LMS Virtual.Lab Acoustics - dta.com.tr

LMS Virtual.Lab Acoustics

LMS Virtual.Lab AcousticsMake sound engineering decisions faster

2 LMS Virtual.Lab Acoustics

3LMS Virtual.Lab Acoustics

• Gain full insight into acoustic problems

• Accurately and quickly predict design change effects

• Minimize the cost and weight of sound treatment

• Reduce noise levels and incorporate desirable sound before prototype testing

LMS Virtual.Lab AcousticsMakes sound engineering decisions faster

Are your customers expecting ever quieter products? Are your competitors gaining ground using sound quality as a differentiator? Will tighter noise emission legislation impact your product sales? Would you like to decrease the amount of time spent on basics such as predicting sound fi elds or shave off weeks on a more complex job like an engine run-up? In the past, parametric analysis and design refi nement was simply not feasible because of cost and time constraints - the only option was to apply expensive techniques late in development stage at the expense of design fl exibility. This is no longer the case.

Real time-saving opportunities

With the revolutionary breakthroughs embedded in the various LMS Virtual.Lab Acoustics solutions, you can now remodel design changes within minutes, perform acoustic meshing in a couple of hours and predict an engine run-up within a day. You’ll be able to make well-informed decisions during the concept stage, and systematically refi ne and optimize your product’s acoustic performance from the initial design to completion.

Faster than ever acoustic simulation

By integrating ground-breaking LMS SYSNOISE technologies into LMS Virtual.Lab Acoustics, LMS has created the world’s fi rst end-to-end environment for acoustic performance engineering from concept development and design refi nement using virtual models to test-based validation. LMS acoustic solutions cover routine applications, such as structural noise radiation and cavity fi eld simulations, and address specifi c acoustic engineering issues, like engine run-ups, fl ow-induced noise or random acoustic loading.

LMS International | [email protected] | www.lmsintl.com4 LMS Virtual.Lab Acoustics

Automotive and Ground Transportation

LMS Virtual.Lab Acoustics provides everything that engineers need to model, analyze and refine interior sound quality in passenger cars, trucks, busses, off-highway vehicles and trains. Engineers can start solving complete engine and transmission acoustic radiation problems from the design stage. Load identification based on experimental techniques or multibody analyses provides the accuracy required for any operating condition. Using LMS Virtual.Lab Acoustics, engineers can analyze orifice noise and shell noise caused by mechanical and acoustic loadings of lightweight components, like mufflers and intakes.

LMS Virtual.Lab Acoustics Solutions for:

Aerospace

LMS Virtual.Lab Acoustics accurately predicts aircraft interior acoustics taking both structural and airborne transmission paths into account. LMS Virtual.Lab Acoustics helps aircraft engine manufacturers reducing engine noise to comply with ever stringent government regulations and increase passenger comfort. Random acoustics technologies make it possible to calculate fuselage structural behavior with a random pressure field applied to its surface.

Industrial machinery

With stricter government noise regulations for large industrial machines, LMS Virtual.Lab is increasingly used to simulate radiated acoustics caused by large industrial engines, gearboxes, pumps, compressors, electric transformers and other industrial products.

Consumer and business electronics

Consumer goods manufacturers use LMS Virtual.Lab Acoustics to minimize noise levels on a variety of products ranging from refrigerators and dishwashers to washing machines, microwave ovens and drills. Loudspeaker or mobile phone manufacturers apply LMS Virtual.Lab Acoustics to optimize design sound quality. Typically a combination of boundary element and finite element approaches are used to simulate both internally and externally radiated acoustics.

5LMS Virtual.Lab AcousticsLMS International | [email protected] | www.lmsintl.com

Acoustic simulation: an integral part of the engineering process

Complete the model

Even for incompatible structural models, it is easy to create structural vibration loads for acoustic calculations. You can quickly build in acoustic properties, such as frequency dependent absorbent surfaces, add complexity for detailed studies or automatically generate ISO field-point meshes. Acoustic source definitions range from simple point to sophisticated distributed sources such as random pressures and diffuse fields. For designs with moving parts, you can perform a system-level mechanical simulation using LMS Virtual.Lab Motion to accurately predict forces and resulting structural vibrations for significantly more insight into the cause of the acoustic problem.

Solve tough acoustic problems

To reduce design calculation times, robustness and calculation speed are two critical attributes for successful acoustic simulation in mainstream product development. This is why key elements of SYSNOISE, a core LMS technology, have been implemented into LMS Virtual.Lab Acoustics.

