EATC_AGenda_for website

Technical Sessions

Wednesday, June 28th, will offer in-depth technical presentations in parallel sessions from users of the Altair solutions. They will be sharing their experience on special topics, such as optimization, crash testing, EM simulation, multi body simulation or multi domain optimizations, to name only a few, with the tools and methods Altair provides.

DAY 3 | JUNE 28 - 2017
Technical Presentations
09:00 Opening
Jeff Brennan, CMO Altair
HWx Demonstrations
James Dagg, CTO Altair
Lightweight Design at Porsche
Dr. Philipp Berendes, Porsche
10:30 Coffee Break

Technical Session 1

Optimization in Car Design

Technical Session 2

NVH & Acoustics

Technical Session 3

Structure & Optimization

Technical Session 4

Motion & Durability

Technical Session 5

Crash & Drop Test

Technical Session 6

Electro- magnetics

13:00 Lunch

Technical Session 1

Optimization in Car Design

Technical Session 2

NVH & Acoustics

Technical Session 3

Structure & Optimization

Technical Session 4

Motion & Durability

Technical Session 7

CAE Processes

Technical Session 8

Material & CFD

16:00 Coffee Break
16:30 Design the Difference – Simulation Driven Innovation in Car Body Design
Dr. Lars Fredriksson, Business VP – Simulation Driven Innovation, Altair on behalf of NEVS
Conference Closing
17:30 End of Conference

Details to the Technical Sessions

Technical Session 1: Optimization in Car Design

Optimization Driven Engineering - Strategic Application of Optimization Methods
Johannes Siegmann, Adam Opel AG

Casting Weight Reduction by Die Design Topology Optimization
Kadir Akcan, Ford Otosan A.S

Application of Optimization Solutions in the Car Project Development
Aleksandra Vikhko, Avtovaz

Multi-Model Optimization for a Non-static Loadcase
Philipp Frank, Volkswagen Osnabrück


Mass Optimized Conceptual Design of a Metro Carbody Shell
Andreas Ruthmeier, Siemens

Topology Optimization of Automotive Components Subjected to Low Cycle Fatigue
Andras Tanos, Femalk

Design of an Ultra-lightweight Eco-car Wheel Rim through the Sequential use of Topology and Composites Optimization Software Packages
Martin Badenhorst, Nelson Mandela University

Automotive Parts and Structures Development Based on Optimization
Oleg Klyavin, St. Petersburg Polytechnic University

Coffee Break
Back to the top

Technical Session 2: NVH & Acoustics

Optimization of drivetrain components regarding their transmission behavior of structure-borne sound
Christian Vogl, BMW

Advanced Engineering Processes for Vehicle Sound and Vibration Quality Targets
Finn Kryger Nielsen, Bruel & Kjaer

Finite Element Modelling and Validation of an Angle Drive Bracket for NVH Consideration
Muslum Yaman, Anadolu Isuzu Automotive Company

Dynamic Test and Correlation of an Automotive Suspension
Alessandro Ferraris, Beond

Lunch Break

Vibro-acoustic Analysis of a Brushless IPM Electric Motor for Automotive Application
Luigi Rizzi, SPIN

Multi-physics Noise Optimization in Fuel Pump Permanent Magnet Moto
Diana Mavrudieva, Altair France

Pass-by Sound Level Reduction with Sound Package Optimisation
Francois-Xavier Bécot, Matelys

Rattle Simulation Study of a Train Seat Using SnRD
Nicolas Merlette, CEVAA

Back to the top

Technical Session 3: Structures & Optimization

A Rocker Arm's Diet - How to Increase Durability and Stiffness of an Amazone Agricultural Machine Part while Reducing Weight
Altair on behalf of Amazone

Simplifying a Full Vehicle Model for FE-analysis
Stefan Scheiblhofer LKR Leichtmetallkompetenzzentrum Ranshofen GmbH

Concept for Optimizing Large Structures with Regards to Efficient use of Build Volume of AM Metal Machines
Michael Ferrari, Ruag Space

Application of Lattice Structure Optimization to PolyJet-3D-Printing
Julian Gauder, Rheinische Fachhochschule Köln

Lunch Break

Strength Verification of Composite Parts in Frequency Response Analysis with SineMOS
Antonio Di Carlo, Ruag Space

Numerical Simulation of Bolted Joints - New Challenges for CAE Tools
Daniel Koch, Adam Opel AG

Development of the Lightweight Composite Carbon Fibre Bicycle Frame
Hynek Purs, Advanced Engineering on behalf of Duratec

A Simplified Modelling Approach of Front Car Structures for a Shortened Design Study
Robert Szlosarek, Technische Universität Bergakademie Freiberg

Back to the top

Technical Session 4: Motion & Durability

Optimising Race Car and Road Car Performance Around the Hockenheimring
Danny Nolan, ChassisSim Technologies

Development of a Virtual Mobile Crane Model Using Flexible Multi-Body Analysis and 1D System Simulation
Krzysztof Swidergal, Tadano Faun GmbH

Advanced Tire Modeling from Multi Body Dynamics to Linearization of the Rotating Tire
Axel Gallrein, Fraunhofer ITWM

Validation of Operation of a Hydraulic Bascule Bridge
Ronald Kett, Fluidon GmbH

Lunch Break

THOR-50M Model Development in RADIOSS and applications to Ford Occupant Restraint Systems
Ilker Ceylan, Ford Werke GmbH and Ismail Maatouki, Humanetics Europe GmbH

Modal Fatigue Analysis of a Trucks Battery Box with MotionSolve and FEMFAT
Axel Werkhausen, Femfat / Magna ESC

Fast and Accurate Durability Prediction for Generic Components
Burkhard Göttlicher, Faurecia

Reconstruction Method for Dynamic FE Loads
Dr. Stephan Vervoort, Hottinger Baldwin Meßtechnik GmbH

Back to the top

Technical Session 5: Crash & Drop test

Crash Tests in the Rail Industry with RADIOSS
Dominique le Corre, Alstom

Drop Simulation of Liquid Filled Plastic Bottles Using Rate Dependent Material Properties
Oswald Valtiner, Alpla

Prescribed Structure Motion Program for Safety Simulation in Side Impact Load
Arnauld Malak, CTSim

Translation of a Complete Crash Model of a Metro from LS-Dyna to RADIOSS
Mikel Echeverria Jaurrieta, Meletea

