LMS_News_May_2009 by vecomtech

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									                          May 2009   LMSNEWS

Creating competitive
advantages in tough times
Scalable LMS solutions for every industry
From luxury cruise ships to designer dishwashers

LAUNCH: The LMS Durability Data Acquisition Solution
| contents |

                                           LMSNEWS - May 2009

                                           3    Editorial

                                    8      4    Vibro-acoustic testing on the high seas
                                                CETENA Ship Research Center uses LMS Test.Lab

                                           8    New processes and LMS tools translate to a
                                                competitive advantage for Renault

                                           12   The quest for affordable clean diesels:
                                                a Renault innovation project

                                20              NVH speed or NVH accuracy?
                                           16   With LMS Test.Lab OPAX, no need to choose

                                           20   LMS Virtual.Lab Motion impacts
                                                the design process at Faurecia

                                                Fisher & Paykel teamed up with LMS in some fast-
                                23         23   turnaround detective work to lower radiated noise

                                           26   Tractor manufacturer Valtra’s
 We want to hear from you.                      gear whine problem solved by LMS
 Let us know what you think:
                                           30   Voith Turbo credits LMS Imagine.Lab
                                                with critical transmission design improvements
 Editor-in-chief: Jennifer Schlegel
 Art Director: Werner Custers
 Contributing Editors: Tom Curry,
                                           34   Jaguar: engineering a brand that combines luxurious
 Caroline Dothee, John Krouse and               sound with first-class handling
 Stephen Vaughan

 Although we make every effort to
                                           38   LMS’ expert GVT team helps EADS-CASA
 ensure the accuracy of LMS News,               complete ground vibration test in less than a month
 we cannot be held liable for incorrect

                                           39   Daimler Trucks North America gets new models on
                                                the road faster than ever with LMS Virtual.Lab
 Front cover image: Oosterdam
 courtesy of Fincantieri
                                           42   The LMS Durability Data Acquisition Solution
 Other images courtesy of:
 CETENA, David Noels, EADS-CASA,
 Faurecia, Fincantieri, Fisher & Paykel,
 Jaguar Land Rover, Nissan, Renault,
 Toshiba, Valtra and Voith Turbo

 © LMS International 2009

| 2 | LMSNEWS - May 2009
                                                                                                                    | editorial |

LMS: your partner for superior products and
processes for an indisputable competitive advantage

                                           In today’s difficult economic times the only thing that
                                           stimulates customers to buy are products and services that
                                           are clearly superior to alternatives and that offer buyers an
                                           improved return on their investment. The companies that
                                           survive, and even prosper, in this era will be those that take
                                           control of their destiny and deliver indisputable value.

Dr. Urbain Vandeurzen
Chairman and Chief Executive Officer

Manufacturers must have a clear strategy   who have been able to successfully           for them to team with LMS Engineering
to succeed. We find that strategy is       leverage their LMS relationship into an      Services to accelerate the refinement of
usually built around producing a steady    indisputable competitive advantage.          the new design. LMS applied our unique
stream of product innovations that                                                      Transfer Path Analysis and Acoustic
create or reinforce well-defined brand     Valtra is a near perfect example of          Sound Quantification capabilities. In their
values; values that are often based on     a company able to use the multi-             own words, working together allowed
functional performance characteristics     dimensional LMS offering to compete          them to complete the normally one
such as comfort, sound quality and         globally with some of the biggest names      year noise project in just two months.
durability. Of course, responding to the   in their construction/agricultural
increased market demand for “smarter”      equipment segment. Their core                At the other end of the scale, CETENA
and “more ecological” products is          differentiator is customization and it       builds some of the world’s largest cruise
another strategic consideration today.     takes continuous innovation to maintain      ships and luxury yachts. They rely on
Products will become more safe, more       their competitive advantage. To capture a    their relationship with LMS to provide a
energy efficient and environmentally       market segment, Valtra wanted to design      wide variety of tests: everything from 3D
friendly. The best companies also out-     a new continuously variable transmission     hydro-acoustic models to shock testing
perform their competition in flexibility   (CVT) three months sooner than planned       priceless Murano glass chandeliers.
and speed to market by constantly          with one less physical prototype cycle.      Template-driven, integrated acquisition
improving their processes and              Valtra called on LMS Engineering             and analysis increases productivity and
emphasizing excellence in execution …      Services to exploit our many years           shortens their time to delivery. These
and they usually don’t do it alone.        of automotive drivetrain experience          are just three examples of innovation-
                                           to help them. Working together,              driven companies successfully competing
LMS is proud to partner with our           Valtra and LMS were able to deliver          in the tenacious global market. They
customers to profoundly improve            both breakthrough innovation and             take advantage of the capabilities
their product and process innovation       meet a critical delivery target.             LMS has developed with automotive
capacity. We have worked hard for many                                                  and aerospace industry leaders over
years with automotive and aerospace        Fisher & Paykel, innovators of the world’s   the last three decades. One of our
industry leaders to co-engineer and        first “dishwasher in a drawer”, depend       goals is to continue to make it easy
co-develop the absolute best-in-class      on being able to lower appliance sound       for manufacturers in every industry
test systems and simulation software.      levels with each successive model to         to be able to leverage our experience
More recently, we have been working to     sustain their stellar brand image. They      to their competitive advantage. We
bring these capabilities to many other     have world-class acoustics engineers         are equally committed to continue to
market segments in the form of easy-to-    and LMS-based test facilities and were       enhance our engineering capabilities
use, off-the-shelf products and related    capable of meeting noise characteristics     as well as to refine our software
services. In this issue, we highlight      for their new Tall Dishwasher. But market    packaging and related services.
just a few of the many customers           conditions were such that it made sense

                                                                                                         LMSNEWS - May 2009 |   3|
Vibro-acoustic testing on the high seas
CETENA Ship Research Center uses LMS Test.Lab for a variety of standard – and
not so standard maritime equipment testing. Everything from worst-case scenario
shock tests to the acoustic resonant frequency of a Murano chandelier on a mega-
cruise ship is subject to the expert scrutiny of the CETENA testing team in Genoa,
Italy. And this team counts on the powerful LMS testing solutions that can deliver
results in minutes instead of days as billion-euro projects hang in the balance.

Like the ocean itself, testing sea-going    borne vibrations traveling throughout the    completed quickly and accurately
vessels for vibration and acoustics         ship’s all-metal skeleton and skin unless    to the strictest of standards – with
is an awesome world all its own.            muffled at the source. Also, water-borne     naval officers, ship designers and
Measurement systems and analysis            noise can travel for miles, potentially      equipment suppliers waiting anxiously
software are much the same as those         disturbing aquatic life and posing a         for information. They want results
used in automotive, aerospace and other     security threat for naval vessels. Another   fast and need answers now. Any
industries. Obviously, the scale and        safety concern is that equipment must        inconsistencies, mistakes or missed
scope of testing ships is far beyond that   continue operating without failure, even     deadline can potentially delay any one
of most other applications, since these     under extremely adverse conditions.          of countless milestones for a maritime
immense and complex machines are                                                         project worth billions of euros.
the world’s largest moving structures.      Qualification tests to ensure compliance
                                            with these tough
Room-size on-board equipment such           requirements
as generators and pumps are likewise        must be
massive – and noisy – with structure-