Besides dedicated solvers in the frequency domain for stationary problems and the time domain for transient calculations, there are modal solvers, direct solvers, high-speed iterative FEM solvers, high-speed BEM solvers, a fast multipole BEM solver, parallel solvers and Acoustic Transfer Vector (ATV) solvers.

Re-use CAD and CAE models

For an easy start into the acoustic engineering process, LMS Virtual.Lab Acoustics seamlessly links to key CAD, CAE and even test tools. No more time lost in recreating models, re-meshing for different applications, or endlessly converting between different file formats. Just use your preferred Finite Element (FE) solver for structural analysis and even run it in the background of the LMS Virtual.Lab environment.

Create the acoustic mesh

LMS Virtual.Lab Acoustics dramatically accelerates both cavity and exterior acoustic meshing processes. For exterior meshing, the approach can be compared to wrapping the structure with a rubber sheet: small surface features are smoothed while features responsible for the acoustic response remain in place. Acoustic meshes are automatically validated; free edges and junctions are detected to ensure proper boundary conditions and potential problems are flagged to prevent errors rippling through the process.


Visualize and interpret results

Engineers need to verify acoustic performance, identify existing acoustic problems and develop qualitative solutions. They need a wide range of specialized post-processing tools to manipulate, visualize and interpret data. LMS Virtual.Lab Acoustics has it all. From the initial avalanche of results, you will be able to grasp the most signifi cant information, post-process it, identify design trends, and create graphical acoustic data representations. Stunning visual animations help you to inspect structural vibration and acoustic patterns while providing deeper insight into what is actually happening.

Refi ne and optimize your design

Take full advantage of LMS Virtual.Lab Acoustics to swiftly predict the effect of any design change. A very effective parametric analysis capability helps you to automate the process workfl ow. For example, it enables you to apply new engine run-up excitation data to an existing engine acoustic model and compare the previous results with the new results and target values. By using Design Of Experiments (DOE) and optimization, you can automatically explore the design space and balance parameters for optimal and reliable acoustic performance against non-acoustic constraints like weight or durability.

Automation and scripting

LMS Virtual.Lab Desktop offers the possibility to record and playback repetitive processes, such as load assignment, source assignment or an engine radiated acoustic simulation set-up. With Visual Basic scripting, you can further customize tasks, performing a standard computation with one-click of a button or generating and distributing a report.

LMS Virtual.Lab Acoustics

CAD MeshingMesh based

Pre-processingStructural

LoadsVibration

SimulationAcoustic

Simulation

Start the analysis from CAD models directly imported in the LMS Virtual.Lab environment.

Easily transform the structural mesh into an acoustic mesh. Meshing is automatically adapted to the desired frequency of the analysis.

Apply the test-based or simulation-based excitation data on the motor and compute the acoustic potentials.

Compute the acoustic radiation and visualize the pressure at field points. Create easy to interpret color map of the radiated power.

Acousticresponse

LMS Virtual.Lab Structures


Features Benefits

VL-HEV.21.1

Dedicated 2D plotting for noise and vibration analysis.

Waterfall diagrams showing noise levels in run-up conditions.

Field point mesh (equivalent to microphone positions) around the radiating gearbox.

Colorbar plotting for acoustics, easily highlighting critical locations.

Efficient acoustic pre-processing through • dedicated libraries of acoustic featuresCapability to deal with a large variety • of acoustic problems through the availability of dedicated features for specific acoustic problemsView the acoustic results and efficiently • pinpoint critical areas of a structure through advanced analysis capabilities

Acoustic pre-processing: full range of • Boundary Conditions including different types of acoustics sources and surface vibrations for BEM and FEM solutionsAcoustic pre-processing: definition • of acoustic properties including fluid properties, constant or frequency dependent impedances, transfer impedances and absorbent materialsAcoustic post-processing: wide set of • function displays and 3D images including complex function displays, 2.5D waterfall and colorbar displays, contribution displays and 3D results viewing of pressures, velocities and sound power

LMS Virtual.Lab Acoustics Pre/PostThe LMS Virtual.Lab Acoustics Pre/Post embeds a full set of pre- and post-processing capabilities for acoustic simulation. It creates a complete acoustic model with the LMS Virtual.Lab Acoustics solvers and enables the user to post-process the model through standard and advanced displays.

In pre-processing mode, one can select the model options: Direct, Indirect BEM or Acoustic FEM; define the acoustic geometry, check the mesh quality and correct where needed. Acoustic properties such as absorbent panels, boundary conditions including vibrating boundary conditions and sources can be defined. Field point grids for results output (microphone locations) can also be generated on various standard shapes (sphere, hemisphere, box, plane…) or by importing from external files.