Lunch Break

Back to the top

Technical Session 7: CAE Processes

Automated Classification of Nodal Diametric Modes with Compose
Christoph Thiem, Adam Opel AG

Update on Teamcenter SDM at General Motors
Thorsten Pohl, Adam Opel AG

Integrating Virtual Reality and CAE Simulations with Altair PBSPro on one HPC Cluster
Sebastian Treiber, GNS Systems

Roadmap Towards Simulation Data Management
Albrecht Pfaff, PDTec

Back to the top

Technical Session 6: Electromagnetics

Enrich & Extend Flux Usage through Native Coupling
Benjamin Boulbene, Chiastek

Coexistence of SDARS and 4G; Cancel Structures to Maintain Roundness of Radiation Pattern
Peter Riedhofer, Hirschmann

From Pure Automotive Antenna Evaluation to Real and Virtual Drive Testing
Thomas Lankes, Kathrein

Characteristic Mode Analysis for EMC Susceptibility Tests in an Aerospace Context
Frank Gronwald, University Siegen

Lunch Break

Back to the top

Technical Session 8: Material & CFD

Improving Composite Design and Simulation Efficiency with Multi Scale Designer
Jan-Philipp Fuhr, CIKONI

Integrative Simulation of Short-Fiber-Reinforced Engine Compartment Components
Wolfgang Korte, PART Engineering / Mann & Hummel

Optimized CFD Workflows in Formula One
Yves-Marie Lefebvre, Intelligent Light

Morphing Process without Restrictions for Conjugate Heat Transfer (CHT) Tasks
Jessica Jasper, Rheinmetall

Back to the top

Optimization driven engineering - Strategic application of optimization methods

Numerical structural optimization has been an integral part of the automotive development process for many years. By the usage of the prescribed methods it is possible to design components and subsystems which fulfill all performance requirements while using a minimum of mass and costs. Due to the increased demands regarding performance and costs it is highly necessary to undertake structural optimization during the whole development process. Especially in the early development phase it is important, not only to limit the focus on single components or single requirements, but to enlarge the scope onto subsystems or even the whole vehicle in order to capture all vehicle relevant performance targets. Goal of the strategic application is to bring the already well established structural optimization from the current tactical level to a whole new strategical level within the vehicle development process. Accomplishing this it is possible to identify lightweight construction potentials already early. Furthermore sensitivities concerning all the requirements can be obtained and based on them it is possible to push the main contributing structures adding also robustness. All these measures are embedded in the framework of an optimization driven engineering. Applying this strategies consequently onto the vehicle development process leads to an increased efficiency regarding the available resources as well as a substantial reduction in the time needed for the development and hardware phase due to the avoidance of unnecessary iterations. For this it is essential that the optimizations are performed cross functional, coordinated and proactive during all the phases of the development process. The application of the right optimization method at the right time depending on the maturity of the vehicle is crucial. At the start of the process this means the usage of e.g. free topology optimization to define major load paths and main structural concepts. In the later development phases these methods are replaced by the detailed optimization on subsystem and component level like e.g. shape or topography optimization. In this context the need of development of new optimization tools and methods and their application into the productive program works arises. In summary the application of the prescribed framework onto the vehicle development process leads to balanced and robust solutions with respect to performance, package, mass and cost.


Dr. Johannes Siegmann CAE Development Engineer General Motors - Adam Opel AG

Casting Weight Reduction by Die Design Topology Optimization

Automotive body parts requires big sized sheet metal stamping dies like 4500(mm) x 2500(mm) x 1250(mm) and weighs up to 40 tonnes. Those sheet metal parts requires 3 to 4 operations, such as drawing, trimming, flanging and restriking operations. Since the total casting weight of dies in a vehicle project is huge, the gain even with a small percentage is big! In this study the casting weight reduction by a die design topology is intended. We designed the draw die of the back panel as a solid full section and simulated the sheet metal drawing operation to find forces attained to the die. Then we found the stresses over the finite elements of the die design and continously deleted the elements having less stress below the threshold by using an optimisation software. The die design has been changed according to the optimization result and we completed a verification analysis over the new design together with the press design and made several iterations. After getting all FEA values, design checked whether it was possible to be casted and machined. Then we found out strains on the design to be able measure real strain values by strain gauges while the real die runs on a real press. %20 weight reduction is succeeded comparing to the previous version of the die which is currently running on production. Next step of this study, displacement of the die surface will be measured by using strain gages and investigated whether the measurements are the same with FEA programs.


Kadir Akcan Phd. Student Mech. Eng. Ford OTOSAN– KocaeliIvanov K.,

Application of optimization solutions in the car project development

Despite a wide range of optimization solutions accumulated in HyperWorks the choice of the correct method and stage for its application in the design process is not always obvious. Therefore, development of proper methodologies based on the experience of optimization tools applying is a critical point for the effective implementation of optimization in the practice of a large automotive company.

This paper demonstrates some effective typical and original lightweight optimization solutions for one of the last our car project LADA VESTA. An integrated approach to the use of optimization tools has made it possible to obtain the most rigid body in the entire AVTOVAZ range with a Structural Efficiency Index at the level of world standards. To be more specific, the presentation focuses on the use of HyperStudy multi-objective optimization and OptiStruct topology, topography and shape tools.


Aleksandra Vikhko Strength Analysis Simulation Team Leader PSC AUTOVAZ

Multi-Model optimization for a nonstatic loadcase

3D printing offers new potential to design optimal reinforcements parts for the A-Pillar of convertibles. We show a way to transform the non-static loadcase Roof Crush into a setup suitable for optimization by Optistruct's multi-model capabilities. The resulting parts have already been printed and will be subjected to a hardware test. We will show ideas for improving the results.


Dr. Philipp Frank, Berechnungsingenieur, Volkswagen Osnabrück GmbH

Mass optimized conceptual design of a metro carbody shell

A topology optimization is performed on a one-quarter model of an aluminum metro carbody shell. The objective is to find a stiffened, thin-walled structural concept of minimum mass. Effects of considering or neglecting a load-bearing outer sheet are investigated for a combination of essential load cases from EN 12663. Different formulations of the optimization task are compared and the effect of possible local minima is accounted for by starting the optimization run from various starting points. The outcome yields a potential for mass reduction of 32% compared to a reference carbody.