| 4 | LMSNEWS - May 2009
Tools for high-stakes testing                    validate that components will maintain        response calculations in terms of
                                                 normal operation while subjected to           acceleration, velocity and displacement.
In this business, pressures are                  shipboard shock and vibration.
unrelenting, stakes are high and there is                                                      Integrating signal analysis calculations
little room for error. But it’s all in a day’s   Studying worst-case scenarios                 within the data acquisition system
work for engineers at CETENA S.p.A.                                                            increases test productivity and avoids
who count on LMS Test.Lab solutions for          Shock tests are performed to study the        the limitations of data conversions and
qualification and vibro-acoustic tests.          effects of an underwater explosion, a         interoperability difficulties encountered
The research center is a subsidiary of           collision or other one-time event involving   with multiple systems. Also, the ease
Italy-based Fincantieri S.p.A., one of           extreme transient force and displacement      with which tests can be set up and
the world’s largest shipbuilding groups          loads. A series of six shocks are applied     executed allows CETENA’s engineers
and world leader in the cruise ship              by releasing a 1,500-kg hammer that           to more readily delegate routine tests
market. The firm designs and builds              impacts a heavy steel platform on which       to a staff of technicians. Interactive
cruise ships, ferries, merchant ships            the equipment specimen is mounted.            worksheets and templates for the
and a wide range of naval vessels.               When the hammer is released, a loud           various types of qualification tests guide
                                                 “thud” reverberates through the lab as        personnel step-by-step through the test
The LMS test system at CETENA consists           the platform and equipment are jolted.        process with interactive prompts and
of a 24-channel LMS SCADAS III and                                                             numerous default settings. A graphical
LMS 24-channel SCADAS mobile data-               To examine these shocks, CETENA uses          user interface shows prompts that
acquisition system with LMS Test.Lab             the LMS Test.Lab Shock Response               indicate what’s to be done, so for many
software for signal conditioning, data           Spectrum module, which accounts for           applications technicians point and
analysis, results display, test control and      input acceleration over a time step to        click to configure tests. In this way, the
report generation. With this LMS Test.           calculate the shock response spectrum         group manager can more fully utilize
Lab environment, CETENA performs                 using measured signal data acquired           the different skill sets of the testing
qualification tests on shipboard                 from accelerometers mounted at                staff, with technicians running fairly
equipment such as valves, electrical             locations across the test specimen.           routine tests very quickly and engineers
generators and electronic control                The analysis consists of two steps:           focusing on solving more complex
systems in its state-of-the-art lab              calculation of an impulse correction to       problems and coordinating projects.
located at Fincantieri’s Riva Trigoso            account for variations in input loads,
Shipyard in Genoa, Italy. The tests              followed by primary and residual

                                                                                                                LMSNEWS - May 2009 |   5|
                                                                    In testing an electrical generator, LMS Test.Lab provides control
                                                                    of a vibration table for automatically sweeping through a range
                                                                    of frequencies to find the equipment’s natural frequency – in this
                                                                    case where response amplitude peaks at around 55 Hz.

Dual roles: vibration control and measurement                       Identifying noise sources with
                                                                    acoustic holography
For vibration qualification, LMS Test.Lab serves a dual purpose
in controlling the frequency and amplitude of the CETENA            One of the most difficult challenges in marine testing is
electro-hydraulic vibration table as well as acquiring response     measuring underwater sound pressure levels and identifying
signals from accelerometers mounted on the test specimen.           which pieces of on-board equipment are responsible for
The table can test a maximum load of 1,100 kg through a             these hydro-acoustic vibrations. Ordinarily, noise source
frequency range of 2 to 100 Hz and stroke amplitude of 10 mm.       identification on a ship is a tedious, time-consuming process
                                                                    as engineers contend with interference between the sounds,
First, engineers do a vibration sweep to find the resonant          a multitude of resonances throughout the structure and other
frequency at which structural vibration response is maximum.        variables associated with the multiple frequencies and coupled
Next, this frequency is applied to the table for a minimum of two   vibrations. Traditionally, marine engineers often can only make
hours to ensure that the equipment under test remains running       rough approximations of where sounds originate and how much
and fully functional – without breaking or malfunctioning.          of a contribution they make to the overall underwater noise.

“We can’t trust these critical tests with any ordinary system,”     CETENA overcomes these drawbacks by using the LMS
said Senior Test Engineer Stefano Qualich of the CETENA Sea         Stationary Acoustic Holography solution to automatically
Trials Department. “We need the precise control and data            perform back propagation processing on measured sound
acquisition speed of the LMS solution to accurately control the     pressure data – a technique using Principal Component
test profiles so they deliver precisely the right frequency and     Analysis to decompose the holographic measurements into
amplitude profiles. Previously, this was all controlled manually;   a set of mutually independent points sources representing
our technicians spent their time continuously adjusting vibration   the equipment. Hydro-acoustic calculations are based on a
inputs. Doing this automatically is much more efficient and         combination of sophisticated symmetrization, filtering and
less error-prone. Also, the system quickly spots potential          routines to provide detailed source identification – even for
test problems to avoid damaging expensive hardware.”                multiple noise sources and wide ranges of frequencies.

LMS Test.Lab sets sail for the luxury cruise segment
In addition to its extensive work on shock and vibration qualification tests and
acoustic holography, CETENA uses LMS Test.Lab in rather unconventional ways
for the cruise ships designed and built by parent company, Fincantieri.

Murano-ready interiors
One such project was to verify that an expensive Murano glass chandelier would not
break due to vibrations encountered on a cruise ship. With the chandelier fitted with
accelerometers and suspended from a fixture mounted on the vibration table, engineers
performed a vibration sweep to find the item’s resonant frequency and then subjected it
to vibrations for several hours. After the ship’s interior designers viewed the results of the
test, they confidently incorporated the chandelier into the ship’s décor. In similar fashion,
CETENA engineers created vibration profiles and performed resonant studies to keep dishes
from falling off dining room tables when subjected to the ship’s structural vibrations.

| 6 | LMSNEWS - May 2009
                                                                     In an endurance test of a hydraulic pump, CETENA engineers
                                                                     can readily compare different signal values displayed
                                                                     simultaneously on the same screen by LMS Test.Lab.

With equipment running on the ship, underwater measurements         Results in minutes, not days
are taken with a set of hydrophones. Measurements are
taken in patches using a suitable sensor array submerged            One of the major advantages of the advanced LMS test
by crane into the water and positioned 1.5 m from the hull.         solution is that test results are displayed very quickly after
Starting from the bow and moving longitudinally toward the          the test is run. “Parallel processing enables the system
stern, measurements are taken every 0.5 m. At the same              to acquire and analyze test data in near-real time so that
time, vibration measurements are made with a set of eight           results are available in minutes right after the test is run
accelerometers positioned on the ship’s equipment. LMS Test.        instead of waiting days with our previous recording system
Lab then correlates and pieces together these patches to create     while recorded data was carried back to the lab for post-
a combined 3-D hydro-acoustic radiation map of the ship hull        processing and analysis,” added Stefano Qualich.
together with an identification of the location, frequency and      This on-the-spot feedback allows engineers to provide
vibration amplitude of each noise source. The entire test is        preliminary results almost immediately to anxiously waiting
carried out using the 24-channel LMS SCADAS Mobile unit with        customers, meeting critical project milestones without delay
its integrated LMS Test.Lab suite of tools for measurement,         – something that CETENA’s customers place a high value on.
signal conditioning, results analysis and data management – all     Moreover, engineers know quickly if the test was valid or not,
in a lightweight laptop-size unit with built-in battery power.      thus preventing test set-ups to be dismantled prematurely
                                                                    and having to start the process again from scratch.
“Of particular value with the LMS Stationary Acoustic
Holography solution is its ability to simultaneously capture        “LMS Test.Lab certainly results into greater productivity,”
and analyze phased data – that is, different effects of vibration   explained Roberto Porcari, Manager of the Methodologies and
events occurring at the same time. The LMS system manages           Trials technical area. “More broadly, this fast-turnaround testing
the results in an integrated manner and displays phased data        radically improves our response times – providing results and
together on the same screen so engineers can see what’s             analysis in hours instead of days. This way we work much more
happening at the same time on different channels and track          closely with our customers and this strengthens our leading
down the root cause of the issue. This would be impossible with     position in the maritime industry and the trust customers
a separate non-integrated system,” explained Stefano Qualich.       place in CETENA as a world leader in maritime testing.”

Predicting propeller induced noise
CETENA engineers also use LMS solutions to predict noise
and vibration behavior in the early stages of ship development
to optimize the design up-front. Case in point is recent
research regarding propeller-induced vibration and noise
on cruise ships, mega-yachts and other vessels. The team
uses LMS acoustic modeling and simulation software to
focus efforts on minimizing the hydro-acoustic pressure
levels to lower noise vibration felt by passengers. Engineers
use this type of analysis to investigate far-field underwater
radiated-noise characteristics to assess the potential threat
to marine life and the acoustic signature of other vessels.