As for acoustics analysis, one can work through different meshes (e.g. imported from external files). It is possible to verify and solve conflicts inside the model, for example node, element or property number conflicts can be addressed. Basic acoustic mesh creation tools are included as well. For example, the skin creation converts a solid structural FEM mesh into a surface acoustic BEM mesh for acoustic analyses.

In post-processing mode, one can deeply examine the results of an acoustic analysis. Standard displays such as 2D displays for sound power (including dB weighting) are supported and provide a basic understanding of the noise issues. These standard displays are complemented by advanced displays such as waterfall and colormap displays for the acoustic radiation of rotating machinery or a given path. Modal and panel contribution displays highlight the most critical radiating parts of a system providing much more insight. In addition to the function displays, a variety of 3D results displays is supported including standard SPL images up to advanced sound directivity and 3D contribution result images. These can be viewed for one specific critical frequency or scrolled through the frequency band of interest.


BenefitsFeatures

Minimize the noise radiation from oil pans.

Sound directivity patterns from loudspeakers.

Wind turbine radiating noise into the environment.

VL-VAM.35.2

Indirect and direct boundary • element methodsFull vibro-acoustic coupling• Plotting and 3D imaging: SPL, • ISO 3744 Sound Power, RMS, dB weighting, (1/3) octave, TLSurface absorbing panels• Boundary conditions: surface vibrations • and pressures, acoustic sources

Find the cause of noise problems • quickly with minimal modeling effortPredict acoustic performance • accurately and minimize design riskMesh coarsening and high-speed BEM • options accelerate the process even more

Noise radiation from an automotive intake system.

LMS Virtual.Lab Boundary Element AcousticsLMS Virtual.Lab Boundary Element Acoustics is an entry-level, easy-to-use acoustic simulation tool to predict and improve the sound and noise performance of a broad range of systems. With straightforward models and embedded solver technology, engineers can acquire results faster without compromising accuracy.

LMS Virtual.Lab Boundary Element Acoustics uses the boundary element method (BEM), which effectively reduces complex 3D geometry to 2D surface dimensions. Only the surface areas of the structural systems that are vibrating or scattering sound need to be modeled. BEM model sizes are typically limited to a few thousand elements, resulting in relatively small, easy-to-create, check and handle models compared to complex 3D fi nite element models. These reduced models deliver results in a shorter timeframe, helping users to quickly evaluate the acoustic design performance.

LMS Virtual.Lab Boundary Element Acoustics can accurately model structural-acoustical coupling phenomena, common in lightweight structures when acoustic sources make the structure vibrate. For example, strong variations in engine pressure will make the engine intake vibrate, generating additional radiated noise.

This solution tackles both internal and external radiation problems and covers a broad range of applications, such as transmission loss through panels, electronic or household equipment sound quality and radiated noise. The solution runs transparently with other CAE codes and includes seamless links to Abaqus, Ansys, CATIA CAE, I-DEAS, Nastran, and Permas. It is an ideal starting point for advanced and specialized applications.


Benefits

Features

Indirect Boundary Element Method • 1-way coupling taken into account • Acoustic sources, vibrating • boundary conditions and impedance boundary conditions Iterative solver with multipole expansion • and performant pre-conditioner Fully scalable on parallel systems•

Solves ultra-large BEM problems: up • to 1 million elements and more Computes large BEM models much faster • Reduces acoustic pre-processing time • Allows to increase the frequency • range of analysis drastically

VL-VAM.41.2

Ultra-large BEM model of 2 cars passing. Pass-by-noise simulation of a full vehicle up to several kHz.

A large size 8000 Hz Acoustics model can be solved efficiently using Fast Multipole BEM

Noise radiated from a HD recorder at 10kHz using a huge BEM model composed of 100 000 nodes.

LMS Virtual.Lab Fast Multipole Boundary Element Acoustics Multipole BEM (Boundary Element Method) is a boundary element technique that specifi cally addresses ultra-large BEM problems. This new technique complements existing BEM techniques: a classical BEM solver can address BEM models up to 20 000 nodes effi ciently, where the advanced LMS Virtual.Lab Fast Multipole Boundary Element solver can handle models up to one million nodes and more. In this way, larger problems regarding higher frequencies can be tackled, which makes the BEM method very scalable.

The fast Multipole BEM module implements high-speed iterative techniques to solve the BEM equations, with additional sophisticated algorithms based on multipole expansion and multi-level hierarchical cell substructuring. Instead of solving the model in one go, the module automatically splits up the model in domains, which in turn are split up again and again. Each small domain is treated as a classical BEM model. A translator operator describes the relation between the domains and the fast iterative algorithm solves the complete model. The total computation time is quasi linear to the number of nodes of the BEM model, which requires less memory. The model is run on Windows PCs, multi-CPU systems and clusters.

