Dr Stefan Gaßmann, Dr Axel Hänschke. Ford European HyperWorks Technology Conference Bonn, November 8 9, 2011

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Dr Stefan Gaßmann, Dr Axel Hänschke CAE @ Ford 2011

1 Dr Stefan Gaßmann, Dr Axel Hänschke Ford 2011 European HyperWorks Technology Conference Bonn, November 8 9, 2011

2 A few words about Ford The Ford CAE landscape The Challenges CAE faces Opportunities that we should leverage Page 2

3 Ford Page 3

4 Global Company Global 166,000 employees 70 plants 2 Brands: Ford, Lincoln Market Share 2010: 16.4% USA 9.8% South America 9.2% Australia 2.5% China, India Europe 66,000 employees 22 plants 1 Brand: Ford Market Share 2011 YTD: 8.4% EU19 Page 4

5 Global Engineering Dearborn MI USA Dunton UK Köln Germany Cuautitlán Mexico Chennai India Shanghai China Camaçari Brazil Broadmeadows Australia Page 5

6 Global Manufacturing Dearborn MI USA St Petersburg Russia Saarlouis Germany Chongqin China Valencia Spain Hanoi Vietnam Pretoria South Africa Santa Rosa Philippines Example: C Car Pacheco Argentinia Page 6

Global Process Global Product Development System (GPDS) We have implemented a global product strategy that calls for product excellence through leadership in design, safety, fuel economy, driving

7 Global Process Global Product Development System (GPDS) We have implemented a global product strategy that calls for product excellence through leadership in design, safety, fuel economy, driving quality, interior comfort and convenience features and technology particularly infotainment, said Derrick Kuzak, group vice president, Global Product Development. This strategy aligns the global product and technology plans and all vehicle programs around the attributes that distinguish all Ford vehicles globally in a crowded marketplace. The strategy also included the development of a global DNA a standard for the way a vehicle should feel, sound, drive and even smell. Defining a global DNA ensures the development of vehicles that are unmistakably a Ford, said Kuzak. It also ensures consistency of engineering and development within the Ford team and among our supplier partners. A global standard also was established for the way Ford products and components are made. We all need to be on the same page so that it s very clear what our processes and deliverables are and how we communicate our needs with one another, said Raj Nair, vice president, Engineering, Global Product Development. If we re trying to reinvent the process every single time, we re losing valuable time that could be spent engineering new vehicles. Page 7

8 Global Product Page 8

9 CAE Page 9

10 CAE Toolset Page 10

11 CAE Toolset Finite Element tools with Pre- and Post-Processing General purpose: Abaqus implicit, explicit, MSC Nastran, Radioss implicit, explicit, etc. Crash: Radioss explicit, LS-Dyna CFD: PowerFLOW (aero), RadTherm (heat protection), Fluent (cooling, clima, water manaagement), OpenFOAM under review General Pre- and Post-Processing tools: ANSA, MetaPost, Animator, etc. Multibody Simulation tools with Pre-and Post-Processing ADAMS, ADAMS-Car, MADYMO General Purpose Simulation Environments MatLAB SimuLINK Page 11

12 Altair Products in Use HyperWorks (V10, near future V11) HyperMesh (general Pre Processing) HyperCrash (Pre Processing for Crash) Radioss explicit (Crash and Occupant simulation) Radioss implicit (Optistruct, Topology Optimization) HyperView/HyperGraph (general Post Processing) MotionView / MotionSolve (Open MBS simulation environment, for kinematic and dynamic simulation) HyperStudy, solver independent environment for DOE s and Optimization Page 12

13 Siemens Teamcenter for Simulation Drive the Assembly Process from PLM System TC Sim Pre-Processor Solver Page 13

14 Concept Modelling Method Principle types of Modelling Geometrical representation SFE CONCEPT Model Library Platform Major Assembly & Fully Assembled Top Hat Structure Mapping Area Platform Assembly Mid Floor Area and Rear Structure Page 14

15 Challenges Page 15

16 Concept CAE Parametric tools (such as SFE Concept), CAD and CAE are not seamlessly integrated as enabler for CAE drives CAD Existing surrogate CAD models and analyses are often not easily and efficiently retrievable Organisational differences between pre-program and program teams require tools and/or processes for hand-over with minimal loss Page 16

17 Verification CAE CAE always traces CAD development by a few weeks CAE cycle time CAE typically requires high maturity of CAD surface quality, detail, geometric compatibility, welds & connectors Repair work required for / through CAE CAE requires non-geometric data such as masses and inertia, spec and material data that are often stored in multiple databases Where process fails, surrogate data are often not easily and efficiently retrievable Page 17

18 Material Data CAE requires measured and validated material properties Difficult to keep pace with developing new materials Ford has in house Material database Drives necessity to import data from material vendors Translation of data into material cards for multiple CAE codes mostly manual Page 18

19 CAE Confidence vs. Test Confidence CAE models are generally recognised as approximation of final vehicle, prototypes are usually not Quantification of delta Test / CAE expected from CAE Quantification of delta prototype test / production vehicle uncommon CAE analyses are typically run at nominal Tests are often run at unspecified variability condition No metric available to describe overall quality of CAE model beyond meshing criteria Page 19

20 Robustness Robustness vs. human influence Distributed teams for model build, assembly and analyses Multitude of software settings ( header set ) require detailed guidelines Robustness vs. solver & infrastructure Can results be reproduced on differing hardware or with later software versions? Reduction of noise/scatter of model results in crash analysis Translation and migration where different solver are used Robustness vs. variability Time and resources (people, hardware, licenses) often prevent to fully exploit variation analyses Page 20

21 Opportunities Page 21

22 In the Next Release New functionality, additional features and bug fixes are expected But also consider Ease of Use for new and distributed resources Robustness against non-optimal input data Robustness against user influence Automation to incorporate material data and properties Automation to update the model after CAD updates Automation to allow for MDO and DoE with less resources Page 22

23 CAE Life Cycle Provide End-to-End Lifecycle CAE BoM creation meshing model build analysis results CAE sign-off Consider early phase without full CAD / BoM Vehicles are initially created in conceptual (CAE) tools and mature into CAD driven by CAE Allow for integrated data sharing Multiple brands Efficient reuse of data suppliers off-shore work Move from CAD/BoM and Test/Analysis based proposals to truly integrated approach Page 23

24 Tool Capability Integrated data flow from conceptual design & CAE into CAD tools Extend CAE Confidence / Capability into new physical phenomena Focus on where TGW are in our vehicles Consider new vehicle technologies Reduce need for multiple niche products Quickly integrate specialty tools into large packages Develop approaches for intuitive presentation / immersion of results Page 24

25 Turn-Around Time CAE is fast enough to drive and/or enable decisions in all phases CAE is off the critical path in the development process Key requirements CAE Lifecycle solution Efficient retrieval / reuse / creation of CAE models Fully automated mesh generation model build analysis Software optimisation for compute environment Page 25

26 Thank You Dr Stefan Gaßmann Dr Axel Hänschke Page 26

The Application of Process Automation and Optimisation in the Rapid Development of New Passenger Vehicles at SAIC Motor

The Application of Process Automation and Optimisation in the Rapid Development of New Passenger Vehicles at SAIC Motor Dave Husson Vehicle CAE Manager, SAIC Motor UK Technical Centre Lowhill Lane, Longbridge,