                                                                                                                 LMSNEWS - May 2009 |   7|
Cutting days out the Renault Mégane testing cycle
New processes and LMS tools translate to a competitive
advantage for the French automotive maker

The third-generation Renault Mégane is a pinnacle model for Renault. Launched at the Paris Motor
Show in October 2008, the new 2009 Renault Mégane truly represents the current philosophy
of Renault. Rational and market-aware, today’s Renault is a fast and flexible organization that is
working towards a revolutionary ‘zero-emissions’ driving experience in the rather near future.

| 8 | LMSNEWS - May 2009
                                                                                       Actually Mr. Steyer pointed out that
                                                                                       there was in reality a double constraint.
                                                                                       Not only did they want to reduce the
                                                                                       lead-time by one third between the first
                                                                                       prototype and manufacturing approval;
                                                                                       they also wanted a test reliability
                                                                                       guarantee to avoid a cascade effect that
                                                                                       would cause more delays down the line.

                                                                                       “Of course, the target was to reduce the
                                                                                       time by one third and not increase the
                                                                                       cost by one third,” he added jokingly.

                                                                                       Trimming weeks
                                                                                       from testing time

                                                                                       Like other major automotive
 Christian Steyer, Chief Vehicle Engineer   Eric Landel, Workload and Workforce        manufacturers, product launch
 of the Renault Mégane range                Deputy Vice President                      schedules at Renault have shrunk
                                                                                       substantially. This means that the
                                                                                       test department saw weeks trimmed
Renault’s long-time test engineering        LMS Test.Lab platform needed to be in      off their usual testing schedule.
partner, LMS was one of the mission-        place to increase the NVH productivity
critical contributors to Renault’s NVH      and ensure that the new Mégane would       “There was no way we could do the
process innovation project. To help         meet its time-to-market targets.           validation with the same old processes
meet the challenge of shortening the                                                   and systems. We had to adapt to
validation cycle by a third, LMS helped     “It was clearly time to migrate to LMS     this challenge, so we changed the
Renault with a massive NVH hardware         Test.Lab. We clearly saw potential         process and re-organized the entire
and software migration from a highly        and a much needed time gain,”              test department,” stated Eric Landel.
customized version of LMS CADA-X to         stated Eric Landel, Workload and
LMS Test.Lab in less than one year.         Workforce Deputy Vice President.           Previously each test team analyzed
                                                                                       the final prototype for their particular
Perfect timing                              Christian Steyer, Chief Vehicle Engineer   specialty. For example, the Powertrain
                                            of the Renault Mégane range, further       Noise team would validate the dedicated
The timing of the NVH migration project     explained, “With the new generation        acoustic performance and then hand
could not have been better. The new         of Mégane quickly approaching, we          the car to the Chassis Noise team. It
Mégane launch – eight new vehicles          set up a challenge for the validation      continued from team to team until the
in total – gave Renault an excellent        lead time – to shorten it significantly    entire vehicle was validated. In the
opportunity to align an actual product      – to guarantee better time to market       new and improved process, Renault
launch and attach a sense of urgency to     for the whole vehicle family.”             created a dedicated test team that
the enormous migration project. The new                                                performed all the tests for all the

                                                                                                        LMSNEWS - May 2009 |   9|
different test segments. Now, the              technical centers and factories around        LMS – it is where everything started.
focus is on maximizing prototype               the world benefiting from timesaving          So you can imagine that delivering
usage with the test teams working              features like its intuitive workflow-based    an improved version of the highly
in sometimes two or more shifts.               user interfaces and embedded parallel         customized LMS CADA-X was, in fact,
                                               acquisition and analysis processes.           a huge challenge for the team at LMS,”
“We clearly count on our new tools to                                                        explained Jean-Michel Taladriz, LMS
make the process quicker, more reliable        User-friendly LMS Test.Lab lets the teams     Major Acount Manager Renault.
and avoid typical back-and-forth testing       at Renault handle all the related NVH
processes. LMS Test.Lab was identified         engineering tasks within one single, easily   Teaching old dogs new tricks
as a critical success factor to meet           accessible platform so that they can
our lead-time reduction challenge.             consistently and systematically capture       At the time of the migration, Renault
This is why we did everything possible         all the sequential steps of standard NVH      had more than 100 users programming
to get the LMS Test.Lab migration              testing assignments. The customized           applications in the old LMS CADA-X
out on time,” stated Eric Landel.              Renault version of LMS Test.Lab can           software. Some of the experts had 20
                                               easily be set up for more elaborate tests     years of LMS CADA-X experience so the
The technical timing-saving                    and offers extensive online processing        migration was not only a time-saving
feat of the one-year                           and automated reporting features – all        and economic decision, it also was
LMS Test.Lab migration                         key contributors to the high productivity     rather a technical and cultural revolution
                                               levels that Renault requires.                 for the entire NVH department.
Today, after the successful migration,
there are approximately 160 seats of           “On the surface, the project seemed to        The team at Renault realized early
LMS Test.Lab at Renault in total – one of      be a ‘classical’ LMS migration project,       on that the LMS Test.Lab migration
the largest and fastest system migrations      but don’t say this to anyone from our         was vital to Renault’s time-to-market
that LMS has handled to date. In reality,      LMS Test or Services divisions or you         reduction plan. And only LMS Test.Lab’s
this means that there are more than            will be in trouble. Renault is really         ergonomic features and functionality
500 LMS Test.Lab users at Renault              an important historical customer for          could support the complex process

Renault’s EV business model: the pure
electric vehicle is right around the corner
Lead by CEO Carlos Ghosn, Renault has          is a huge change in mentality regarding       the EV will have space for four people
put their money on their preferred ‘green’     usage and mobility. From an engineering       and a trunk. It will run on high-tech
technology: the 100% pure electric car         side, we have to think about the functions    lithium-ion batteries developed by
or EV. A joint Renault-Nissan effort, the      differently – how to manage the energy.       Nissan and NEC. Recharging will take
alliance is making serious steps to launch     You have to rethink the whole concept         eight hours for a nearly empty battery;
this breakthrough technology on the            actually. Even service has to be provided     most customers will only need two to
market. With mainstream Renault models         differently. It is a completely new           four hours to charge a partially used
of the Mégane, Clio and Kangoo light van       business model.” And Renault has clearly      cell at one of the dedicated charging
being converted for the Israeli and Danish     done their homework on the business           stations either run and operated by
markets in 2011, the first vehicles will       model. Since gas is completely out of         Project Better Place or another utility
be on the road sooner than you would           the picture, customers will be offered        company. But don’t count on driving
expect. In 2012, customers will discover       a comprehensive service package that          for miles in one fell swoop. Renault is
the first bona fide Renault EV with its        encompasses batteries, electric power,        aiming for a range of 160 km under
own dedicated engineering and individual       and an on-board computer showing not          ‘standard use’ and about 100 km in tough
styling. “There is no miracle recipe. If you   only available battery autonomy, but also     conditions. Renault says the car will
want to go green, it is a lot of work and      charging stations and battery-exchange        cost the same or less than comparable
it needs to be taken into every design         points in the vicinity. Borrowing from        conventional gasoline vehicles and
decision,” said Christian Steyer. “The EV      the mobile phone industry, this kind of       come with a lifetime warranty. Renault
is a completely new way of designing the       service can be charged as a monthly           hopes to market 10,000-20,000
car. From a consumer viewpoint, there          fee or per kilometer. Built from steel,       cars annually in Israel alone.

| 10 | LMSNEWS - May 2009
re-engineering they had in mind, where        Test.Lab right from the start. Over the       Renault’s test information clearly needs
different measurement and analysis            past twenty years, Renault had really         to be portable, uniformly formatted.
phases would be organized in a                customized LMS CADA-X precisely
completely different manner to conform        to its test data acquisition needs.           “For best-in-class world-wide data
to the reduced prototype availability.        Specific vehicle performance criteria         management, it is very important that
                                              and dedicated Renault calculation             the entire test acquisition system
“We started with deployment in France         formulations linked to Renault vehicle        is standardized: the hardware and
since it was critical to our time reduction   performance attributes were just              software tools, the processes and the
project – which we projected to be a one-     some of the special requests.                 procedures. Today, it is essential that
day-a-week timing savings thanks to                                                         we can start a project in France and our
LMS Test.Lab. That translates to an           “I think this was a challenge for LMS.        team in Romania can pick it up -- without
enormous amount of time and money             We discussed it thoroughly and I think        even seeing the car,” concluded Eric
when you are dealing with prototype           we did a good job working together,”          Landel. “I think it goes without saying
vehicles and the testing cycle. Now,          adds Eric Landel. “We really wanted           that test data quality must be flawless.
we have finished deploying LMS                one global tool that can produce direct       Data loss or poor data quality does
Test.Lab in our other test centers in         results. We didn’t want to have to            not work in our new process either.”
Romania, Spain, Brazil and Korea. We          interface with other tools like MATLAB.
are at the end of a very successful           This wouldn’t fit into the global picture.”   “Everyone in the design division
migration,” said Eric Landel.                                                               really wanted to be able to meet this
                                              And the global picture is certainly driving   time reduction challenge and the
The global success of Renault’s               Renault’s view of the automotive industry.    successful LMS Test.Lab migration
LMS Test.Lab migration                        Besides France and Europe, Renault is         was a key enabler of our success in
                                              a key player in markets as far-flung as       shortening the validation time by one
The key to the successful LMS Test.           Russia, South America, India and Korea.       third,” concluded Christian Steyer.
Lab migration was having the right            With key test centers on three continents
customized functionality built into LMS       plus an active alliance with Nissan,