With this technique, running models becomes faster and a complete new set of applications can be addressed, such as the study of exterior acoustics of complete vehicles up to several 1000Hz, aircrafts, ships, submarines, large engines including enclosures, turbines and more.


Model acoustic radiation inside truck cabin. Noise radiation of a tire using infinite elements.

Model the attenuation of an exhaust system.Maximize tranmission loss of a muffler part of a refrigerator compressor.

LMS Virtual.Lab Finite Element Acoustics

Compared to the boundary element method, LMS Virtual.Lab Finite Element Acoustics offers a more advanced method for simulating acoustics. Like the boundary element method, it helps predict and improve the sound and noise performance of a broad range of systems. The main difference between the boundary element method and the fi nite element method is that for the latter you need to model the propagation area, that being air or water.

Finite element includes other advanced techniques, such as an infi nite fi nite element method that helps the user to surround a reduced fi nite mesh so a radiated acoustic simulation can be performed without having to model the entire propagation area.

LMS Virtual.Lab Finite Element Acoustics can be used to perform acoustic simulations in both time and frequency domains. A time domain simulation example would be the noise made when a car door slams. Other fi nite element examples are temperature fi elds and fl ow effects in turbines or volume absorbers in muffl ers.

Like the boundary element method, the Finite Element Method (FEM) can simulate a fully coupled vibro-acoustic simulation to determine how acoustic sources affect the structure.

Advanced fi nite element solvers are also available, like the Krylov solver that increases computation speed by 100 times and archives the acoustic transfer vectors to perform multiple runs in a matter of minutes. Combined with the ability to perform parallel simulations, this increases simulation times up to 16 times using multiple processors.

VL-VAM.36.2

Benefits

Features

Infinite finite element method• Full vibro-acoustic coupling• Plotting and 3D imaging: SPL, • ISO 3744 Sound Power, RMS, dB weighting, (1/3) octave, TLIterative Krylov solver, parallelization, ATV • FEM to achieve optimum solver speeds Temperature fields, volume absorbers, • flow effects (turbines, mufflers)

Account for multiple material properties• Fast calculation times: computation gains • up to 100 times faster with the Krylov solverFind the cause of noise problems • quickly accounting for temperature fields, flow effects, …Predict acoustic performance • accurately and minimize design riskVolume mesh generate options to • quickly produce complex FEM meshes


VL-VAM.38.2

Benefits

Features

Boundary element method• Create acoustic BEM mesh • based on structural meshATV-based calculation • (acoustic transfer vector)Integrated structural forced • response solverStructural excitation from measurement, • multibody simulation, multi-load case (multi-rpm) and order analysisAcoustic pressure & structural • force sensitivityPlotting and 3D imaging: SPL, • ISO 3744 Sound Power, RMS, dB weighting, (1/3) Octave

Predict radiated noise in time • for every design loopVerify noise levels according to • specifications, find possible noise causes and suggest design improvements in timeGain more insight into acoustics problem • & facilitate design improvements

The acoustic model contains a reflecting ground plane and the microphone positions (typically ISO3744).

Results showing noise radiation patterns and total radiated noise in run-up conditions.

Modal deformations of an engine. Structural finite element model of an engine.

LMS Virtual.Lab Numerical Engine AcousticsLMS Virtual.Lab Numerical Engine Acoustics is an effi cient tool to predict noise radiated throughout a full engine run-up and gain insight into noise problem causes in general. With this comprehensive solution, engineers can simulate and optimize the engine design for top acoustic performances.

LMS Virtual.Lab Numerical Engine Acoustics uses excitation forces obtained from dynamic multibody analyses (LMS Virtual.Lab Motion), one dimensional calculation tools (LMS Imagine.Lab AMESim) or from measurements. Dynamic load data and structural modes, calculated by using standard FE codes, are used to determine surface vibrations from which acoustic radiation is predicted.

With LMS Virtual.Lab Numerical Engine Acoustics, engineers can create acoustic meshes very quickly. The BEM (boundary element method) acoustic mesh automatically adapts to the analysis frequency. As a result, an accurate acoustic mesh can be generated in hours instead of weeks.

This solution’s solver uses unique and effi cient ATV (acoustic transfer vector) technology to perform very fast multiple rpm runs and accelerate calculation reruns when analyzing alternative designs. Based on surface vibrations, total radiated noise and sound pressure levels in predefi ned locations are predicted, which reduces the total engine noise radiation process from months to a day.