Andreas Ruthmeier Strength Calculation Engineer Siemens AG Austria

Topology optimization of automotive components subjected to low cycle fatigue

The presentation follows the development process of aluminum automotive engine suspension parts, which are designed and manufactured in FÉMALK, Hungary’s largest, family-owned high pressure die casting foundry. During the topology optimization runs in Optistruct in addition to static breaking force criteria, harmonic properties and mass we can consider high and also low cycle fatigue life (using Neuber’s correction). The results are interpreted with OSSmooth and built up in Catia.

The realized CAD model is than subjected to geometric nonlinear analysis in Optistruct using multilinear elastic-plastic material model, bolt pretension loads and frictional contacts. The resulting elastic and plastic strains are used in a subsequent fatigue life calculation run (using directly these nonlinear results) in Optistruct and also in nCode DesignLife which is available through Altair's Partner Alliance program.

The presentation also highlights the measurements and their validation which were necessary to obtain the median strain-life curve and the strain hardening characteristics of a casted alloy. (For low-cycle fatigue prediction strain based calculations are required.) From the measured data the design curve corresponding to arbitrary survival probability can be generated using statistical techniques.


Andras Tanos Research & Development Engineer Femalk

Design of an ultra-lightweight eco-car wheel rim through the sequential use of topology and composites optimization software packages

The wheel rim has been considered as one of the most important components in transportation for over 5 centuries. Different structural optimization techniques are often utilized in isolation to improve the design of wheel rims. This research investigates how structural topology and composites optimization software packages, solidThinking Inspire and Altair HyperWorks, were utilized sequentially to design a composite wheel rim. This study resulted in a wheel rim design that was 19.85 % lighter than a commercially available aluminium rim constructed using pre-tensioned spokes.


Martin Badenhorst Mechanical Design Engineer Nelson Mandela Metropolitan University

Automotive parts and structures development based on optimization

Automotive parts and structures development based on topology and topography optimization.

Designing lightweight BIW to fulfill multiply targets, such as crash performance, NVH, strength and etc.:

  • Concept structure development using Altair Optistruct software
  • Multi-disciplinary optimization with HyperWorks platform tools instead of traditional multi-variant optimization in order to meet targets.


Oleg Klyavin, Institude of Advanced Manufacturing Technologies Vice-Head, St. Petersburg Polytechnic University

Vibro-acoustic analysis of a brushless IPM electric motor for automotive application

Nowadays the design of a rotating electric machine is no longer simply a matter of identifying the motor or generator that meets the mechanical or electrical performance required by a specific application.

A large number of requests are included in the requirements specification:

The improvement of the efficiency is certainly a priority, as well as the respect of overall size and weight.
The reduction of vibration and noise is definitely one of the most important topics in the vast majority of applications involving electric motors and generators.
Due to the huge turnover of the Automotive Industry and to the very high level of competition among its players, all projects for automotive applications are characterized by scrupulous attention.

This presentation deals with the computer aided engineering of a brushless permanent magnet motor for a high range hybrid car. Both magnetic finite element computation with Flux and vibro-acoustic analysis with OptiStruct are shown, together with test correlation, in order to provide the necessary feedback on the analysis results.


Luigi Rizzi, Engineering Manager, SPIN Applicazioni Magnetiche S.r.l.

Optimization of drivetrain components regarding their transmission behavior of structure-borne sound

Using an analytical example, the implementation of power flow as an indicator for structure-borne sound using OptiStruct is discussed. The presented method is applied to an industrial problem to improve the transmission behavior of mechanical vibration in drivetrain components. Hyperview offers the possibility to display the energy dissipated by material damping of the optimized structure and thus a way to understand the improvement of vibration and acoustic behavior.


Christian Vogl, PhD Student, BMW Group

Finite Element Modelling and Validation of An Angle Drive Bracket for NVH Consideration

In recent years, although modern tools are available for developing numerical models in order to predict the dynamic behaviour of a vehicle powertrain component, it is still quite difficult to obtain such models that will yield results with an acceptable accuracy for complex structures. In addition, in order to determine whether we have a representative finite element model, a verification study is needed. Experimental modal analysis is quite suitable and valuable for validating theoretical model of structures.

In this study, the modal correlation between CAE simulations and tests are performed for an angle drive unit bracket used in a Class I diesel powered vehicle because the angle drive unit bracket is exposed several different kinds of vibration excitation such as engine, transmission, axle etc. For this purpose, mode shapes and their natural frequencies obtained from CAE simulations are compared with experimental modal analysis results. As a result of this study, modal corelation between CAE simulation and test is performed.


Muslum Yaman, Senior R&D Engineer, Anadolu Isuzu Automotive Company

Dynamic test and correlation of an automotive suspension

This work focusses on the virtual-experimental correlation of an NVH critical component with a linear solver in a dynamic field. At the beginning, the CFRP material has been experimentally characterized and correlated on specimens in compliance to ASTM 756. While the real component has been experimentally tested in free-free boundary conditions, FEM numerical simulation is reproduced. In the end eigenfrequencies, eigenmodes (MAC) of experimental and virtual tests have been compared. Excellent mode shape correlation and less 5% error on eigenfrequency has been found out.

This presentation is endorsed by Eng. Sperati, Altair Italia


Ing. Alessandro Ferraris, CTO, Beond

Dynamic test and correlation of an automotive suspension

Many factors affect customers’ perception of the quality of a new vehicle. From the feel of the materials in the car’s interior to the sound the doors make as they open and close. Above all other disciplines, NVH engineers play a hugely significant role in ensuring that the experience of driving a vehicle matches the manufacturer’s brand values.

In a traditional NVH development process, a test prototype vehicle would be built that engineering teams could drive in a series of controlled environments so that they could experience vibration levels and noise levels heard inside the car. Subjective tests would be conducted on the prototype and compared to benchmark vehicles to evaluate the success or failure of the current set up. Making changes to the vehicle to see if improvements can be made involving taking the vehicle back to mechanics who would modify the set up and give back to the testing team. Along with the costs of making these changes, the time that it takes to change vehicle tuning and get them back to the test track can result in evaluators having a clouded view of the previous arrangement’s vibration and noises levels.

This presentation will give an insight into how Altair’s NVH Director can be incorporated into the development program providing car makers with a highly efficient process that can be used to rapidly explore simulation results, combine them with physical test data, and experience the results in realistic test conditions through B&K’s Full Vehicle Simulators. Reduction in design lead times is achieved through use of Altair’s dedicated efficient full vehicle tools and diagnostics, and routine use of Optistruct optimization. This has resulted in manufacturers requiring fewer prototypes, saving both cost and development time.