                                                                                                            LMSNEWS - May 2009 |    11 |
Leading-edge variable valve lift technology for all
The quest for affordable clean diesels: a Renault innovation project

A cutting-edge Renault innovation project -- based on LMS Imagine.Lab AMESim
virtual engine modeling -- envisions leading-edge variable valve lift technology for
eco-friendly mass-market cars that meet tough Euro 6 emission standards.

With global warming effects widely accepted, environmental       The beauty of the variable valve lift
regulations are tightening around the world. A growing
number of governments are clamping down especially on            One of the most promising and innovative developments
smog-producing nitrogen oxide (NOx) emissions. In the            to overcome these drawbacks is the variable valve lift
European Union, Euro 5 regulations call for reduction of         (VVL) system that accurately manages the composition of
the NOx limit from its current 0.25 g/km to 0.18 by 2011.        combustion chamber gases to burn fuel more effectively
The following Euro 6 regulations will shrink limits to 0.08      and reduce NOx emissions. VVL does the same job as the
by 2016. Even these stringent standards are considered           conventional mechanical cams it replaces – controlling
timid compared to tougher laws in some US states.                the sequential opening and closing (lift) of valves during
                                                                 each engine cycle depending on engine load requirements
Emissions standards have an especially big impact on the         and the gas exchanges through the cylinder head.
behavior of diesel-powered vehicles. Fuel-efficient diesels
induce high combustion temperatures that cause these             Unlike mechanical cams that provide a preset “one size
engines to produce a higher level of NOx. With half of all       fits all” lift for all valves in the entire engine
cars sold in Europe having diesel engines and US sales of        operation range, however, VVL provides
diesel-powered cars expected to double by 2012, automakers       a cleaner burning engine by using
are investigating a wide range of possible solutions to          electro-hydraulic actuators linked
comply with upcoming standards. Unfortunately, many              the engine electronic control
of these solutions reduce engine efficiency, lower power         unit (ECU) to individually
output and often involve costly exhaust treatments. With         control the timing of
these constraints in mind, one possible way to reduce NOx        each valve opening.
emissions is to optimize in-cylinder gas management.

                                                              “LMS certainly has the
                                                              considerable know-how and
                                                              commitment it takes to model
                                                              all the complexities of an
                                                              advanced diesel engine.”
                                                              Yohann Petillon - Renault
                                                              Air System Management project engineer

| 12 | LMSNEWS - May 2009
VVL systems on diesels engines are more effective at                  Research is still on-going at Renault, but if it is finalized and
controlling combustion chamber temperature and regulating             fully deployed – and that will take a healthy investment in
the compression ratio to ensure homogeneous, cleaner                  time and commitment – this all-inclusive “virtual engine”
combustion. In this way, VVLs can drastically reduce NOx              model will capture the development process and could
emissions while improving engine response, increasing                 readily be reused to develop numerous future vehicles.
power and torque (especially at lower rpms), and raising fuel         Engineers would then simply enter the different parameters
efficiency. This sounds like an all-round excellent set of benefits   for the particular car model and engine type rather than
with one pretty big exception: diesel engines. Unfortunately,         creating the entire VVL system and engine configuration from
VVLs are extremely expensive for manufacturers to develop.            scratch. That’s the strategy, and Renault engineers on the
                                                                      project are working hard to make this concept a reality.
Turning the auto industry upside down
                                                                      Value of proactive support
Fairly straightforward for gasoline engines, diesel VVL systems
present difficult engineering challenges due to the greater           The Renault model has been created using the LMS Imagine.
number of variables in a diesel combustion process and the            Lab AMESim simulation software platform to predict the
number of auxiliary units connected to a diesel engine. Because       performance of multi-domain intelligent systems. The software
of the lengthy development time to implement numerous new             was selected for its ability to represent hydraulic, pneumatic,
components and the related high cost, diesel VVL engines have         electrical, thermal and mechanical behavior as well as control
largely been restricted to premium vehicles where the added           logic in a single unified physics-based model. Engineers create
expense could be more readily absorbed into the vehicle price.        the model by dragging, dropping and interconnecting simple
                                                                      icons in building-block fashion. This working sketch showing
This far-reaching innovation project at Renault has the               the relationship of all the various elements looks simple
potential to turn the auto industry upside down with a VVL            enough – but underlying it is a sophisticated representation
development strategy in a fraction of the time and cost now           of exactly how the entire physical system will operate in the
required, making variable valve technology affordable for             real world. Using the LMS Imagine.Lab AMESim platform with
      cleaner-running, more fuel-efficient mass market diesel-        its highly efficient solver, engineers were able to use true
          powered cars. The project is focused on creating a          innovative simulation and optimization technology to develop
             detailed computer simulation model of the entire         an optimal VVL system much more quickly and effectively
               diesel engine system, including simulating             than would be possible with the limited number of engines
                 all the complex VVL controls as well.                and test sessions normally available for the project.

                                                                                                              LMSNEWS - May 2009 |   13 |
 Renault Mégane Coupé                                        Renault Laguna Coupé                                                   Renault Koleos

Introduced in 2005, the 2.0-liter M9R powers a variety of cars. Eco-friendly with NOx emissions meeting Euro 4 standards, the engine
will be upgraded to an even cleaner version called M9Rb that further lowers NOx emissions to meet Euro 6 regulations.

Investigating new engine technologies                Building a virtual diesel engine                      of emission levels, fuel efficiency and
requires many iterations, for accurate                                                                     engine performance. The electro-
results and thorough component-level                 In the first phase, LMS engineers                     hydraulic UniAir system was selected
interaction analysis. To save time and               created a complete model of the M9R.                  based on its capability to provide full
resources, the model construction                    Application-specific LMS Imagine.                     coverage of every conceivable airflow
and validation was outsourced to LMS                 Lab AMESim modules were used to                       possibility from zero to maximum
International because of the company’s               create detailed representations of                    valve lift for optimal open-close
expertise in automotive systems and                  engine control, fuel injection and                    timing and “engine breathing”, cycle-
close partnership with Renault on various            compression-ignition combustion. The                  by-cycle according to engine speed
engine projects, including the M9R                   team behind the LMS Imagine.Lab Air                   and load. In modeling the behavior
diesel engine used as a basis for the VVL            Path Management solution also worked                  of the UniAir system, LMS engineers
project. Introduced in 2005, the 2.0-liter           closely with IFP, a world-class French                took advantage of LMS Imagine.
M9R powers a variety of cars including               research and training institute to create             Lab’s unique Hydraulic Component
Renault’s Koleos, Mégane, Laguna,                    the latest innovative engine models.                  Design (HCD) approach to represent
Espace and Renault Samsung Motors’                                                                         the specialized system hydraulics to
QM5 as well as Nissan’s Qashqai and                  The LMS Imagine.Lab Air Path                          effectively integrate the complex VVL
X-Trail. Eco-friendly with NOx emissions             Management solution was particularly                  model into the overall engine model.
meeting Euro 4 standards, the engine will            helpful in modeling the valves, intake
be upgraded to an even cleaner version               and exhaust ports as well as the                      LMS engineers then developed a
called M9Rb that further lowers NOx                  turbocharger, low-pressure EGR loop                   simulation method for comparing
emissions to meet Euro 6 regulations.                with exhaust back-pressure control flap,              intake and exhaust states to estimate
                                                     and a particulate filter. Simulation output           the level of residual gas remaining in
“LMS is a long-standing partner in                   from the model under various operating                the combustion chamber – the critical
our engine programs. Their engineers                 conditions accurately predicted engine                burned gas ratio (BGR) that determines
proactively get all the data they need for           performance – including gas temperature               NOx levels. This data was then used
the many interrelated system variables               and pressure, and air composition in                  to establish control rules for the EGR
and parameters,” said Yohann Petillon,               the air path and combustion chamber.                  loop and VVL actuator settings for each
Renault Air System Management                        The simulation was validated by                       valve, thus ensuring that NOx emissions
project engineer. “LMS certainly has the             comparing data with M9R test results.                 were minimized without lowering engine
considerable know-how and commitment                                                                       performance. Likewise, control rules were
it takes to model all the complexities               Next, three different VVL systems                     developed for the turbocharger and other
of an advanced diesel engine.”                       were modeled and evaluated in terms                   peripherals. Throughout this process,

