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5. Conclusions • Today, simulation is typically used under predefined, predicted, and controlled conditions. The current state of the art seems to couple two disciplines, such as Structural Analysis and Computational Fluid Dynamics. But a car—tested as it would be driven—should have been tested by simulation for a combination of concurrent factors, such as Occupant Safety, CFD, Multi-Body-Systems, Structural Dynamics, Fatigue, and the like. Simulation and Analysis should become more comprehensive (Ref. [16]). We should proceed in the areas of Multi-Physics and Multi-Disciplinary Optimization. • FE models are approximations of reality, but must be realistic and capture the physics of the situation. Inclusion of Uncertainty will boost the Level of Confidence. Uncertainty stems from the physics and must be considered. The availability of powerful and low-cost computers able to analyse parallel considerations will support this paradigm shift dramatically. • It has been determined from the work carried out in AUTOSIM that the principal areas of interest and concern regarding CAE confidence relate to the validation of CAE models, CAE staff training, the quality of model material data and the discretisation of CAE models. • With Materials Characterisation clearly of high importance, a methodology is needed to ensure that characterisation of materials is reliable, accurate and achieving best practice; this should also ensure that novel materials can be introduced as early as possible. Development of an extended database holding not only basic material properties but also essential information regarding, for example, the effect of forming processes on material behaviour is essential. Close collaboration between vehicle manufacturers, material suppliers, testing houses and software developers will be required to achieve this. • In the future, CAE needs to take into account extended distributed development environments to address Product Life Cycle Management. Tools and Processes must be integrated, with consideration given to the OEMs and Suppliers, recognizing their knowledge and resources (Fig. 5.1 and Ref. [20]). SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT] 012497 AUTOSIM 61 |
CURRENT & FUTURE TECHNOLOGIES IN AUTOMOTIVE ENGINEERING SIMULATION Environment EXTENDED DISTRIBUTED DEVELOPMENT ENVIRONMENTS INTEGRATION Tools PRODUCT LIFE CYCLE SIMULATION Processes Fig. 5.1: Source: EUCAR EG—VE (Enabling Group—Virtual Engineering) www.eucar.be/start.html • In the future, automatically generated models should speed up the Conceptual Design Stage. The need is for tools that will allow a simulation analyst to do more analysis more quickly during the early stages of the design process, and to do them in a well organized way. For example, a designer could develop parameterized car body models to quickly study design variants when CAD data is not available. The use of these parameterized models, together with sophisticated optimization tools, will and must play a significant role in the future (Ref. [14], [15]). • How to Store Data and how to Retrieve Knowledge. Tools should be set in place to take advantage of knowledge gained from analysis runs from designs of car predecessors, or simply from previous analysis runs of crash, NVH, durability, etc. 62 | SIXTH FRAMEWORK PROGRAMME PRIORITY [6.2] [SUSTAINABLE SURFACE TRANSPORT] 012497 AUTOSIM
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Current & Future Technologies in Au
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The Consortium Steering Committee w
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4.5 How To Move On ................
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CURRENT & FUTURE TECHNOLOGIES IN AU
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