Keynote Speakers

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September 30, 2015

James Scapa, CEO & President, Altair
Company Vision

James Dagg, Uwe Schramm, Sam Mahalingam, CTOs, Altair
Altair Software Vision: Inspiring the Innovators

Stefan Gillich, Intel
Compute Solutions for Simulation based Engineering

Mark Stanton, Jaguar Land Rover
Exceeding Customer Expectations by Left Shifting with Robust Virtual Engineering at Jaguar Land Rover

Dr. Byungsik Kang, Hyundai Motor Company
CAE for Digital Development

Jerome Lebot, Alstom
CAE Processes and Challenges of a Rolling Stock Manufacturer

Kent Bovellan, China Euro Vehicle Technology (CEVT)
CMA – C-car Modular Architecture

Adam Wais, Rolo Bikes
Composites Optimization for Bike Designs

Salome Galjaard, ARUP Amsterdam
Structural Optimization of Building Elements in Metal by Using Additive Manufacturing

Thomas Kuczera, ThyssenKrupp Elevator Innovation GmbH
Topology and Size Optimization for MULTI – the First Rope-free Elevator System

Dr. Eddy Jehamy, Altair on behalf of AIRBUS HELICOPTERS SAS
FEKO use in Aeronautical Domain: Antenna Placement and Integration

October 1, 2015

Francis Arnaudeau, Altair France
RADIOSS, 27 years of past evolution and future

Markus Franzen, Ford Forschungszentrum Aachen GmbH
Detailed Thickness Consideration within Finite Element Simulations

Philippe Gilotte, Plastic Omnium
The Simulation of Reduced Scale Automotive Mock-up Applied to Drag Reduction Solutions

Thierry Carron, HP
HP and Altair: A Comprehensive Platform for Product Design and Development

Benoit Guillaume, PSA Peugeot Citroën
Topology Optimization to Guide the Architecture of a BIW Structure, Challenges and Implementation

Guillaume Mesplont, Renault Nissan Technology and Business Center India
Partnering with Altair to Improve Efficiency and Increase Innovation through Simulation Driven Design

Franck Mouriaux, Ruag Space
Motivations, Opportunities and Challenges of Additive Manufacturing for Space Application

Nicolas Kawski, STELIA Aerospace
Topology Optimization of Nose and Forward Fuselage

Dr. Rainer Meyer-Prüssner, Volkswagen
17 Years’ Successful Application of Topology Optimization Aiming at Weight Reduction in Engine Development at Volkswagen

Harald Hasselblad, Volvo Car Corporation
Optimization Culture Arena at Volvo Car Group

Tosh Tambe, Amazon Web Services
HyperWorks Unlimted - Virtual Appliance in AWS Virtual Private Cloud

Exceeding customer expectations by left shifting with robust virtual engineering at Jaguar Land Rover

Jaguar and Land Rover global customers expect us to deliver great new vehicles with distinctive character. At the same time vehicles are becoming increasingly technically advanced and complex whilst new legislation, such as, increasingly challenging CO2 targets drives engineers to stretch the boundaries of performance to the limit.

The engineering process to achieve this has to be start with our customer requirements, driven by a Systems Engineering approach, and must take account of a multitude of variants and be robust to multiple noise factors. Thus to deliver new product robustly in reduced time requires engineers to left shift the entire process, and of course this increasingly depends on a fully Virtually Enabled Organisation to deliver it.

This presentation describes how we are going about achieving this at Jaguar Land Rover.


Mark Stanton, Director Vehicle Engineering, Jaguar Land Rover

CAE for Digital Development

Industry engineering process evolves from Hardware based development to Digital based development.  This process innovation increases efficiency, reduces development period, and enhances product quality. CAE's responsibility increases and encounter high demand from design engineering, test, styling, and upper management.

How CAE can meet the expectations and can evolve to be the core functionality in development process?


Dr. Byungsik Kang, Vice President, Hyundai Kia Motors

Topology and size optimization for MULTI – the first rope-free elevator system

ThyssenKrupp starts development of the world’s first rope-free elevator system to enable the building industry face the challenges of global urbanization.