Based on the results, engineers can analyze the total radiated power through ISO 3744 meshes and even acoustic sensitivities with regard to excitation forces. They can access a comprehensive set of clear visualization tools to investigate obtained sound pressure levels.


VL-VAM.39.2

Contribution plots highlighting cricital modes. Plot of the fatigue damage of the structure due to the acoustic loading.

Satellite vibrations due to noise hitting the structure. Acoustic plane waves are impinging upon the structure, causing the satellite to vibrate.

LMS Virtual.Lab Acoustic FatigueSystem noise and vibration characteristics can be random by nature. To accurately address noise and vibration issues, engineers must address these problems from a randomly statistical point-of-view. High acoustical excitations induced by a powerful jet or rocket flow are naturally random and induce random vibrations in the aircraft fuselage, spacecraft launcher fairing panels or satellite. These vibrations cannot actually be determined, but are rather interpreted as power spectral densities or PSDs. In this case, potential induced fatigue damage is random by nature and directly linked to the PSDs of the resulting stress.

LMS Virtual.Lab Acoustic Fatigue is a dedicated solution that addresses random acoustic fatigue problems. By integrating Random Vibro-acoustics and Random Fatigue modules, this solution helps engineers understand the random vibro-acoustic behavior of a given structure and predict fatigue hotspots and corresponding fatigue life to optimize design for fatigue performance.

LMS Virtual.Lab Acoustic Fatigue handles both structural and acoustic responses using vibro-acoustic results for durability analysis. Working with acoustic responses, the solution supports transmitted and scattered sound due to random structural and/or acoustical excitations. For structural responses, this solution can calculate vibration amplitudes, as well as support stress recovery by providing stress spectral densities for structural elements based on stress modal vectors obtained by standard FE solvers. From this, engineers can assess critical structural points in terms of vibrations and stress levels and use these for fatigue life predictions.

In addition, a mesh coarsening option provides powerful meshing tools that help to build high quality acoustic meshes extremely quickly, saving weeks of modeling time.

Benefits

Features

Vibro-acoustic simulation using • random loading input Obtain acceleration data at • any structural point Perform stress recovery in • one environment

Use BEM technology to perform a fully • coupled vibro-acoustics simulation loading the satellite component with random pressure data Pinpoint critical hotspots using • random loading accelerations Predict fatigue hotspots and fatigue • life using random loading from vibro-acoustic simulations


Features Benefits

VL-VAM.40.2

Structural deformation patterns at critical frequencies highlight potential critical areas.

Increase the fidelity of the interior acoustic simulation by including the relevant components, such as seats and dash panels.

Panels from which noise is radiated into the interior.

Acoustic modes of the interior of a vehicle.

Fast and automatic creation of • acoustic finite element meshesData transfer and mapping from • structural to acoustic meshMultiple fluid/structure interaction options• Easy and flexible panel set-up for • contribution analysis, defining sets on element faces for the structural or acoustic meshAutomatic Nastran driving tailored for • NVH and interior acoustics usageEasy result post-processing with a wide • range of flexible contribution displaysCreate a cavity mesh and mapping • between the structure and cavity mesh with the automatic cavity mesher and multiple structural-acoustic coupling definition options

Finite element and ATV-based methods• Modal analysis for both fluid and structure• Automatic cavity meshing • from structural modelPanel definition based on element • face groups of structural and/or acoustic meshes independent of FE property or material definitionsNastran driving for all relevant • Nastran solution sequences (SOL 103, 107, 108, 110, 111)Dedicated post-processing for • visualizing panel contributions

LMS Virtual.Lab Advanced Interior Acoustics Complementing the acoustic capabilities found in LMS Virtual.Lab Desktop, LMS Virtual.Lab Advanced Interior Acoustics is an end-to-end process solution for interior noise analysis. Its single user environment integrates all the necessary process components: vibro-acoustics modeling, excitation and boundary conditions set-up, fluid-structure coupling analysis with an optional Nastran run, and excellent visualization, interpretation and refinement possibilities.

LMS Virtual.Lab Advanced Interior Acoustics is a premium solution using Virtual.Lab Acoustics solvers. Dedicated tools include a cavity mesher that quickly generates an acoustic finite element mesh of the interior. The result is a high-quality, frequency-dependent HEXA-element mesh, which accounts for smooth and sharp features.

The acoustic solver offers a complete set of frequency-dependent acoustic properties, such as panel absorption or volumetric absorption from vehicle seats. Structural damping from the trim can also be modeled and optimized for better interior acoustics. Cavity acoustic modes can be solved efficiently using fast iterative solvers and deeply analyzed for an initial insight into interior acoustic issues. A unique ATV technology that reuses acoustic Finite Element Method (FEM) solutions from a first run can be used to quickly model different design variants with multiple loading conditions.

