes and procedures. It can add completely new interfaces such as dialog boxes and menus. It can tweak or modify how the application prepares models and passes them to solvers.
The toolkit can also be used to integrate with specialized homegrown simulation tools. Doing so allows data and other information to be passed back and forth between the applications. This is applicable when the company is dealing with custom calculations, ranging in complexity from programmed spreadsheets to their own internal software.
The value here is strong. Companies that seeking new ways to automate the simulation process has an opportunity to build it the way they want with the API. Companies with custom applications for specialize calculations can wrap their work into the simulation software.
Companies that are looking to get more value out of simulation can look to automation, which comes in a variety of flavors.
Macros allow users to record and then execute a sequence of actions through a trigger. This is of value to users repeatedly applying the same actions within an analysis model.
Templates allow users to accelerate their simulation process, applying and reusing prior analysis work.
Simulation workflows stitch the output of one analysis to the input of another, enabling the automation of several interconnected simulations.
Application extensions add new capabilities to existing tools by coding with the software’s API toolkit. This is an opportunity for automation or integration with a company’s custom analysis application.
Automation can provide a lot of additional value to companies already leveraging analysis. What has your experience been with simulation automation? Let me know your thoughts in the comments.
Siemens PLM provides a range of capabilities that directly address automation of modern simulation processes. For more details on how FEMAP addresses these needs, download our complimentary eBook.
The question of the day is – would you buy an electric vehicle (EV) today?
Maybe. Although, during the upcoming years, you are more likely to answer: “Yes!”. Let’s face it. Avere, the European association for electromobility, estimates that there are already 1 265 441 passenger electricity powered cars driving around the Europe, using 161 426 public charging points. And both numbers will increase in near future. Countries world-wide are introducing the mobility visions promoting and supporting electric cars (e.g. Electromobility in Germany: Vision 2020 and Beyond,etc.). According to Bloomberg New Energy Finance, 55% of all new car sales and 33% of the global fleet will be electric by 2040.
Electric car development hits bumps in the road
However, there are also some important bottlenecks that cause reluctance to switch to electric cars. One of the most important is the driving range of the electric vehicles. The EV development teams strive to reduce the vehicle weight to increase the driving range. But reducing weight of the vehicle chassis and body is not given! Finding the optimal balance between vehicle weight and performance attributes, such as durability, NVH, ride and handling, becomes more important than ever. Yes, you need to increase the driving range, but on the cost of reduced durability performance that could lead to earlier vehicle damage. Also, reducing vehicle weight can deteriorate handling performance. It means your vehicle may lose stability when performing certain driving maneuvers.
Here is another engineering dilemma - how do you balance the vehicle body stiffness while keeping up with the right NVH characteristics? At Siemens Simcenter, we recognize these challenges and we aim to provide our customers with solutions for different vehicle development teams to tackle all these problems and help to find optimal lightweight vehicle conditions without loss in performance. What are the other electrical cars development shifts?
Electric vehicle noise in the spotlight
The trend towards electrical vehicles poses both challenges as well as opportunities for car developers. The absence of the internal combustion engine (ICE) changes the signature of the interior cabin noise dramatically. The most obvious game changer is the fact, that the withdrawal of the traditional powertrain unveils the other noise contributors or make them more audible and prominent. In 2011, G. Goetchius (Leading the Charge – The Future of Electric Vehicle Noise Control, Sound & Vibration) estimated the noise contributors in ICE vehicles and predicted the noise morphology in the electrical ones. According this publication back then, in the traditional ICE vehicles, the biggest noise contributor is the powertrain followed by the road, wind and ancillary system noise. While in electrical vehicles, the road noise and wind are the most dominant noises. And what’s more, the new structure reveals noises that were originally masked by the combustion engine (such as ancillary system - whine gears, steering rack, air conditioning system, wipers, ABS module, pumps etc.).
EV vs ICE vehicles NVH challenges
Without any surprises, the structural changes in electric vehicle noise will need new engineering approaches to optimize the NVH performance with appealing sound quality. Here are three strategies you should focus on to make the ride in your electrical vehicle to sound as a symphony.
Act on the present noise source
Firstly, you may need to find the noise root cause and act on it. Depending of the origin of the noise source, different NVH analysis techniques are required. Reducing wind noise, for instance, happens most effectively in wind tunnels. These allow to effectively isolate the wind noise from other noise sources and find the most effective measures to reduce this annoying source. However, as these tests are extremely costly, it is crucial to test with extremely efficient measurement techniques. The use of industrialized testing processes based on large beamforming arrays that allow identification of the exterior noise sources, and use this data to decide what to test next, becomes more and more a reference.