                                                                                            The LMS Imagine.Lab Air Path Management solution was
                                                                                            helpful in modeling the valves, intake and exhaust ports
                                                                                            as well as the turbocharger, low-pressure EGR loop with
                                                                                            exhaust back-pressure control flap, and a particulate filter.
Renault Espace                   Renault Samsung Motors QM5                  Nissan Qashqai                       Nissan X-Trail

            co-simulations were performed between
            AMESim and Simulink to check the
            control logic in the ECU and VVL system.

            Shaving a year off development

            After LMS engineers completed the
            virtual engine model of the M9Rb engine,
            Renault engineers used the model to
            investigate various configurations for
            exhaust gas recirculation, calibrating
            engine control codes and evaluating
            engine performance in detail – even
            before a prototype engine was built. For
            example, they can study combustion
            chamber behavior (including temperature
            distributions, valve action and residual
            burned gases) in minute steps
            through the complete engine cycle.

            “Having the comprehensive LMS Imagine.
            Lab AMESim model to work with so
            early in the cycle saved one year of
            development time,” said Mr. Petillon.
            “LMS Imagine provided software
            and engineering solutions as well
            as decisive technical expertise that
            definitely helped us make a huge step
            forward in engine system simulation.”

            Thanks to the LMS Imagine.Lab AMESim
            model and LMS support, Renault is
            able to keep their development project
            of the M9Rb diesel on track to meet
            the tough Euro 6 emissions standards.
            More broadly, the underlying simulation
            model has the potential to be used to
            develop similar VVL-enabled diesels               “Having the comprehensive LMS Imagine.Lab
            for future car models. In this way, LMS
            Imagine.Lab AMESim is helping Renault             AMESim model to work with so early in the
            in its on-going research efforts to put
            the best-performing and least polluting
                                                              cycle saved one year of development time.”
            diesel engine on the mass market.

                                                                                                 LMSNEWS - May 2009 |   15 |
| 16 | LMSNEWS - May 2009
NVH speed or NVH accuracy?
With LMS Test.Lab OPAX, you no longer need to choose

Kia Motors quickly and efficiently improves its cabin noise levels using a new LMS Test.
Lab Operational TPA technology called OPAX. The breakthrough approach is nearly as
accurate as conventional TPA and almost as fast as traditional operational path methods
that often fail to identify the root cause of vibrations and find remedies to NVH problems.

Accurate but time-consuming                  contributing paths, the approach is one of    an engine to the frame. The resulting
                                             the most accurate NVH testing methods         NVH levels are then measured at
Because of its versatility in a wide range   in identifying the root cause of problems,”   the receiver location – in this case,
of applications, conventional transfer       said Ludo Gielen, LMS Product                 microphones in the vehicle interior.
path analysis (TPA) is one of the most       Management Director. “Moreover,
widely used methods for studying NVH         engineers can quickly evaluate                Using these results to precisely
problems in automotive, aerospace            potential remedies with computer              determine NTFs requires mount
and manufacturing industries. In this        models, thereby avoiding multiple             stiffness curves showing behavior at
approach, the way vibrations and             trial-and-error cycles of modifying           various frequencies and loads. If this
radiated noise travel from source to         and retesting prototype vehicles.”            information is not readily available
receiver – through structural connections                                                  from the part manufacturer (as is often
such as engine mounts, for example,          A major drawback of conventional TPA          the case), further tests and analyses
as well as airborne sound reaching           is that considerable time is required in      must be done to generate such a
passenger ears – is represented with         quantifying NTFs for all transmission         curve – usually by a third-party testing
noise transfer functions (NTFs), a precise   paths. In automotive applications,            company specializing in these types of
ratio of output at the receiver to input     for example, the vehicle engine and           measurements. Separate operational
loads and forces for each vibration path.    mounts must be removed and extensive          tests are also performed to measure
                                             instrumentation installed. Loudspeakers       noise resulting from the engine under
“Because of the detailed nature of NTFs      are positioned to replicate airborne          run-up and run-down loading.
in representing these vibration paths        engine noise. Structural vibrations
and the ability of conventional TPA to       are induced by placing vibrating              Because of the complexity of these
analyze and rank the impact of all these     shakers on the attachment points of           multiple tests, TPA typically requires

                                                                                                           LMSNEWS - May 2009 |     17 |
two weeks or more to complete the                      The primary advantage of this approach         what-if path analysis to find appropriate
full vehicle analysis – often a delay                  is that it’s fast. All measurements are        noise remedies. Rather, individual
that could result in lost business                     operational – that is, taken with the          components and mounts and rigid
and costly lag-times in meeting                        engine under load in one or a number           connections on the vehicle must be
development schedules, launching new                   of sequential test runs where no mount         modified and further tests performed
products and otherwise hitting narrow                  stiffness data is needed. Response-only        until a solution is reached – if ever.
windows of market opportunity.                         TPA measurements are accelerations             As a result, although each response-
                                                       and pressures of the vibrations and            only TPA test itself takes just a
Fast but risky                                         sound levels. As a result, an entire           day, the multiple prototype cycles
                                                       testing cycle usually can be completed         needed in some cases take months to
To avoid these delays, some companies                  in a day – far quicker than the two            complete and may still be suboptimal
have turned to an alternative response-                weeks needed by conventional TPA.              starting from a faulty diagnosis.
only TPA approach, also known as
operational path analysis (OPA). Instead               “On the downside, response-only TPA            Best of both worlds
of NTFs, this method characterizes                     is risky and unreliable,” noted Gielen.
the transfer of vibration and noise                    “Cross-couplings between accelerations         To address the limitations of both
energy as transmissibility – the ratio                 may occur, throwing off some of the            methods, LMS International developed
of accelerations or sound pressures at                 attachment point measurements.                 the new approach LMS Test.Lab OPAX
the noise source to that of the receiver.              Moreover, transmissibilities vary              – a tool with almost the same speed
Structural measurements are made using                 significantly according to where the           of response-only TPA and nearly the
accelerometers at attachment points                    physical loads are acting. As a result,        high accuracy of conventional TPA.
between the engine and the vehicle body.               response-only TPA is much less accurate
Underhood acoustic measurements                        than conventional TPA and individual           “OPAX achieves higher levels of accuracy
are taken with microphones mounted                     vibration paths are often falsely identified   than response-only TPA because, as
next to the engine. Microphones at                     as critical or missed entirely.”               with conventional TPA, it is used on
the receiver location (a vehicle cabin,                                                               NTFs and physical loads in evaluating
for example) measure the response                      The biggest drawback of the response-          individual vibration paths to accurately
noise of these combined structural and                 only method is that – unlike conventional      identify the root cause of problems,”
airborne components of the sound.                      TPA – it does not allow for detailed           explained Gielen. “Likewise, these NTFs
                                                                                                      and loads also enable engineers using
                                                                                                      OPAX to study potential remedies by
                                                                                                      modifying component characteristics
                                                                                                      in a CAE-driven process.”

                                                                                                      Unlike conventional TPA, however, OPAX
                                                                       Target(s)                      measurements to determine the NTFs
                                                                                                      can be made with the engine and mounts
                                                                                                      intact in the vehicle. The method uses
                  Intake                                                  FRF                         reciprocal measurements in which the
                                                                                                      target is excited – by loudspeakers
                                                                             F                        inside a vehicle cabin, for example –
                                                                           FR                         and responses measured by sets of
                                                                                                      vibration sensors located on the engine
                                                                                                      as well as microphones around it.