Finn Kryger Nielsen, Automotive Market Manager, Bruel & Kjaer Sound & Vibration Measurements

Pass-by sound level reduction with sound package optimization

In the automotive industry, the sound absorption performance of sound packages is often assessed in terms of ''alpha cabin'' sound absorption coefficient. Tested trims may include impervious plastic pieces and curved elements used for mechanical and/or mounting issues. In addition, trims classically embed multiple layers having varying acoustical properties and result in ashape with varying thicknesses obtained for instance by thermo-molding. These characteristics give rise to a number of stakes from a modeling point of view. This paper mainly explores the prediction of ''alpha cabin'' performance e.g. from surface impedance data obtained using ISO 10534-2 measurement or from fine characterization procedure of each individual layer. The question of the surface area of the trims is also examined. Simulated data are compared with measured data obtained on several types of trims, from purely absorbing slabs to impervious surfacings needed to cope with industrial usage constraints. The optimisation process of the trim properties is finally carried out and shows a possible 1 to 4 dB reduction of the pass-by sound rating.

This work has been carried out within the frame work of Ecobex french research project. Partners are aknowledge for their contribution : Renault, Vibratec, Mecaplast, CRITTM2A, Saint Gobain, ESI, RJP Modelage, Univ. Tech. Compiègne.


Dr. Francois-Xavier Bécot, Researcher, co-manager, Matelys

Rattle study of a train seat using SnR Director

Rattle noises are perceived to be one of the most important customer concerns when it comes to the train interior comfort. Rattle is an impact-induced noise by relative motion between components. The control of this noise is a topic of prolific research since it directly translates to a perceived quality of the user experience. The aim of this work is to perform a rattle noise risk analysis of a passenger’s seat in a high-speed train. A finite element approach is used via the Squeak & Rattle Director. The influence of the fixation of the seat on the rattle phenomena is observed. Industrial background and objectives of the SNCF, finite element model of the seat and methodology of the risk analysis with SnR Director are presented.


Nicolas Merlette, Responsable Pôle, Modélisation & Calculs, CEVAA

A Rocker Arm's Diet - How to Increase Durability and Stiffness of an Amazone Agricultural Machine Part while Reducing Weight

This presentation describes a project of Amazone, a company that develops and produces innovative agricultural technology. Amazone’s and Altair’s engineering teams joined forces to revise the design of a formerly welded component (a rocker arm). The goal of the project was to make the part lighter and at the same time stiffer and more durable.

In a first step, the engineers decided to change the so far used manufacturing method from welding to casting. To get to a new design for the casted part, Amazone conducted a topology optimization with solidThinking Inspire. From the optimization result, the engineers created a detailed design which was then evaluated in OptiStruct.

When compared to the original welded construction, the casted version realized a much lower weight and smoother transitions of the structure, resulting in fewer stiffness variations. Thanks to the load-specific structure of the casting part, physical tests also showed an increased durability by a factor of 2.5 while the weight was reduced by 8 percent.

Impressed by the excellent results received with this re-design and change of manufacturing method, the engineers are now looking into further improvements. Altair, voxeljet and Procast Guss supported Amazone in the creation of a technology demonstrator of the rocker arm, using a new process Altair and voxeljet had created to combine the advantages of 3D printing and casting.

The new rocker arm, printed and casted for the first time as a demonstrator, in real size and ready to go has a weight of only 200 kg, which is another 11 percent less than the traditionally casted part. At the same time the new rocker arm is as stiff and durable as the traditionally casted part. Take a look at it in the exhibition area.


Lutz Dobrowohl, Altair on behalf of Amazone

Simplifying a full vehicle model for FE-analysis

Finite element (FE) simulation allows an evaluation of crash safety early during the development of new vehicles. While the CAD model has to be as accurate as possible for evaluating, e.g. the packaging, the simulation model needs to be simplified geometrically, in order to generate less CPU-intensive calculations. It is important to provide results within a reasonable time to obtain the advantage of the simulation as fast responding tool during the design process. Therefore the overall goal is to represent most components with surfaces and shell elements, while maximising the edge length of the element, resulting in the need for simplified CAD data.

Simplifications of the CAD data are not possible in many cases or very time consuming as the software for generating the FE mesh commonly receives the final CAD data as simple 3D geometry without the in depth design information from the CAD. Consequently simplifications are often realised by reproducing complete CAD components.

This presentation shows the processing of input CAD for FE crash simulations by using Altair Hyperworks combined with solidThinking Inspire. The combination of both software tools enables fast and easy modifications of detailed CAD models.

The work within this presentation was performed within the RESOLVE - Range of Electric SOlutions for L-category Vehicles – project, a three year research project co-funded by the European Commission within the H2020 program (Call: H2020-GV-2014, Grant Agreement No 653511).


Stefan Scheiblohfer, Junior Scientist, LKR Leichtmetallkompetenzzentrum Ranshofen GmbH

Concept for optimizing large structures with regards to efficient use of build volume of AM metal machines

This paper discusses the optimization and design of an additively manufactured (AM) engine support structure for a lunar space craft. A concept was developed to optimize large structures considering manufacturing constraints and to split the structure efficiently according to the build volume of AM metal machines. The results from OptiStruct were interpreted in Evolve using PolyNURBS feature to shape the parts. FEM validation and test predictions were performed using HyperMesh and HyperGraph.


Michael Ferrari, Mechanical Engineer, RUAG Space

Application of Lattice Structure Optimization to PolyJet-3D-Printing

Mr. B. Eng. Julian Gauder reports about the application of the new Lattice Structure Optimization tool. Main aspect of the study was to analyze the producibility of optimized lattice structures using a PolyJet-3D-Printer. The entire process from optimization to printing is considered in the presentation. Particularly the challenges, potentials and specific restrictions of applying the PolyJet technology to the process are pointed out.


Julian Gauder, Scientific Assistant, Institute for manufacturing and tooling technology at Rheinische Fachhochschule Cologne

Strength Verification of Composite Parts in Frequency Response Analysis with SineMOS

The strength verification of composite structures in frequency response analyses requires handling of large amount of data. In collaboration with Altair, RUAG Space has developed a tool that uses the Hyperlaminate features of Hypermesh to process element forces resulting from Nastran runs, to generate margins of safety in the composite elements, based on various failure criteria. The tool is also capable to perform strength verification of sandwich panel core modelled with solid elements.