The era of the rope-dependent elevator is now over, 160 years after its invention. ThyssenKrupp places linear motors in elevator cabins, by applying the linear motor technology of the magnetic levitation train Transrapid to the elevator industry. MULTI elevator technology increases transport capacities and efficiency while reducing the elevator footprint and peak loads from the power supply in buildings. Several cabins in the same shaft moving vertically and horizontally in a loop (such as a paternoster), increasing the shaft transport capacity by up to 50% making it possible to reduce the elevator footprint in buildings by as much as 50%.

A system like MULTI could not work with standard elevator components because of the huge weight of these components. Therefor ThyssenKrupp Elevator worked together with Altair to develop a completely new lightweight design for the car structure and also for the cabin, to make MULTI possible. The following optimization process for the car structure and the cabin design was used.

The first step is the definition of the boundary conditions. A special feature of the new elevator system is that the cabin is rotatable mounted to the car carriage to allow the switchover into the horizontal movement. That means different load cases in different directions have to be taken into account (0° and 90°).

To identify load paths and an optimal material arrangement a topology optimization was done for the different load cases as well as the superposed load cases. Because such a system never exists before an important result from the topology optimization was a rough estimation of the theoretical achievable weight which is necessary for the structure and its distribution. Secondary it was very useful to get an optimized lightweight design idea.

With the results of the topology optimization a first design interpretation with sheets and profiles was done. This model was optimized by using a size optimization. Within this step automated calculation loops find iteratively the right element thicknesses at the right place.

With these results a first CAD model was realized with respect to manufacturing constraints. This CAD model was re-analyzed with an FEM calculation of the deformations and strength. There were also new materials like sandwich panels with fiber-reinforced plastic layers considered.

The result of this study was that with this method a new lightweight design for the car structure and the cabin was found. This new design has the potential to reduce the original weight by 50% and shows that it is theoretical feasible to build a rope-free elevator system.

During the ongoing development process the manufacturable designs will be supported with optimization and FEM calculation loops to ensure that the final weight will be close to the theoretical achievable.

The presentation will show both the new rope-free elevator system and the optimization process to find the best lightweight design for the car structure and the cabin.


Thomas Kuczera, Head of Mechanical Development MULTI, ThyssenKrupp Elevator Innovation GmbH

Detailed Thickness Consideration within Finite Element Simulations

Injection molded thermoplastics and casted steel, aluminium or magnesium parts feature a wide variation of local thicknesses within one single part. This presentation shows an approach to automatically take into account these local thicknesses in finite element simulations.


Markus Franzen, Research Engineer, Ford Forschungszentrum Aachen GmbH

Topology optimization to guide the architecture of a BIW structure, challenges and implementation

For automotive industry, lightweight design is one of the five key factors among engine enhancement, aerodynamics, rolling resistance and energy management to overcome challenges due to environmental regulations. Thanks to new developments, recent models weigh 140 kg to 200 kg lighter than their predecessors. But to achieve more ambitious objectives in vehicle weight, structural design optimization is necessary at all stages of the design process. This presentation shows how topology optimization could be used very early to guide the body-in-white design and reach the best compromises between the vehicle performance expectations and the architecture constraints. We first remind how applying topology optimization for sheet metal design remains difficult. Then we explain the conditions for a success. The complete optimization process is detailed from the computation model building phase to the optimization results and their complex conversion into a design made from stamped or folded parts. Finally we conclude with a short summary about the topology optimization method and highlight some remained issues.


Benoît Guillaume, Optimization expert, PSA Peugeot Citroën - Centre Technique de Vélizy A

Motivations, Opportunities and Challenges of Additive Manufacturing for Space Application

Additive manufacturing (AM) technologies have progressed rapidly in the last years. Supported by the recent developments of design optimisation tools and manufacturing capabilities, components and parts produced using AM are emerging more and more into the focus of space industry. The aim of this presentation is to show why AM can be seen a promising manufacturing technique for space industry and in particular for satellite application? Opportunities and challenges that have to be faced to make 3D printed components “flying” on spacecraft are presented and discussed. The re-engineering and qualification approach of the already existing Antenna Support Bracket, that is part of the Sentinel-1 spacecraft, is discussed as a case study to bring this topic into the more tangible context of an industrial project.