                                                                                                      These measurements can be made
                                                                                                      straight after completing the operational
                                                                        Gear                          test run – just like response-only TPA
                     Auxiliaries                                                                      and thus hardly affecting the overall
                     (airco, oil pump, ...)                                                           time required. Also, mount stiffness
                                                                                                      data is not needed with OPAX, which
                                                                                                      instead computes the information
  Using reciprocal methods, LMS Test.Lab OPAX automatically computes acoustic and structural          using breakthrough software models
  noise transfer functions (NTFs) and traces vibration paths from the vehicle cabin back to           to compute stiffnesses entirely from
  underhood sources.
                                                                                                      operational data. So-called band
                                                                                                      estimator models are mostly for
                                                                                                      representing rigid structural connections
                                                                                                      – bolted or welded joints, for example
                                                                                                      – while soft mounts such as rubber
                                                                                                      bushings are characterized with SDOF
                                                                                                      (single degree of freedom) models.

| 18 | LMSNEWS - May 2009
                                                                                          Unlike conventional TPA, however, OPAX
                                                                                          measurements to determine the NTFs can be made
                                                                                          with the engine and mounts intact in the vehicle.

  “Based on the measurements and initial analysis with
  LMS Test.Lab OPAX, the fundamental problem became so clear.”
  Dr. Ji Hyeon Ki , NVH Manager of the Kia Function Test Team 3

“Because mount stiffnesses are                  noise in the vehicle cabin fitted with    showed the culprit noise source:
included in the OPAX calculations               a 6-cylinder, 4-liter engine running at   an underhood acoustic resonance
rather than obtained separately – and           wide-open-throttle. LMS engineers         excited by the engine’s 3rd order
since all measurements are made                 were called in by the Korean carmaker     unidentified by previous response-only
with the engine and mounts still in the         because previous attempts by another      TPA tests. So in just one day with a
vehicle – OPAX takes approximately              company using response-only TPA were      single test run, OPAX straightforwardly
the same time as response-only TPA:             unsuccessful in reducing the noise        identified the problem – much to the
about a day,” reported Gielen.                  level. After three refinement cycles      astonishment of Kia engineers.
                                                using this approach over a period of
OPAX is not intended to replace                 four months, the company’s advice to      Indeed, the booming noise was entirely
conventional TPA. When assessing noise          Kia was to redesign the engine – an       eliminated by a rather simple adjustment
and vibration performance at component          option which was out of the question      to the prototype vehicle – a relatively
level rather than at full system level,         because it would cause further costly     inexpensive remedy that Kia eventually
conventional TPA is the only option. Also       delays in the vehicle launch schedule.    implemented in their production vehicle.
in the case of airborne radiation from
panels in reverent environments such            In addressing the noise issue using       “Benchmark activity with LMS Test.
as vehicle passenger compartments               OPAX, LMS engineers positioned two        Lab OPAX turned out to be extremely
or machine enclosures, conventional             loudspeakers in the cabin interior        effective,” said Dr. Ji Hyeon Ki, NVH
TPA for airborne source quantification          (at the location of the driver’s right    Manager of the Kia Function Test Team
is by far the most accurate method.             ear where the noise was most              3. “Based on the measurements and
                                                pronounced) and measured the              initial analysis, the fundamental problem
OPAX in action at Kia Motors                    underhood response with eight vibration   became so clear. We were able to
                                                sensors and six microphones.              design countermeasures and a modified
To benchmark OPAX against the                                                             prototype was in place even before
other methods, LMS International                Color maps of results – with the          the formal presentation of the detailed
implemented this approach at Kia                individual contributions of structural    analysis results was complete.”
Motors by studying a 280 Hz booming             as well as airborne paths – clearly

                                                                                                            LMSNEWS - May 2009 |    19 |
Getting to the bottom of car seat design
LMS Virtual.Lab Motion impacts the design process at
Europe’s leading automotive seating manufacturer

Engineers at Faurecia’s Methods and Systems Research and Development department tackle
some of the toughest mechanism design problems and work against the product development
clock using LMS Virtual.Lab Motion simulation software to efficiently develop optimal seating
mechanisms that balance safety, comfort, ergonomy, and most certainly, functionality.

Car seats, obviously the most direct contact between people    Buried under fabric and foam
and machine, help create an overall feel for the vehicle and
important perception of brand value. Even as perspective       Hidden beneath layers of cushion fabric and foam padding
buyers sit in a car on the showroom floor, seating systems     are some of a vehicle’s most complex mechanisms.
give a first and lasting impression – and they often are a     Gears, levers, cams, ratchets and other parts often must
factor in the purchase decision. So carmakers go all out to    operate with the precision of a Swiss watch while being
incorporate a range of seating functions made to impress       able to lock into place instantly for crash protection. To
including a mind-boggling array of convenient front-seat       meet the strict technical requirements from automakers,
adjustments and controls for lower-back, shoulders, seat       cost and weight must be minimized, and seat suppliers
height, cushion angles, back tilt and body contour as well     must work against the clock to create workable designs
as retractable, adjustable and foldable rear seats.            that meet platform and production requirements.

| 20 | LMSNEWS - May 2009
                                                                                          Inside the ring, a rotating cam moves ball
                                                                                          bearings that compress a set of springs,
                                                                                          creating a return torque that retracts the
                                                                                          pump lever into its original position.

                                                                                          “The design is a compromise of three
                                                                                          important functions of the mechanism:
                                                                                          the fail-safe ability of the system to
                                                                                          stay locked into position during a crash,
                                                                                          the pump force needed to actuate the
                                                                                          mechanism and the return torque of the
                                                                                          ball-and-spring assembly of the command
                                                                                          device,” explained R&D engineer Dr.
                                                                                          Tanguy Moro. “In particular, the role
                                                                                          of friction between the bearings, cam,
                                                                                          ring and springs is critical in providing
                                                                                          sufficient return torque for the lever.”

                                                                                          In this study, a virtual model of the
                                                                                          mechanism was created in LMS
                                                                                          Virtual.Lab Motion by importing data
                                                                                          from CAD – in this case, the CATIA
                                                                                          V5 system used by Faurecia design
                                                                                          engineers. Because of the tight CATIA
                                                                                          integration, data on part geometries,
                                                                                          assembly joints and kinematic
                                                                                          constraints was transferred directly into
                                 Key to the successful model was LMS Virtual.Lab’s        LMS Virtual.Lab Motion with a single
                                   ability to represent non-permanent contact
                                            between parts. In this case, the
                                                                                          click of a button without conversion.
                                              height adjuster mechanism has 18            Modeling was quick, straightforward
                                               contact points represented between         and much less error-prone.
                                               the cam, ring and bearings.

                                                                                          Key to the successful model was LMS
                                                                                          Virtual.Lab’s ability to represent non-
                                                                                          permanent contact between parts – an
                                                                                          important feature since contact plays
                                                                                          a critical role in determining friction
                                                                                          between so many moving parts. In this
                                                                                          case, the height adjuster mechanism
                                                                                          has 18 contact points represented
                                                                                          between the cam, ring and bearings.
                                                                                          Modeling these contacts in LMS
To handle this type of complex                packages and other assemblies for           Virtual.Lab Motion lets seat engineers
mechanical design that typically              major automakers around the world.          accurately predict normal and tangential
balances hundreds of contact and              Customers include Audi, BMW,                forces on these components.
friction points, seat engineers               Cadillac, Peugeot, Renault, VW,
typically combine manual calculations,        Ford, Mercedes Benz and Toyota.             Finding the counter-
experience with past designs, and                                                         intuitive solution
numerous build-and-test prototypes            Quick, error-proof seat
to develop new seating mechanisms.            mechanism modeling                          Using optimization capabilities within
The process is time-consuming and                                                         LMS Virtual.Lab, a series of design of
typically results in a workable design,       One recent project required kinematic       experiment (DOE) simulations were
but not optimal performance due to            and load calculations to be performed       then automatically performed on the
time and budgetary constraints.               on a seat height adjuster mechanism         mechanism model based on boundary
                                              controlled by the driver/passenger using    conditions and constraints entered
Italy-based Faurecia is taking a huge         a pump lever with a low operating torque    by Dr. Moro. By automatically running
step beyond these standard industry           for easy actuation. Pressing the lever      simulations and comparing results for a
procedures. Europe’s leading automotive       rotates a gear set that moves the seat      set of numerous different combinations
seating system manufacturer and one of        up and down. A rotating ring with fingers   of mechanism design parameters –
the top three worldwide, the company          that engage slots on the perimeter of       particularly friction coefficients between
also designs and manufactures door            the assembly serves as a clutch that        the various parts – the software
panels, instrument panels, acoustic           holds the gear in place after adjustment.   performed a sensitivity analysis