LMS Virtual.Lab Advanced Interior Acoustics features panel contribution analysis capabilities to help assess individual panel contribution to the overall internal vehicle sound pressure. Detailed grid contribution or hot spot detection is also supported to thoroughly understand and pinpoint problems. Optionally, LMS Virtual.Lab Advanced Interior Acoustics can be extended with Path and Modal Contribution Analysis to identify system structural modes that contribute most to interior noise level and can identify which path is predominantly involved in sound transmission into the cabin.


Noise radiated from a mirror, propagated to the car side window.

Noise radiated from a fan blower, through a duct into free field.

Firewall carpets, floor carpets, roofliners constitute complex vibro-acoustic systems.

Fast Trim

The Fast Trim module helps users to evaluate the acoustic performance of multiple layers, like carpet, wood, or foam for absorption and transmission. Multiple layers are applied to a base structure. Results are given as complex frequency-dependent transfer admittances, which convey the local relationship between pressure and velocity on both multi-layer sides: the cavity side and the base structure side. Results are used to assess the infl uence of multi-layered materials on the global acoustic system performance in, for example, vehicle and airplane interiors.

Aero-Acoustic Modeling

After signifi cantly reducing primary noise sources, such as road or automotive engine noise or structural hydraulic noise, engineers today are faced with the complex task of reducing all types of fl ow-induced noise found in various markets.

Aero-Acoustic Modeling coupled with the BEM (Boundary Element Method) technology helps engineers to accurately predict and solve aero-acoustic noise problems, ranging from fan noise in electrical appliances and wind turbines to turbulence-based noise in aircrafts.

Aero-Acoustic Modeling uses a pragmatic approach to predict aero-acoustic noise, based on aero-acoustic analogies. It derives equivalent aero-acoustic sources from fl ow equations calculated with any Computational Fluid Dynamics (CFD) vendor, supporting the CFD General Notation System (CGNS) interface. It then calculates the resulting radiated or scattered noise using BEM technology.

This effi cient and cost-effective solution only requires system boundary modeling, resulting in relatively small acoustic models that are easy to create and check, yet provide accurate solutions to real-life problems. Powerful post-processing tools enable engineers to analyze and visualize results for acoustic refi nement.

VL-ACM.41.3

VL-ACM.31.3

Multi-layer trim properties applied on the various panels inside the car.


Suspension Modeling LMS Virtual.Lab Motion Suspension provides a dedicated, easy-to-use interface to model a vehicle suspension. The interface guides the user through the complete process of suspension modelling and analysis, starting from the import of the hard point locations, then via components and connections defi nition up to dedicated post-processing capabilities from virtual test rig simulations. Additionally, the user can choose to start from a pre-defi ned suspension template as an initial model allowing to signifi cantly increase productivity.

VL-M

SV.0

5.2

Cable ModelingLMS Virtual.Lab Motion Cable Modeling allows studying dynamic performance of cable-pulleys systems and quantifying loads on pulley bearings and cable guides. The dedicated Cable Modeling Tool enables users to quickly defi ne the pulleys, guides, cable path and cable properties and then automatically build a discrete cable model including stiffness, friction, contact … Engineers can effi ciently explore design changes to cable and pulley properties on their parameterized LMS Virtual.Lab Motion model. The Cable Modeling Tool provides modeling scalability: the cable axial tension properties can be extended with bending and twist properties depending on the effects that need to be studied.

VL-M

OT.

21.2

]

Tracked Vehicle Modeling LMS Virtual.Lab Motion Tracked Vehicle provides a convenient interface to simplify the process of modeling a complex mulit-part track. The track can be either a rubber/elastomeric belt, or made of discrete metal links. The interface collects concise information needed to defi ne the track geometry, mass properties, stiffness and damping. Multiple bodies are then created with appropriate stiffness, damping, and initial conditions. All the needed contact force features are also automatically created. Customers who want to learn about the complex dynamic behavior of a track system interacting with the ground and the vehicle will fi nd this a powerful and useful tool.

VL-M

SV.2

3.2

IPG-DRIVER for LMS Virtual.Lab The IPG-DRIVER for LMS Virtual.Lab Motion adds the actions of the human driver to the multi-body vehicle simulations. As such, it allows simulating closed-loop manoeuvres for vehicle dynamics performance tests in the most realistic circumstances. The IPG-DRIVER is seamlessly integrated in LMS Virtual.Lab Motion and is the industry standard driver model, based on more than 15 years of development by IPG Automotive in Karlsruhe, Germany. Based on the desired path, the desired speed and the chosen driver style (from defensive to racing), the IPG-DRIVER calculates the pedal positions (gas, brake and clutch), the gear shifter position and the steering wheel input.