Franck Mouriaux, General Manager Structures, RUAG Space

Topology optimization of Nose and forward fuselage

The aeronautical sector is facing many concurrent challenges since OEMs have to ensure their commitments in terms of delivery, whereas eco-responsibility, eco-efficiency and sustainable development are becoming more and more significant requirements. In this environment, competition between all players of the sector increase with new comers, offering low cost capabilities and strong investments.

In order to support its customers and introduce more innovation into its products, STELIA Aerospace invests in new fields of research & technology through radical evolutions of developing airframes. Thus, STELIA Aerospace aims at adding topology optimization as a new technology brick to its development process, in order to increase the number of potential configurations for a given aircraft section and consequently dramatically reducing the weight and cost of an aerostructure.

Successful results have already been obtained on local components such as fittings and brackets. Further developments are achieved on larger structures such as cross beams and complete floors. Then architectures of complete sections are also considered and studied, proposing a radical step compared to conventional aircraft architectures composed by panels, stiffened with orthogonal stringers. Then, from these breakthrough results, trade-offs are defined considering existing manufacturing processes and new technologies such as additive manufacturing.


Nicolas Kawski, R&T Metallic engineering leader, Aerolia

17 Years’ Successful Application of Topology Optimisation aiming at Weight Reduction in Engine Development at Volkswagen

There are essential demands on weight reduction in vehicle development particularly to develop fuel-efficient und environmentally justifiable vehicles.

In present day engineering, weight reduction is no longer carried out by experience and testing. Topology Optimisation is the leading mechanism with regards to obtaining new design proposals for car components where the material has been distributed exactly according to the acting loads.
Progress and experience gathered by our development departments over a long time, since we first used the optimisation procedure in 1998, will be presented.

We will outline what we have achieved regarding shortening development periods, saving material, lowering costs and improving acoustical performance while contributing to environment conservation by reducing CO2 production.


Dr. Rainer Meyer-Prüssner, Volkswagen AG

Optimization Culture Arena at Volvo Car Group

CAE has been used for a long time in the vehicle industry. It has been an efficient method for replacing expensive physical testing and predicting the performance of a component, system or complete model. This process has been supported by a rapid increase of computer power. CAE methods for replacing physical testing will continue to develop, however a shift in focus and application of CAE methods for the early development phases can be seen in the vehicle industry. This indicates a trend to a more CAE and knowledge driven development. This will put high demands of development of CAE methods and tools to drive the design. Some key areas for this is efficient use of e.g. topology, thickness and material optimization, performance balancing, etc.

To support this shift to more upfront CAE an “Optimization Culture Arena” has been launched at Volvo Car Group. This arena is a cross technical network for knowledge sharing and optimization competence development at VCG that consist of people from CAE, attribute areas, design, testing, technical specialists, academy etc. The arena function is to support implementation of an optimization driven culture and support development of guidelines and methods regarding optimization. The arena is supported by a knowledge hub to spread latest news and planned activities and also handle a competence matrix to support exchange of knowledge. A geographic area will serve as a place to meet, get support and share good examples of CAE driven development.


Harald Hasselblad, Senior Analysis Engineer, VOLVO CAR CORPORATION

FEKO use in Aeronautical Domain: Antenna Placement and Integration

This presentation concerns the FEKO use in Aeronautical domain for Antenna applications. First we expose the Antenna reverse engineering step. During this step, the designer uses some theoretical background and antenna parameters to design an equivalent model. This model gives same antenna patterns than the original one that will be used on the helicopter. From this step, one can use this antenna model to study the antenna placement and integration on the Helicopters.

Some examples of antenna placement and antenna integration are shown on electrically big structures. FEKO contains a huge library of numerical methods to give a complete study of antenna design and integration on very complex structures. Radome studies are also exposed to show some powerful FEKO tools that help the radome designer to integrate antennas and radars in complex environment. The simulation studies represent a green solution that reduces the prototyping cycles and the associated costs. It reduces also the measurement cycles and the number of flight tests, having at the end an optimized solution with a high degree of maturity.