                                                                                                          LMSNEWS - May 2009 |   21 |
 “The design of seating mechanisms can be
 significantly improved and performed much more
 efficiently using LMS Virtual Lab Motion.”
 Dr. Tanguy Moro, Fauricia, R&D engineer

LMS Virtual.Lab analyzed the kinematic motion of the backrest and related loads as well as a range of spring torques. This determined relative
movements and loading due to contact and friction between different mechanism parts, especially between the backrest fabric and seat cushion.

identifying the variables with the greatest         “The springs must provide enough                     this model, designers simply enter key
impact on mechanism performance                     torque to overcome friction and easily               parameters into a simulation template
and the trade-offs necessary for an                 fold down the seat without imposing                  instead of recreating models from scratch
optimal design. Results were mapped                 an impact danger to a child or pet,”                 each time. This template workflow is
on a response surface plot to visualize             said Dr. Moro. “The system absolutely                possible thanks to LMS Virtual.Lab
the influence of these design variables.            must provide interference-free motion                Motion’s ability to automate repeated
                                                    with a high level of control throughout              processes with macros written in VBA
The sensitivity analysis showed that the            the entire fold-down process.”                       (Visual Basic for Applications) scripting
coefficients of friction between the cam,                                                                for parameterized models. Result post-
the bearings and the ring are not the               LMS Virtual.Lab analyzed the kinematic               processing would also be automated; as
main parameters which determine the                 motion of the backrest and related loads             would the optimization of mechanism
return torque of the assembly and the               as well as a range of spring torques.                designs according to target requirements.
retraction of the pump lever. “The LMS              A critical aspect of the simulation was
Virtual.Lab sensitivity analysis found a            determining relative movements and                   “Simulation and optimization based
solution that was not intuitively obvious           loading due to contact and friction                  on LMS Virtual.Lab would have a
and totally different from what the                 between different mechanism parts,                   tremendous impact on automotive
design engineers expected,” noted Dr.               especially between the backrest                      seating system development and a
Moro. “By focusing on bearing friction,             fabric and seat cushion. Frictional                  deep understanding of the complex
they were barking up the wrong tree.”               losses in such areas were determined                 mechanical behavior of these systems,”
                                                    empirically and integrated into the                  said Dr. Moro. “The design of seating
Using LMS Virtual.Lab                               unified virtual model using LMS Virtual.             mechanisms can be significantly
to blend CAE and test                               Lab for blending actual test and CAE                 improved and performed much more
                                                    representations. In this way, the study              efficiently using LMS Virtual.Lab Motion.”
On another project, LMS Virtual.                    determined an optimal spring torque,
Lab simulation was used to study the                which was validated by experimental                  More importantly, designs developed in
backrest fold-down capability to increase           tests on a hardware prototype.                       virtual space can be optimized beyond
rear-vehicle storage capacity. Dynamic                                                                   the capability of manual processes.
simulations were also used to study the             1-2-3 model template                                 From a business perspective, the
real-life behavior of the car seat under            for future designs                                   implications are staggering, allowing a
actual passenger seating conditions.                                                                     supplier to increase project throughput
Currently under development, this                   More broadly, this fold-down function                and respond to automaker orders
“Easy Break” function relies on springs             will hopefully be the basis for a generic            much faster with better products
at the lever joints to help actuate the             backrest model used by designers for                 than was ever before possible.
seat with minimal applied pressure.                 numerous future seating systems. With

| 22 | LMSNEWS - May 2009
Silencing the dishwasher in a drawer
The old adage that children should be seen and not heard applies equally
well to today’s generation of home appliances in which quietness is
a ’must-have’ quality. With competitive pressures bearing down and
a time crunch in developing a whole series of low-noise dishwashers,
New Zealand’s Fisher & Paykel teamed up with LMS Engineering
Services in some fast-turnaround detective work that quickly lowered
radiated noise in time to meet tight product launch schedules.

                                                                           LMSNEWS - May 2009 |   23 |
Think outside of the box. That’s what             Brand image on the line                           downward – engineering schedules were
engineers at Fisher & Paykel Appliances                                                             particularly tight for hitting the release-
did when they came up with the world’s            Within the DishDrawer, bitumen is                 to-manufacturing design freeze dates
first dishwasher in a drawer. The                 used for sound dampening along with               for upcoming new models. At the top
DishDrawer® consists of two completely            insulation as an absorption material.             of the list was the new Tall DishDrawer
independent dishwashers. Put delicate             Drawer seals provide an added sound               featuring a significantly higher tub for
crystal in one drawer and heavily                 barrier to limit acoustic radiation.              larger plates, a completely redesigned
soiled pots and pans in the other, then           Indeed, the DishDrawer boasts incredibly          racking system, styling upgrades –
customize the wash in each drawer – or            quiet operation that lets you easily              and incredibly quiet operation.
only use a single drawer to economically          carry on a conversation in the kitchen
wash a small load. Drawers can even               while the appliance is running.                   With timelines cut short, Fisher & Paykel
be located separately, such as on either                                                            contacted LMS Engineering Services to
side of the sink to eliminate bending.            With this first-class brand image on              help lower the sound level of the new
A flagship product of the company, the            the line with each new model, noise               dishwasher model as much as possible
DishDrawer has won numerous design                and vibration engineers at Fisher                 before production began. With the clock
awards, sold over one million units               & Paykel are sticklers constantly                 ticking, LMS had only a short time to
since its introduction and earned an              striving for lower appliance sound                identify noise sources and determine
Energy Star rating for meeting the strict         levels. To test noise levels, Fisher &            the best modifications to lower radiated
energy efficiency guidelines set by the           Paykel has an anechoic chamber and                acoustics. The project was a collaborative
US Department of Energy and EPA.                  extensive systems of microphones                  partnership between Fisher & Paykel and
                                                  and accelerometers to measure and                 LMS, leveraging the expertise of both
Behind the appliance’s market success             record sound and vibration amplitude              to arrive at optimal noise reduction.
and compact styling is impressive                 and frequencies. During several
technology and considerable engineering           prototype-testing cycles, engineers               Acoustic survey pinpoints
effort. Smart electronics automatically           count on their decades of experience in           noise sources
adjust water pressure, temperature                modifying the design and strategically
and wash duration according to load               positioning acoustic damping materials            In the first phase, LMS engineers used
requirements. The high-efficiency pump            until sound levels are acceptable.                LMS Test.Lab to perform an acoustic
has an integral variable-speed brushless                                                            survey in which six microphones were
direct current motor: an innovation               Working under a time crunch                       positioned 50 cm from the dishwasher
pioneered by the company to reduce                                                                  to measure sound pressure levels during
part counts, fit in a small space, lower          Due to time constraints, the normal               the complete operating cycle. At the
energy consumption, and provide quiet             prototype testing cycles were considered          same time, arrays of accelerometers
operation for home appliances. A lid              a somewhat inconvenient necessity. But            spaced at 10 to 15-cm intervals
automatically lowers to seal the top of           in late 2008 – with intense competition           measured vibration throughout the
the tub when the drawer is closed.                and the global economy spiraling                  machine’s interior. Using spectral

LMS engineers used LMS Test.Lab to perform an acoustic survey in which 6 microphones measured sound pressure
levels. At the same time, additional microphones localized the background noise levels during operation.

| 24 | LMSNEWS - May 2009
Acoustic Source Quantification (ASQ) analysis from LMS Test.Lab shows sound                An extra layer of bitumen sound damping material
pressure and frequency radiating from different parts of the dish washer.                  decreased noise levels more than 35% from the tub lid.