VL-M

SV.1

1.2

Vehicle Modeling

LMS Virtual.Lab Motion Vehicle Modeling provides chassis and suspension analysts a dedicated and easy-to-use interface to model vehicles for any kind of performance study: handling and steering handling, ride comfort, road noise and durability. It allows a modular assembly of the vehicle from separate subsystems (suspensions, steering system, braking system, driveline) and it allows to easily set up and post-process a number of standard vehicle manoeuvres (ISO and others). A basic driver model (for path following) is included as well allowing closed-loop maneuvers.

For modelling braking, steering and driveline systems, dedicated modules are offered to the user.

VL-M

SV.1

4.2

LMS Virtual.Lab Acoustics – Options

Random Vibro-Acoustic analysis Using advanced singular value decomposition techniques, this module accounts for the random nature of certain noise and vibration characteristics typically found in the aeronautics and aerospace industry. This includes high acoustical random excitations induced by jets or rockets that cause random vibrations of the fairing and spacecraft itself.

VL-N

VP.2

0.3

Modifi cation PredictionUsing the Modifi cation Prediction module, users can very quickly analyze modifi ed designs and simulate acoustic behavior for a large number of design options in a limited time. The module applies the design modifi cation on the structural modes and assesses the infl uence of structural changes on the overall noise performance without resolving the complete structural or acoustic equations.

VL-N

VP.1

4.2

Acoustic Parallel Processing (stackable 4-node) This solver helps the acoustic solution to occur on multiple nodes, such as multi-CPUs or multiple computers in a network. As an ideal way to solve large models quickly, this solution is applicable to a variety of confi gurations including frequency level, matrix level, thread level or a combination.

VL-A

MP.

05.3

High Speed BEM Solver The High Speed BEM Solver module starts by computing three to four master frequencies. From this point, it predicts results for all the remaining frequencies using an intelligent mathematical process based on Padé expansion. Although solving each master frequency is more time-consuming compared to conventional BEM, computations at slave frequencies are dramatically faster. Overall, this module speeds up acoustic radiation calculations by up to a factor of 30.VL

-AC

M.3

3.3

ATVThe ATV BEM & FEM solver sets up and launches an acoustic BEM or FEM model to compute and store acoustic transfer vectors (ATV). The resulting database is used in a standard ATV-based fi nal response sequence, either seamlessly from the ATV computation or at a later time. The vibration response simulation results are then combined with an ATV set to effi ciently calculate the noise radiated from a vibrating surface. Up to a 100-fold speed increases can be obtained compared to conventional acoustic simulation methods. Using the ATV tool, a machinery noise signature can be simulated within a day rather than weeks and results can be post-processed using the LMS Virtual.Lab Acoustics graphical tools.

VL-A

CM

.32.

3


Road Profi le Interface The Road Profi le Interface provides a convenient way to make a complex 3D road profi le or surface. The new feature generates geometry for the road surface from 3 different fi le sources. Spline curves, spline surfaces, and the CDTire ROAD 2000 format. The road surface feature is aimed at connecting the analytical road surface used by the solver with the visualized geometry.

VL-M

SV.0

8.3

CDTireLMS CDTire (Comfort and Durability Tire) allows engineers to do full vehicle ride comfort and durability analysis in LMS Virtual.Lab Motion taking into account tire belt dynamics and interaction with 3D road surfaces. LMS CDTire can be used for passenger car and truck simulation.During the multi-body simulation LMS CDTire computes the spindle forces and moments acting on each wheel in the model while driving on a 3D road surface. LMS CDTire accurately captures the vibrations in the frequency range for durability and comfort studies. Belt vibrations are simulated up to 80 Hz.

LMS CDTire : 3 scalable tire models

VL-M

SV.1

3.2

TNO MF-Swift for LMS Virtual.Lab TNO’s MF-Swift tyre models enable accurate full vehicle ride & handling, comfort and durability analysis in LMS Virtual.Lab Motion. The MF-SWIFT tyre models can be used for passenger car, motorcycle, truck and aircraft landing gear dynamic simulation.

MF-Swift MF-Swift is the high frequency extension to the Magic Formula MF-Tyre model. MF-Swift adds generic 3D obstacle enveloping and tyre belt dynamics to MF-Tyre’s tyre-road contact force and moment simulation.MF-Swift has been developed and extensively validated using many measurements.

VL-T

NO

.21.