Road noise needs to be handled with effective and reliable techniques, such as transfer path analysis (TPA). This technique allows to pinpoint the noise critical paths on the chassis and car body contributing to the interior noise. To be able to handle the complexity and closely spaces loads of suspension systems, more advanced techniques such as strain-based TPA becomes another necessary building block.
For other auxiliaries, the key information can be provided by wide toolset of NVH tests and analysis techniques. And again, for many of these subsystems the traditional transfer path analysis (TPA) can help to identify the component or structure causing the noise issue. Acting on the noise source, however, does not always provide solutions early enough. In case it is not too late in the vehicle development cycle, the responsible team can proceed with component design adaptations and improvements. But in real life, there are situations, when design adaptations are impossible or cause conflict with other attributes (such as weight, durability, etc.). Or often, the results of the TPA leads to pragmatic and expensive additions of damping and trimming to the vehicle. The disadvantage is that damping material increases the vehicle weight - which will directly reduce the vehicle range, add extra cost and prolong the vehicle assembly. What’s more, this strategy is limited and doesn’t offer an optimal solution in all the cases.
Master the electric vehicle sound quality including active sounds
There is good news. The shifted noise structure of the electric vehicle brings an option to add new noises. This opens an opportunity to create new and pleasant driving experience for your customers. From this perspective, sound quality engineering is the key tool to develop high-performing sounds within the vehicle. This technology is currently gaining ground in the automotive industry. It all starts with the acquisition of realistic sound data, including for instance binaural recording. Secondly, to be able to analyze the acquired sounds, you can proceed with audio replay, using different filtering and analysis through different sound quality metrics. And finally, you shall organize a Jury testing, which is based on subjective audio perception. Sound quality engineering combines objective analysis metrics with subjective analysis. This strategy will provide you with detailed insights to find answers to questions like – what do the customers like to hear? What sounds do they prefer in different corners of the world?
Simcenter Testlab Jury testing for EV NVH development
Another application, where sound quality is currently gaining importance, is the exterior artificial sounds generated by the acoustic vehicle alerting system (AVAS). This system warns pedestrians of an approaching vehicle. Developing new exterior warning sounds is something of a novelty. Different countries around the globe currently impose new certification requirements for electrical cars. Car producers need to design and certify warning sounds that the electrical cars must exceed traveling at low speeds. Anc at the same time, automotive OEMs are highly concerned about the perception of the new vehicle sounds. Designing new artificial sounds that reflect the brand DNA requires the right toolset for sound quality engineering.
Speed up vehicle development time by blending simulation and testing together
To keep up with the market, automotive OEMs need to react fast and develop advanced vehicle models rapidly. This creates the need to take control of the vehicle NVH performance as quickly as possible, earlier in the development cycle ever. This translates into the demand to be able to predict the component or subsystems behavior before integrating them into the vehicle. In practice, this also leads to introduction of new technology that merges the simulation and physical testing together throughout the vehicle development cycle. While in the past simulation and testing where two separate worlds, the future evolves more into hybrid approaches. This concept can drastically impact and improve the development time. Component-based TPA is one example (here you can find a related white paper). The compelling combination of test and simulation enables the NVH engineers to predict the final vehicle NVH performance before assembling the first full prototype. In a nutshell, this technology enables you to predict a component or subsystems behavior prior to integration. Consequently, it enables the dream to create a virtual vehicle prototype by assembling different components (e.g. electrical engine, suspension system, body, etc.). Component-based TPA is very powerful concept not only because you may get an accurate prediction of the vehicle NVH behaviour in development stage, when implementing design improvements is still easier. But also, the component-based TPA enables you to work with a standardized platform to virtually assembly countless vehicle variations with much lower time investments.
Another example is the trend to combine 1D simulation and test in a more hybrid approach, so called Model-based system testing (MBST). With MBST technology, the use of physical component in combinations with 1D models becomes more and more the industry standard.
These are the key trends in NVH testing that will drive electrical vehicles development in near future. Besides, it is important to realize, that is not only the product changing. It is also the OEM’s frame-work that will change soon too. There will be new requirements and expectations that team members will have to fulfil and skills the engineers will need to learn. Are you interested to understand the EV development trend in more detail? Check out this website to find more details.