Antonio Di Carlo Senior Mechanical Engineer, RUAG Schweiz AG, RUAG Space

Numerical simulation of bolted joints - new challenges for CAE tools

Threaded bolts play a major role at highly stressed and safety-relevant components in vehicles, combining many advantages such as: easy combination of mixed materials, very fast and automatable assembly, low maintenance over product lifetime and reusability in service and high load capacity - to just name some. Due to the constant improvements in engine power, driving performance, lightweight design driven by fuel consumption requirements and cost efficiency, the stress level of components and bolted joints increase in modern vehicle platforms. Therefore, the risk of part and joint failures increases, if the design processes, the CAE tools and the CAE methods to assess the durability of bolted joints do not follow these new challenges in vehicle development process.

Due to the complex component geometries, multi-bolted and non-symmetrical joint designs and the nonlinear load-deformation behavior of frictional clamped components, a pure analytical design of bolted joints is very difficult. It leads to the need for detailed but efficient FEA analysis methods and optimized FEA tools for everyday engineering purposes. Focus of this presentation is to develop an understanding on the complex behavior of bolted joints by discussing different analysis examples, e.g. the comparison of analytical, linear and nonlinear numerical results for different model types, the nonlinear load-deformation characteristics of shear loaded joints and an example on joint optimization. The presentation shall highlight the advantages and limitations of CAE usage and discuss potential improvements for modern CAE tools to face the new challenges of Fastening CAE work.


Dr. Daniel Koch CAE Engineer - Chassis & Fastening, Adam Opel AG, GME Engineering

Development of the lightweight composite carbon fibre bicycle frame

This presentation shows the latest approach of the company Duratec Ltd. in development of carbon fibre bicycle frame optimization. The main objective was to minimize mass while maintaining or increasing stiffness and strength of the frame. Loadcases used during optimization and results verification comply to the EN14781, that specifies required performance and safety measures that the designed frame has to fulfil. Based on the specific targets given by both Duratec Ltd. and European directive, , various loadcases have been proposed to be used for the optimization. Success of the Duratec bicycle frame has been proven by six times Paralympic winner Jiri Jezek who ride their bicycles on the race tracks.


Hynek Purs, Managing Director and Martin Kuklik, Advanced Engineering s.r.o.

A simplified modelling approach of front car structures for a shortened design study

During the development process a car undergoes various modifications of the structural design. Often the impact of the modifications to the crash performance is unknown. To avoid a time-consuming remeshing of the model, a simplified modelling approach was developed. Therefore, the main components of the front car structure are represented by using simple elements like springs. The force-displacement characteristic of these elements can easily be changed. This enables the possibility to study different characteristics and their effect on the crash behaviour. As an example the idea of a degressive front car structure and the influence on the Occupant Load Criterion (OLC) will be presented.


Dr. Robert Szlosarek, Researcher, Technische Universität Bergakademie Freiberg

Optimizing race car and road car performance around the Hockenheimring

Attend this presentation to learn how to win against your colleagues tonight on the Hockenheimring circuit.

Optimising car performance for a particular circuit is the core responsibility of any motorsport/vehicle performance engineer. What setup you apply can vary greatly from circuit to circuit.

In this presentation you will be given a hands on example of how to optimise a road car's performance around the Hockenheimring using the racecar simulation tool ChassisSim. The elements we'll discuss will be chassis adjustments such as springs and dampers and Hybrid/KERS and Electric Vehicle tuning tools.


Danny Nowlan, Director, ChassisSim Technologies

Development of a Virtual Mobile Crane Model Using Flexible Multi-Body Analysis and 1D System Simulation

Current road regulations on the one hand and increasing demands for higher lifting capacities on the other hand are forcing mobile crane manufacturers to constantly optimize crane weight. These challenges can be addressed in various ways, e.g. by using high and ultra-high strength steels that allow designing longer and lighter booms without exceeding permissible axle loads. But to further exploit material utilization (i.e. with topology optimization) more accurate load assumptions and therefore a detailed knowledge of the dynamic behavior of the crane is needed.

Mobile cranes are not only complex mechanical systems, but also include additional physical domains like hydraulics, pneumatics or feedback and control systems. Virtual methods such as multi-body simulation (MBS) provide efficient ways to analyze the dynamics of complex 3D systems, but are limited to the mechanical domain only. 1D system simulation on the other hand, can accurately model other domains, but lacks the spatial representation of MBS. To combine advantages of both methods, a co-simulation approach with Functional Mock-up Interface (FMI) was chosen.

The mechanical MBS model of the crane was developed in MotionSolve. It is made up of rigid bodies connected with idealized joints, couplings, bushing, discrete springs and dampers. The steel structures, whose compliance cannot be neglected, are modeled either with modally reduced flexible bodies (e.g. outriggers) or with non-linear, higher order elastic beams (e.g. telescopic boom sections). Currently implemented crane movements are defined in two different ways: travelling the chassis and elevating the boom are realized through applied torques and forces, whereas steering the chassis and slewing the superstructure are prescribed with constraint motions. Tires are modeled with Pacejka's Magic Formula, allowing to simulate the transient behavior up to 8Hz. The 1D system model of the hydropneumatic axle suspension was created in Modelica. It consists of double acting cylinders, throttle-check valves, nitrogen accumulators as well as pipes and takes into account the dynamic response of the hydraulic fluid. Modelica and MotionSolve models were exported into Functional Mock-up Units (FMU) and imported into solidThinking Activate for co-simulation.

The developed model allows a detailed analysis of the dynamic behavior of a mobile crane. The resulting forces, moments and vibrations determined during the simulation provide inputs for system or component-level optimizations. Further "what-if" studies or fatigue life prediction can be carried out based on the knowledge gained. This presentation aims to show the current state of the modeling and some of the challenges ahead.


Krzysztof Swidergal, CAE Engineer, Tadano Faun GmbH

Advanced tire modeling from multi body dynamics to linearization of the rotating tire

In the virtual development process, the assessment and optimization of vehicle suspension and chassis performance are based on the forces that are transferred by the tire from road into the suspension. In this load transfer, the tire is one of the most critical components because the tire has a strong nonlinear behavior and is very difficult to model.

ITWM’s tire model CDTire supports engineers in almost all analysis scenarios used in modern vehicle development processes from within modern multi body simulation (MBS) tools like Altair MotionSolve. Special focus on tire belt dynamics and interaction with 3D road surfaces accurately captures the vibrations in both amplitude and frequency behavior.

