Computer simulation for crash testing, aerodynamics and fuel economy is shaving years off of the time it takes to develop a new vehicle, which is helping to save automakers millions of dollars.
Las nuevas tecnologías que utilizan las marcas de automóviles para fabricar los ‘prototipos digitales’, están ayudándolas a ahorrar mucho dinero, y es que, realizar las pruebas de choque, la aerodinámica, o poder medir el consumo de combustible mediante una simulación virtual reduce el tiempo de desarrollo de un nuevo modelo y ahorra muchos millones de euros.
Computer simulations for anything from digital prototyping to running simulations on crash tests, aerodynamics or fuel economy has helped save years off the time it usually takes to develop a new vehicle, enabling costs cuts worth millions and fresher product portfolios.
While it may seem as though this picture shows a Chrysler 200 being surrounded by some sort of colorful bouncing balls, an automotive analog to one of those ball pools found in fast food joints. . . in point of fact, this is an aerodynamic simulation of the sedan being run in PowerFlow, a software package from Exa Corp. that allows designers and engineers to see things on a vehicle that are not readily apparent through wind tunnel testing (e.g., airflow within wheel wells).
Today, the cloud has become a ubiquitous term for the way in which we store just about everything—photos, music, documents. It enables us to store our information in a remote location, and then access that information from anywhere at anytime. The cloud has also made it easier to share information, becoming a key tool in many organizations for project collaboration.
Engineers at Fiat Chrysler Automobiles (FCA) used simulation-driven design to reduce the drag coefficient of the Chrysler 200 from 0.342, according to allpar.com, to 0.27.
This more than 20 percent improvement in aerodynamics was made possible with simulation iterations powered by Exa Corporation’s PowerFLOW.
Exa Corporation (NASDAQ:EXA), a leading innovator of simulation software for product engineering, has revealed that its PowerFLOW® simulation tool was used to test and develop the aerodynamic characteristics of the Chrysler 200, helping FCA US LLC achieve a 0.27 drag co-efficient through a large number of design iteration simulations that would have been impractical and costly to do in a wind tunnel.
Exa recently worked with Laydon Composites on a trailer skirt solution that explored which design would provide optimum results. The result of extensive simulation was a 9.3% improvement in fuel economy, and achieving U.S. EPA SmartWay Elite status without a boat tail. (pages 32-33)
BURLINGTON, Mass. and YOKOHAMA, Japan, Sept. 1, 2015 (GLOBE NEWSWIRE) -- Exa Corporation (Nasdaq:EXA), a global innovator of simulation software for product engineering, recently announced its customer, Mitsubishi Motors Corporation's (MMC), revealed PowerFLOW® helped them achieve a remarkable 25 percent downforce improvement for its record-breaking electric racecar, the MiEV Evolution III.
If you’ve ever submitted a batch job to a remote computer across a building or across the country, you’ve worked with a variation of cloud computing. Shared hardware has made sense for more than 50 years and it still does; we have moved well past the why and onto exploring the how, but sometimes the “how” can seem dull. Is the decision now more like choosing between cable or dish TV? Are cloud resources just repackaging or is there really value added?
Should simulations be 100% accurate? It’s impractical and unnecessary, says one expert, because you’re spending so much time running the mode, it negates the accuracy
There is more pressure than ever on heavy-truck engineers to find and create significant improvements in fuel economy and reduce tailpipe greenhouse gas (GHG) emissions. This is being driven primarily by two factors. First, customers are looking for ways to improve their business model by reducing fuel consumption. Diesel fuel prices in the past few years have been volatile, ranging from $2.931/gal (Sept. 6, 2010) up to $4.159 (Feb. 25, 2013) and back down to $2.561 (Aug. 24, 2015), according to U.S.
Is this the first sports car to be designed in software like a PCB or chip?
The Ligier JS P3 sports prototype racing car was designed using simulation software to optimise its aerodynamics an for thermal design of the engine and brakes.
US-based Exa is the EDA company behind the PowerFLOW simulation software.
The software is used by many major passenger-car manufacturers around the world, but French sports car maker Onroak Automotive has taken this to a new level with its simulation of the design of the Ligier JS P3 racer.
Regulatory requirements for emissions reduction are increasing the importance of vehicle aerodynamics. A further reduction in drag is key: it’s thought that most OEMs are targeting a drag coefficient (Cd) of 0.2, down from a best of around 0.24 currently, as achieved by Tesla with its all-electric Model S.
The eight-time winners of the American Solar Challenge, the University of Michigan (U-M), have unveiled the car they hope will propel them to a global win at the World Solar Challenge across Australia in October.
As an array of commercial vehicle manufacturers begin to focus on how to comply with the Phase 2 greenhouse gas (GHG) reduction mandates, more “virtual testing” of truck and trailer designs is expected to be deployed to reach the required fuel economy goals within the rules.
Carmakers spend a fortune on prototypes for new models. Such mock-ups are not seen by outsiders, unless photos dribble out on a motoring blog, but can each cost as much as $1m.
Now, however, these secret test bed vehicles could be on the endangered list as manufacturers shift towards digital simulation methods.
ANN ARBOR—With a car that seats the driver so far to the right they had to design an elbow bulge into the chassis, the nation's top-ranked solar car team today unveiled the vehicle it will race across Australia in the Bridgestone World Solar Challenge.
OEMs have always relied on wind tunnels to validate aerodynamic characteristics but now the benefits of virtual testing are increasingly hard to ignore.
Der französische Rennfahrzeugentwickler Onroak Automotive hat für den jüngsten Wurf seines LMP3-Rennwagens Simulationssoftware von Exa verwendet. In nur drei Monaten konnten die Ingenieure den Designprozess für die Aerodynamik und Kühlung abbilden.
With the unprecedented demands on today’s vehicle engineering organizations, automakers face a daunting challenge to reach their next targets for aerodynamics drag using traditional tools and methods. Trial-and-error development using wind tunnel testing achieved a coefficient of drag of 0.3. Introducing digital simulation to sequentially improve designs brought CD down to 0.24 for today’s best performing cars. But most companies have the next target set to 0.2.
BOSTON - The emergence of autonomous cars will present many interesting technical challenges, not the least vehicle aerodynamics. Due to the nature of the problem, many of the aerodynamics challenges will have to be addressed using simulations.
The new LMP3 class is beginning to take shape, with several chassis manufacturers getting in on the action. The latest is Ligier along with simulation softwarecompany Exa Corporation, which introduced its new JS P3 LMP3-class racer this week at Le Mans. Ligier adds its name to the roster of Ginetta and LAS Motorsport, who are among the manufacturers already committed to LMP3.