2

TNO MF-Tire for LMS Virtual.LabTNO’s MF-Tyre tyre models enable accurate full vehicle ride & handling, comfort and durability analysis in LMS Virtual.Lab Motion. The MF-Tyre models can be used for passenger car, motorcycle, truck and aircraft landing gear dynamic simulation.

MF-TyreMF-Tyre is Delft-Tyre’s implementation (revision 6.0) of the world standard Pacejka Magic Formula tyre model. MF-Tyre’s semi-emperical approach based on laboratory and road measurements enables fast and robust tyre-road contact force and moment simulation for steady-state

VL-T

NO

.20.

2

Standard Tire

The Standard Tire provides a way to model tire forces acting between rotating wheels and the road. Three forces (lateral, longitudinal, and vertical) and three resulting moments are calculated based on the force relationship selected, and then applied to the wheel part in the model. There can be several tire force relationships included in a model.

Nonlinear stiffness and damping, distributed contact, and advanced traction effects are included. In addition, users can edit the tire force source code and make changes to include special force features.

Standard Tire includes the international standard called “STI” – the Standard Tire Interface, to link external tire models to LMS Virtual.Lab Motion.

VL-M

SV.0

2.2

OptimizationLMS Virtual.Lab Optimization provides a set of powerful capabilities for single and multi-attribute optimization. Through design of experiments (DOE) and response surface modeling (RSM) techniques, engineers gain rapid insight into all possible design options that meet specifi c requirements. Using advanced optimization routines including Six Sigma manufacturing, LMS Virtual.Lab automatically selects the optimal design, taking into account real-world variability while meeting the strictest robustness, reliability and quality criteria.

VL-O

PT.2

2.2

CGNS InterfaceThe CFD General Notation System (CGNS) provides a general standard interface, which is used to import computational fl uid dynamics (CFD) analysis data into LMS Virtual.Lab. This makes it possible to interface with all CFD vendors that support the CGNS export functionality. This data is used as an input source for aero-acoustic simulations.

VL-IT

F.07

.2

Cavity Meshing The cavity meshing tool helps users to generate a high-quality HEXA-dominant mesh directly from the structural model, ensuring close proximity between the two. A mechanism for detecting and repairing holes and thus defi ning the cavity is employed before a high-quality mesh is created automatically. The required automation level can be determined by the user that allows either the entire vehicle cavity or just specifi c volumes to be meshed. The meshing algorithm can competently handle sharp and smooth features, seats and footprints using the adaptive mesh feature.

VL-M

DP.

30.2

Mesh Coarsening

This innovative mesh coarsening technique for exterior meshing can be compared to wrapping the structure with a rubber sheet: small surface features are smoothed to dramatically reduce the model size. Model features that have a signifi cant impact on the acoustic response remain in place to preserve the quality and accuracy of the acoustic simulation. A simple user interface requests the obtainable frequency range from the structural mesh and then performs the necessary wrapping. Using this meshing approach, users can create complex acoustic models in hours.

VL-M

DP.

40.2

Vibration FatigueTraditionally, fatigue damage is associated with time-dependent loading; however, there are often situations in which loading time signals cannot easily be determined, like the wind load on a wind turbine. In this case, random vibration fatigue power spectral densities defi ne the loads. In other cases, loads are deterministic, but defi ned in frequency. For effi ciency reasons, it is desirable to perform the complete simulation in the frequency domain. With Vibration Fatigue, LMS integrates its cutting-edge knowledge in durability assessment methods. Users can benefi t from an easy and consistent set-up and highly effi cient analysis methods, including real multi-axial load and local stress behavior as well as the seam and spot welds.

VL-D

UR.

23.2


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Worldwide For the address of your local representative,

please visit www.lmsintl.com/lmsworldwide

LMS is an engineering innovation partner for companies in the automotive, aerospace and other advanced manufacturing industries. With approximately 30 years of experience, LMS helps customers get better products to market faster and turn superior process efficiency into key competitive advantages.

With a unique combination of 1D and 3D simulation software, testing systems and engineering services, LMS tunes into mission critical engineering attributes, ranging from system dynamics, structural integrity and sound quality to durability, safety and power consumption. With multi-domain solutions for thermal, fluid dynamics, electrical and mechanical system behavior, LMS can address the complex engineering challenges associated with intelligent system design.

Thanks to our technology and dedicated people, LMS has become the partner of choice of more than 5,000 leading manufacturing companies worldwide. LMS is certified to ISO9001:2000 quality standards and operates through a network of subsidiaries and representatives in key locations around the world. For more information on LMS, visit www.lmsintl.com.

Documents

LMS Virtual.Lab Acoustics - dta.com.tr