The CDTire/3D is structural 3D shell based bead-to-bead model with sidewalls and belt that separately models all functional layers of a modern tire. In this model, the inflation pressure is modeled as a uniform stress acting normal to the shell’s faces. The pressure can vary depending on the application: prescribed by the MBS-tool to align to a constant pressure specified for a vehicle or scenario, but it can also be modified dynamically to simulate e.g. a sudden pressure loss in a tire. The authors have also show in previous publications that the pressure dependency is modeled physical correct.

For many applications, this description of the inflation pressure as a time dependent quantity is sufficient. However, there are tire applications where it is needed to describe the inflation gas using a dynamic gas equation (Euler or Navier-Stokes). One such example is when the tire model is used in NVH (Noise-Vibration-Harshness) applications where the frequency range extends the 250 Hz range. For passenger car tires, a first mode of the inflation gas is at around 230. This mode couples with the tire structure and yields significant peaks in the spindle force spectrum, which have to be considered in the NVH assessment of a car.

CDTire/3D is modeling the inflation gas of a tire by an isentropic compressible Euler equation and couples it to the tire dynamics in the nonlinear transient application range. After validation of the overall model by comparison with respective measurements, the authors are also describing how one can derive a linear model from the overall transient tire model, which can be used in linear FEM based NVH-tools.

It should be pointed out that the tire rotation will yield a split in the aforementioned cavity mode which increases with rotational velocity as is shown in the following comparison between measurements and simulation with and without cavity model.


Axel Gallrein, Research Engineer, Fraunhofer ITWM

Validation of operation of a hydraulic bascule bridge

Hydraulic bridges are designed to work in a broad range of environmental conditions. The motion cycle may face adverse wind conditions or additional loads like snow or water, but still the bridge is expected to open and close in time while being able to stop at any time in case of an emergency.

Modelling the hydraulic system and the mechanics in detail, systems’ operation can be validated with any load case by simulation. A main focus lies on critical parts like counter balance valves (stability) and long lines and hoses (oscillations).


Ronald Kett, CEO, Fluidon GmbH

THOR-50M Model Development in RADIOSS and applications to Ford Occupant Restraint Systems

THOR 50M is more humanlike and biofidelic than existing HIII and ES dummies. NHTSA considers to use THOR 50M dummy in an oblique test and in a full width 0° angled test. Euro NCAP also plans to include THOR 50M in a small overlap frontal test.

To support the development of restraint systems for NHTSA and Euro NCAP test setups, Humanetics develops a Finite Element RADIOSS model of the THOR 50M dummy. Plenty of extensive component, sub-assembly and full dummy validations were performed on the THOR 50M. The purpose of these validations is to enhance the performance of the dummy and to assure that estimated injury criteria, like for example BrIC and Nij, using the model are highly reliable. The upcoming V1.4 of THOR 50 RADIOSS will include various improvements, including significant enhancements to the dummy spine performance.

In this presentation Humanetics will show the past and upcoming THOR 50M model development in RADIOSS. Jointly FORD Werke GmbH will present some applications of the model to occupant restraint systems.


Ilker Ceylan, Ford Werke GmbH and Ismail Maatouki, Humanetics Europe GmbH

Modal Fatigue Analysis of a trucks battery box with Motionsolve and FEMFAT

The fatigue analysis from long time histories can be done with a lot of FEA stress results in transient analysis loops, or more creative with the help of modal Eigen frequencies, the modal stresses thereof and a fast multibody simulation with MotionSolve to report the scaling factors for each modal stress at each time step to linearize the stress history - this condensed system input is also appropriate for the fatigue analysis with FEMFAT. In an example this methodology is demonstrated (maybe live)


Axel Werkhausen, Manager FEMFAT Support & Sales, Engineering Center Steyr GmbH & Co KG

Fast and accurate durability prediction for generic components

There is a high demand for simple to use, fast tools in exhaust line development to provide accurate durability estimations for generic components. Only a few parameters like sizes and layer thicknesses are open to adapt them to the project. The load capacity is predicted based on a database that links the load to the different geometrical parameters as well as the potential failure mechanisms. The user can easily play with the database to define a compromise between cost and durability. The presentation focusses on the process to create the database by morphing, solving and evaluating results in an almost automated process.


Dr.-Ing. Burkhard Göttlicher, Expert FEM, Faurecia

Reconstruction method for dynamic FE loads

The ability to predict the durability of a structure depends on the knowledge of the applied loads, which are directly measured by force transducers. This standard process has been proven its worth in practice. Sometimes, due to a challenging environment or lack of space an in-direct measurement and the use of the component itself as a force transducer is required.

The presentation shows a virtual method to reconstruct loads applied to the FE model based on strain histories from strain gauges.


Dr. Stephan Vervoort, Senior Technical Software Expert, Hottinger Baldwin Meßtechnik GmbH

Crash Tests in the Rail Industry with RADIOSS

In railway industry, interior design for crashworthiness is an increasingly requested performance from customers in continental Europe. GMRT2100 and TecRec Interiors passive safety set-up requirements, recommendations and validation methods to deliver safe interiors in case of real collisions.

The method and the means of validation of the interior designs are supposed to represent as close as possible the occupants in their interior environment.

Occupants are represented by anthropomorphic test devices (crash dummies) whose bio-fidelity must be adapted to the interior impact configuration and to impacted body segments.

Current practice in Europe is to use 50th percentile Hybrid-III dummies for the evaluation of injuries potential mainly because largely used in the automotive industry for frontal impacts.

THOR 50th Metric is the most advanced frontal impact crash dummy currently promoted to replace and complement the Hybrid-III dummies in the automotive industry in the coming three years, both in Europe and USA. THOR-50th M’s biofidelity level and measurements capabilities made it useful in replicating injury mechanics in complex frontal crash configurations. Our purpose is to evaluate the RADIOSS THOR-50th M FE in different interior impact configurations as seen in the railway industry.


Dominique Le Corre, Head of Crash Center of Competence, Alstom Transport

Drop simulation of liquid filled plastic bottles using rate dependent material properties

Drop testing of liquid filled plastic bottles is commonly used in Consumer Packaged Goods (PPG) industry. The impact in a drop test takes approx. 3/100 of a second. Polymers show strong rate dependent mechanical behaviour. Adequate simulations of the impact require the consideration of rate dependency. This paper shows how rate dependent properties are gained and applied to a drop simulation. Validation by comparing high speed shots of a real drop test with simulations is presented. Other simulations including rate dependency are presented additionally.