Dr. Eddy Jehamy, Antenna and Radome Designer, Airbus Helicopters

CMA – C-car Modular Architecture

Developing a brand new vehicle architecture in modules with scalability in attributes and size from an entry base sedan to high spec SUV hybrid at the same time requires extensive use of CAE tools including optimization methods due to the high amount of parameters involved when all components are new. Main attributes as NVH, Safety and Vehicle Dynamics has to be focused from project start where use of virtual tools are the only way to obtain an optimized product. Even adding weight and cost in the end might not be sufficient when all major parameters are locked.


Kent Bovellan, Vice President Architecture, China Euro Vehicle Technology AB (CEVT AB)

RADIOSS, 27 years of past evolution and future

In the seventies crash simulations in automotive, helicopter & plane industries were done at the concept phase with implicit nonlinear code using beam and spring models. At the same time high speed impacts were solved with finite difference codes with explicit time integration. In the eighties it took several years for the automotive engineers to validate and accept explicit codes to solve car crashes. This was made possible thanks to the power of CRAY vector computers. In the nineties crash became a Computer Aided Engineering (CAE) driven design process in the automotive industry. Simulation driven design process allows design engineers to test many alternatives at a fraction of prototype test cost. Today explicit code is standard for crash simulation and this paper describes the past evolution of the method in the RADIOSS code. In the nineties RADIOSS was successfully applied to stamping and manufacturing processes, implicit time integration was introduced to speed-up quasi static analysis and to performed elastic return or gravity setting using the same code. From the beginning an Arbitrary Lagrange Euler (ALE) integration scheme was built in RADIOSS allowing to solve several Fluid Structure Interaction (FSI) problems. RADIOSS is today a general purpose non-linear finite element code with several applications in automotive, aerospace, defense, nuclear, civil engineering and consumer goods industries.


Francis Arnaudeau, Altair France

HyperWorks Unlimted - Virtual Appliance in AWS Virtual Private Cloud

How do you do use the secure, scalable, and cost effective capabilities of the cloud to accelerate your manufacturing design and engineering process? We will explore how Amazon Web Services’ Virtual Private Cloud enables the flexibility and agility of HyperWorks Unlimited Virtual with enterprise-grade security.


Tosh Tambe, Alliances Leader, Amazon Web Services

Compute Solutions for Simulation based Engineering

Easy to access and perform simulation is essential to keep Engineers working efficiently. This is best achieved if companies contributing the essential solution parts work closely together to ensure the customer value of the complete solution. In this keynote we will show how the Intel HPC Scalable Systems Framework and essential technology from Intel benefit the compute solution. We will also cover how the access to simulation can be made more easy and flexible.


Stephan Gillich, Intel

In this keynote we will address how Altair and Hewlett Packard Enterprise enable innovation for your day to day workload by Improving performance and workflow from meshing to results visualization.

With Altair and HP products, companies can create a complete design environment including remote blade workstations, high-performance servers and clusters for conceptual design, modeling, visualization, analysis and highly complex CFD simulation and structural analysis.


Thierry Carron, HP

Partnering with Altair to Improve Efficiency and Increase Innovation through Simulation Driven Design

RNTBCI is a key player in Renault-Nissan CAE landscape. By merging the teams and organizing upper body CAE development by domains, Indian engineers are now able to support remote activities for both OEMs. Not only for performance validation, we are now challenged to support innovation activities, propose countermeasure that deals with performance trade-off and reduce the lead time.

In this context, a partnership has been built with Altair in India. Altair India is giving local expertise to help RNTBCI develop and support local as well as remote activities in 3 main domains: Automation, Optimization and Innovation.

Partnering with Altair enabled us to propose significant reduction in the lead time and the validation of performance in the openings and body structure area. Metier automation scripts were developed to enhance the development process.

In the optimization domain, we implemented MDO and Inspire. MDO was proposed to evaluate performance trade-off between Crash and NVH on a headlamp, and Inspire was used to support local upstream designs of localized parts in various domains.