Oswald Valtiner, Modelling and simulation engineer, ALPLA Werke Alwin Lehner GmbH & Co KG

Prescribed Structure Motion program for safety simulation in side impact load cases

TK-PSM is a structure motion program for safety simulation in side impact load cases. Especially used for sub-system occupant response simulation, the software allows to define the vehicle structure intrusion as prescribed boundary condition by Prescribed Structure Motion (PSM) method in side impact.

For example, TK-PSM enables you to generate *BOUNDARY_PRESCRIBED_MOTION file out of d3plot or any other PSM file for a given Finite Element input key file which includes the prescribed *node and *Element cards.

Used for parametric studies, TK-PSM allows saving more than 50% of CPU time in FE simulation included sub-structure intrusion data, intrusion and shape effect on injury criteria’s (dummy response) etc.

TK-PSM can input full vehicle CAE simulation, output sub-structure PSM include file, and map side crash test data into FE sub-structure and scale the sub-structure intrusion data.


Dr. Arnault Malak, Managing Director, CTSim GmbH

Translation of a complete crash model of a Metro from LS-Dyna to Radioss

In several companies that use LS-Dyna as a solver, it is also typical to have Hypermesh as a preprocessor. It is also the case, that a medium size engineering company has around 5 to 10 licenses for Hypermesh (120-250 GWUs) and the investment in LS-Dyna adds a lot of financial effort. In order to reduce costs, the use of Radioss was found as a good possibility, but a work had to be done to successfully change the solver. Radioss offers also the possibility of calculating with more processors at a lower cost, when the users do not need Hypermesh. This presentation tries to summarize the main challenges that were faced in the translation of a crash model of a Metro from LS-Dyna to Radioss. It was done in two steps. In the first, a small model was created including the main crash elements, as the front coupler and the energy absorbers. They are the elements with the most complex definition and more sensitive to induce a failure of the model. They also represent the main part of the crash behaviour, so that they were tested on a small and fast model. In the second part, a complete carbody with the bogies was included, applying also the gravity preload. For the preload the options DYREL and KEREL were compared. The conclusion was satisfactory. Even if LS-Dyna is a more famous software, no relevant differences were found. The better software integration allowed a better verification of the model during the gravity preload calculation, with fully compatible files with Hypergraph. This was an issue in LS-Dyna, during the Dynamic Relaxation. Only small improvements still remain in the model in order to say that it has been translated 100% satisfactorily, but it seems that they are going to be easy to achieve and they are improvements for future projects. The main thing is that the project of the crash worthiness verification has been finished satisfactorily."


Dr. Mikel Echeverria, CEO, Meletea Engineering Solutions S.L.U.

Automated classification of nodal diametric modes with Compose

In this work, we present an algorithm written in Altair Compose for an automated identification and specification of nodal diametric modes of a disk.

Many applications require, in addition to the determination of the natural frequency, a classification of the related eigenform in order to assess the risk of noise generation due to forced vibration. Typically, this time-intensive step is performed manually by visual evaluation, making an execution of a numeric optimization impossible. Thus, the presented algorithm can reduce execution time and opens new possibilities in the field of automatic avoidance of critical eigenmodes.

The algorithm is explained and demonstrated using an example of a 2-D-disc. The steps for reading the file as well as the identification and specification of the nodal diametric modes are described in more detail. The results of the example are compared with definitions from the literature.


Christoph Thiem, CAE Development Engineer, Adam Opel AG

Update on Teamcenter SDM at General Motors - Opel

At General Motors and hence Opel, the corporate PLM system Teamcenter is also being utilised to manage CAE models. The primary functionalities had been made available, but instead of on-boarding new disciplines, the main focus of the most recent developments has been on efficiency, robustness and usability of the SDM tools.

The original tool set had primarily been based on the .plmxml data transfer modes that are available in Teamcenter. Whereas this is very stable and efficient to export data from Teamcenter, the import of data or creation of new data is not quite as straightforward. The Teamcenter's Service Oriented Architecture interface offers new potentials. In addition, GM IT had already been developing a set for diverse functions that could be utilised to make the tool development more efficient.

The newly developed tools combine functionalities that had previously been requiring two or more separate steps, such as the structure map plus subsequent runs. The new tool set "CAE structure arrangement / CAEsar" has been introduced into project application early this year.

Another step forward has been the integration of HM 14 into the modelling process. The new HM version corresponds well to the BOM structure of Teamcenter, and hence the modelling process could be streamlined.

This presentation summarised these recent developments, their roll-out into productive use, and the next steps, challenges and requirements.


Thorsten Pohl, Manager CAE Strategies and Operations, Adam Opel AG, GME Engineering

Integrating Virtual Reality and CAE simulations with Altair PBSPro on one HPC cluster

In times where hardware with high performance is readily available, Virtual Reality (VR) is a spectacular way of presenting products. However, it is not unusual that these VR applications are only used on special occasions. Powerful hardware is also necessary in order to reasonably use current applications. In this talk, we present a possibility to efficiently use this dedicated hardware while not in use by the VR application.

We will give details about preempting the two CAE solvers Radioss and Abaqus in order to make resources available for the VR application as quickly as possible.


Dr. Sebastian Treiber, Systems Analyst, GNS Systems GmbH

Roadmap towards Simulation Data Management

Managing the simulation data in a structured IT environment provides significant potential in the enterprise to leverage simulation results across multiple teams, domains and regions. Easily share and find relevant simulation data, capture the IP and knowledge, improve analysis quality and create simulation reports automatically are only few examples how SDM can be a force-multiplier in the development teams


Albrecht Pfaff, Head of Sales & Marketing, PDTec AG

Enrich & Extend Flux usage through Native Coupling

As in all industries of mobility, less combustion and more electrification as well as less manual and more autonomous functions are daily engineering challenges. Not only that engineering products are more and more complex, the pressure for time to market, better reliability and performance as well as optimized maintenance costs are engineering guidelines to follow.

High quality electromagnetic robustness for those electrical systems is needed. At the same time, engineers have to optimize performance for electromechanical devices. Electromagnetic, thermal physics, as well as control and electrical power are intimately coupled in the life of those products.

In this regard, multi-physical and multicomponent integration simulations are needed to improve collaboration and unlock knowledge within the company. Co-simulation with CosiMate enriches & extends the usage of state-of-the-art tools such as Altair’s Flux. It enables coping with the demand that engineers do not want to change their most accurate and familiar tool. Those existing engineering environment can be kept unchanged thanks to native coupling supporting all simulation parties, enriching their system application capabilities and enabling future-oriented tool utilization.

In addition, a better use of the computational resources is permitted, through network collaborative simulations involving several departments or partners.

Energy efficiency of multi-networked electrical and electronic devices virtual prototyping are typical examples of what can be achieved thanks to multi-physics co-simulation processes. Only this approach leads to a complete virtual design at the earliest in the design cycle. And in the end, only native coupling supports the full benefit of high accuracies simulation tools like Flux.

As an example, we will show that such a management is achievable by integrating the functionalities of Altair’s Flux through co-simulation with Chiastek’s CosiMate. Additionally you will discover how PSA uses Saber, Simulink and Flux together


Benjamin Boulbene, Application Engineer, Chiastek GmbH

Coexistence of SDARS and 4G; Cancel structures to maintain roundness of radiation pattern

Design of small structures in monopole-like phone antenna to prevent impact of the phone antenna on directional pattern of a circularly polarized antenna radiating to upper hemisphere.


Peter Riedhofer, Antenna Design Engineer, Hirschmann Car Communication GmbH

From pure automotive antenna evaluation to real and virtual drive testing

The evaluation of modern automotive MIMO antenna systems for mobile communication goes beyond “classical” antenna parameters like gain or far-field pattern. A performance assessment procedure based on antenna simulation and measurements as well as drive tests in a LTE network is presented for a reference antenna configuration. Furthermore a glimpse on the first steps towards virtual drive testing is given.


Thomas Lankes, Senior Engineer, Kathrein Automotive GmbH

Characteristic Mode Analysis for EMC Susceptibility Tests in an Aerospace Context

Radiated Susceptibility Tests are common in Electromagnetic Compatibility. In the aerospace industry, these tests often are performed with high intensities, leading to the concept of High Intensity Radiated Field (HIRF) testing. This test procedure is rather involved and time-consuming, such that as an alternative concept Direct Current Injection (DCI) testing has been introduced in the past. In this contribution it is shown that numerical Characteristic Mode Analyses (CMA) provides a helpful tool to analyze whether both test concepts can be considered as equivalent.


Prof. Frank Gronwald, Professor, University of Siegen

Improving Composite Design and Simulation Efficiency with Multi Scale Designer

Multi scale approaches, like implemented in Multi Scale Designer, offer interesting new possibilities especially for composite components.

Physical testing can be minimized to gain validated material data. Also Non-Linear material models, which predict non-homogenized matrix and fiber stresses, can be efficiently integrated as user-defined material into the macro-scale simulation model.

The Design of one thick composite component is taken as reference project to evaluate, how multi-scale technologies can be used to improve the simulation efficiency and prediction of the performance of the final design.


Jan-Phillip Fuhr, Leitung CFK-Simulation und Materialmodellierung, CIKONI

Integrative Simulation of Short-Fiber-Reinforced Engine Compartment Components

Due to high demands on the thermo-mechanical performance of automotive engine compartment components the preferred plastic materials used there are short-fiber-reinforced polyamide grades. The injection molding process causes a local anisotropic material behavior within the molded part due to the alignment of the fibers dependent on the local flow conditions in the part. It is evident that the structural analyst is interested in considering these effects. Such a consideration may result in a more precise prediction of the mechanical behavior of the investigated component. However, a realistic simulation of such parts is challenging due to the complexities of the material behavior.

In this paper, a strategy is described to predict stiffness and strength of injection-molded short-fiber-reinforced (SFR) plastic components. It is shown that with the use of the software “Converse”, which is available through the Altair Partner program, the simulation of SFR parts becomes easy and accurate. A comparison between simulated and measured results for particular engine components is presented.


Dr. Wolfgang Korte, Managing Director, PART Engineering GmbH

Optimized CFD Workflows in Formula One

F1 is widely regarded as a proving ground for new technology and catalyst for innovation. Over the last decade, significant advances in CFD methods and HPC have been fundamental for the evolution of the highly-sophisticated engineering workflows seen in F1 today. Extracting, processing and analyzing the vast amount of CFD data being produced daily requires fully automated and ultra-fast post-processing tools. The presentation will highlight how FieldView is raising the bar for F1 teams.


Yves-Marie Lefebvre, FieldView Product Chief, Intelligent Light

Morphing Process without Restrictions for Conjugate Heat Transfer (CHT) Tasks

With regard to required development cost and time reduction, highly automated CAE workflows and the usage of optimization software are important parts of the puzzle. It’s a need to provide interactive and creative workflows including assessment of concept ideas for development engineers.

Rheinmetall Automotive chases the vision that morphing for CFD tasks will be a well-established method to support modern CAE-processes like it is already for structural mechanic tasks. Therefore Rheinmetall Automotive collaborates with ALTAIR to develop suitable workflow solutions.

Based on customized morphing process for CFD flow-through tasks presented in 2013 on EATC in Italy, functionality and usability of the workflow is enhanced and broadened. Hence morphing process is now able to handle multi-domain morphing tasks which is a claim if you want to apply morphing to CHT tasks. Morphing concept is resumed from initial development in 2013. Thus morph shapes are still defined and applied on 2D shell elements which boosts performance compared to HyperMesh core technology. But batch meshing algorithm is much more powerful and flexible in current development which provides a wide range of application.

In addition, a customized HyperMesh ProcessManager wizard guides user through model and morphing setup. Implemented smart model and mesh check helps to ensure batch meshing success and therefore a high pass rate of solver runs in DoE and/or optimization studies.

In order to proof new process, an automotive application example is presented. CHT morphing process is used for exhaust gas recirculation task within HyperStudy DoE to identify the influence of morph shapes on temperature distribution. Fluid channel and solid parts are morphed simultaneously.


Jessica Jasper, Staff Engineer Simulation & Quality Tools, Rheinmetall Automotive AG

Image 26-28 June 2017 - Congressforum, Frankenthal, Germany

Full Agenda as PDF
Register Now
Invite to the EATC now


Platinum Sponsors

HP Intel

Gold Sponsors

nCode Huwaei


Fluidon Femfat NAFEMS Novacast Part Engineering IHF Componeering PDTec Materialise Automotive Simulation Center Stuttgart Matelys Fraunhofer ITWM Synopsys MFRC FluiDyna Mechanical Simulation Loge Chiastek GeonX Additive Works LZN GNS Systems

Media Sponsors

Scientific Computing World Prototype Today