Finally, Altair local expertize enabled our CAE team to support local innovation laboratory to evaluate new concepts for the future line-up.


Guillaume Mesplont, Renault Nissan Technology and Business Center India

New Opportunities for Optimizing Structural Elements in Metal by Using Additive Manufacturing

In a research project that started several years ago, Arup has experimented with the possibilities of Additive Manufacturing (AM) and potential applications of this technique in the Building Industry. Initial results of a printed structural node, released in 2014, were the first of its kind and attracted global attention which boosted the interest in and acceptation of this technique in our sector.

Arup is continuing the research, sharing our growing knowledge of and insights on design freedom, but also restrictions, possible savings and costs, do’s and don’ts. Our goal is to add Additive Manufacturing to the range of solutions we use on our projects. We believe that broadening that range will result in the most efficient, durable and beautiful designs. We also hope to inspire our partners and clients to use AM to their best advantage in their work and we believe this can have a positive and lasting influence on the world we live in.

The presentation will focus on the design process of the structural nodes, but will also illustrate our insights, struggles and general enthusiasm about this fascinating new opportunity.


Salomé Galjard, Senior Designer, Arup

The Simulation of Reduced Scale Automotive Mock-up Applied to Drag Reduction Solutions

Due to engine efficiency increase, weight reduction improvement and micro-hybrid solutions, aerodynamic forces play a more significant role in fuel vehicle consumption. It is therefore interesting to identify solutions which could decrease aerodynamic coefficient by 15%, leading to CO2 emission reduction of order of 5g/km on the new WLTP cycle.

The important part of vertical or strongly inclined rear tailgate in the current vehicle production implies a strong contribution of the aerodynamic losses in the wake. It is therefore intersecting to identify by CFD computation some flow control solutions which could increase pressure on the tailgate.

However it is always difficult to obtain precise and representative CFD results in a wake flow. The first part of this presentation will then describe the main characteristics of the geometric and numerical models and show some comparisons between experimental and numerical results.

Identification by a design of experiment program, influence of geometric or physical parameters with full scale external vehicle aerodynamic computations is still a challenge. The second part of the presentation will therefore identify some possibilities in order to achieve this goal, either by scale reduction of by introduction of optimal control method. This presentation will end with some perspectives provided by introduction of these techniques.


Philippe GILOTTE, Plastic Omnium Auto Exterior Services

Composite Optimization for Bike Design

Despite the fact that the cycling industry is roughly 150 years old, bicycle design and engineering continue to evolve, especially as materials evolve. Four years ago, the founders of Rolo identified what they believed to be a gap in the carbon composite road racing bicycle frame market. Not being engineers, the two founders realized quickly that they would need to craft an engineering solution if they were to attempt to achieve their stated goal of designing, manufacturing and selling the highest performing road bicycle frame in the world. Having identified the key performance targets, and having designed the basic elements of the frame, they focused very quickly on Altair and its modeling capabilities. Together, they designed and built virtual test jigs to replicate the industry standard bench tests for fatigue, as well as stiffness and comfort. The result is that Rolo now manufactures the lightest, stiffest and most comfortable road racing frames as well as the only custom lay-up frames in the world, and achieved this objective in record time.


Adam Wais, CEO, Rolo Bikes

Altair Software Vision: Inspiring the Innovators

As the world’s largest privately held CAE software and HPC technology developer, Altair is focused on developing simulation-driven solutions to foster innovation and improve business performance. Our HyperWorks® simulation and solidThinking® design software suites impact product design from the earliest conceptual design stages through product performance optimization, with high-performance computing (HPC) as an integral part of this design strategy to enable simulation-driven design. In this presentation, Altair’s technical leaders will give you insights on how software products will evolve in the next few months and years, as well as what’s driving that evolution. Some radical, forward-thinking anticipations of upcoming software releases will be previewed, in line with Altair’s vision to radically change the way organizations design products and make decisions.


James Dagg, Sam Mahalingam, Uwe Schramm, CTOs, ALTAIR Engineering Inc.

Image September 29th - October 1st, 2015
Cité de la Musique,
Paris, France
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