“We are extremely pleased in working so closely                                                   Impressive business value

with LMS Engineering Services and with their fast                                                 “We are extremely pleased with LMS
                                                                                                  Engineering Services and with their fast
turnaround on the noise and vibration project.”                                                   turnaround on the noise and vibration
Ricky Kim - Fisher & Paykel - Senior Noise and Vibration Engineer                                 project,” explained Fisher & Paykel
                                                                                                  Senior Noise and Vibration Engineer
                                                                                                  Ricky Kim. “They obviously know their
analysis, LMS Test.Lab then generated              Design modifications                           stuff and have the advanced tools to
a color map of vibration amplitudes                lower sound levels                             zero in on problems and quickly find
vs. frequencies for these areas.                                                                  solutions. They met with us extensively
                                                   In the second phase of the project,            and familiarized themselves with our
Next, speakers were placed around the              LMS engineers studied the effect of            product, inside and out. LMS Engineering
dishwasher to generate broadband white             various noise abatement modifications.         Services completed the noise reduction
noise, and reciprocal frequency response           These methods were based on their              project in just two months -- a task that
function (FRF) measurements were                   experience and background with a               would have taken us almost a year and
made inside the dishwasher. Transfer               wide range of acoustics projects in            several rounds of prototype tests.”
Path Analysis (TPA) and Acoustic Source            various industries including automotive,
Quantification (ASQ) capabilities of LMS           construction equipment, aerospace,             Fisher & Paykel Functional Manager of
Test.Lab then determined the vibration             industrial machinery, and recreational         Wash System, Steven Black notes the
paths through the dishwasher and                   equipment to name a few.                       business value of working with LMS.
pinpointed the greatest sources of noise.                                                         “Our partnership with LMS Engineering
                                                   An extra layer of bitumen sound damping        Services let us implement noise-
“With these reciprocal measurements,               material added to the tub lid decreased        reduction modifications much sooner
TPA and ASQ works backward to                      noise levels by more than 35%. Rubber          in new models than would otherwise
determine where radiated noise                     strips placed between the pump and             be possible with our resources alone.
came from at various frequencies                   a filter on the underside of the tub           The result is that our ability to develop
during normal dishwasher operation,”               eliminated virtually all noise spikes          quiet machines has been stepped up
explains LMS Engineering Services                  produced by the five pump impellers.           considerably, putting us in the same
Project Leader Olivier Kirten.                     Modifications to the ventilation hole at the   league as the largest global players
                                                   rear of the unit showed that adding a one-     in the industry. With quietness now
“Two major noise sources were                      way flapper valve could potentially reduce     a major factor in today’s appliance
pinpointed. At higher frequencies from             noise levels by 0.5 dB. Silicon sealant        market, the lower sound levels of the
300 Hz, the biggest contributor was                added between the frame and door seal          new models now in production and
the tub lid, excited by water jet spray            eliminated acoustic leaks from the front       those still in development for future
during the wash and rinse portions                 of the unit. Averaged sound pressure           release will undoubtedly boost sales
of the cycle. At lower frequencies                 measurements taken around the machine          and strengthen our position as a force
of 200 Hz and below, pump noise                    after all modifications were made showed       to be reckoned with in the growing
radiated through the front door.”                  a decrease of two to three dB overall.         worldwide appliance industry.”

                                                                                                                     LMSNEWS - May 2009 |     25 |
When tractor manufacturer Valtra had a
problem with gear whine they knew there was
only one organization to approach: LMS
Valtra makes tractors like no one else. Aside from being a byword for quality and reliability, the
Finnish-based firm is the only one in the world to boast the production of genuinely customized
vehicles. Valtra’s modular system of tractor assembly enables them to produce machines that are
tailor-made to meet each individual customer’s requirements – it’s obvious why their slogan is:
Custom-built Tractors. Choosing from Valtra’s à la carte selection provides the customer with over
half a million different combinations. In a homogenized world, Valtra stands out from the crowd.

| 26 | LMSNEWS - May 2009
The company’s continued drive towards        specialist growers who recognized the         are more prevalent and also more difficult
innovation remains imperative for its        potential it had to offer. Increasingly       to solve due to the infinite number of
future success. With tractor sales           CVT has entered the mainstream and is         effective gear ratios and the complex
worldwide set to fall in 2009, they must     being taken on by arable farmers and          structure of the CVT drive that contains a
continue to meet customer’s growing          contractors who appreciate its flexibility.   hydrostatic unit and open planetary gear.
demands in the face of stiff competition     Its a step-less transmission that doesn’t
from the likes of John Deere and Case        require a gear stick freeing up more          Working together to get it right
New Holland, while at the same time          room for the driver in the cab and the
making inroads into emerging markets.        CVT offers better fuel economy than           In October 2007, Valtra embarked
For these reasons, Valtra recently           conventional transmissions since the          upon the prototype phase for their first
embraced the use of CVT (Continuously        engine can run at its most efficient RPM      CVT. Totte Virtanen, a senior technical
Variable Transmission) for their vehicles.   at a range of different speeds. From an       specialist for Valtra, states, “This was a
CVT transmission in tractors was             engineering perspective, however, CVTs        completely new product for us and we
originally adopted by vegetable and          present quite a challenge. Noise issues       were determined to get it right. We had

                                                                                                           LMSNEWS - May 2009 |   27 |
been using LMS tools for over ten years      included placing 15 three-dimensional       let us further understand the noise
and it just so happened that LMS was         acceleration sensors and 17 position        amplification mechanism and eventually
visiting when we started work on the unit.   sensors inside the test transmission.       it paved the way for a solution.”
We noticed that we were experiencing         In the end, more than 70 transducers –
gear whine and began discussing with         sensors that can measure the position       Simulation leads to
LMS whether we could work together           of the shaft and gear wheels at a micron    correct diagnosis
to solve this problem. They already had      level – were deployed. This let LMS
experience in similar cases and had          measure the pseudo-static alignment         Based upon these measurements, LMS
greater measurement, analysis and            and vibration of several shafts and gears   now knew the real physical position of
simulation capabilities than we did.”        in operational conditions and therefore     the meshing gears. The next stage was a
                                             find a correlation between the physical     simulation to calculate the Transmission
The first phase of the project involved      movement of a shaft, the excitation         Error (TE) of the meshing gear pair.
Valtra carrying out engine run-ups on        of internal resonances and the noise        For this LMS implemented precisely
a test rig. Using LMS Test.Lab, Valtra       generated by the transmission unit.         the same misalignment which was
employed any number of combinations                                                      measured in the operational gearbox. Mr.
including driving the transmission           Wim Hendricx explains, “What we             Virtanen adds, “When we looked at the
ratio from idle to maximum in order          focused on was the precise position of      measurement results we found in certain
to isolate the circumstances under           the gears in an operational gearbox. We     conditions we had more misalignment
which transmission noise occurred and        needed to understand if the position        and vibration amplification. Then with
understand when it was most severe.          of the gears changed as a result of         those measurements and simulation
                                             the operating parameters. By using          results we knew what the problem
Wim Hendricx, Technical Manager              inductive sensors we could measure          was – that there was a combination
of Engineering for LMS International         how far the gear meshing surfaces were      of structural resonances excited by a
and supervisor on the Valtra project,        away from the theoretical position.         larger than expected transmission error
explains, “This was a good start as Valtra   Based upon these measurements               instigated by gear misalignment.”
diagnosed which gears were causing the       we were able to understand more
problems and under what circumstances.       accurately the correlation between the      In other words, the excitation of the gear
What we at LMS then did was instrument       alignment parameters and the noise.”        unit was due to a misalignment of the
the gearbox on the inside to examine                                                     output gear, resulting in the gear teeth
those problematic situations more            LMS engineer Daisuke Nagahata, who          contacting at an imperfect position, in
carefully and identify the underlying        closely cooperated with Valtra, adds,       turn affecting the bending of the teeth
dynamic phenomena of the gear whine.”        “It was important that Valtra and LMS       and increasing the ripple on the gear
LMS Engineering Services approached          discussed upfront where the sensors         ratio, and this ripple generating noise.
this by making an operational deflection     should be placed. In the end, those         LMS diagnosed the underlying problem
shape and alignment analysis of the          sensors provided us with very useful        as being a relatively high movement of
transmission to observe how the parts        information, not only with regard to        a particular shaft and proposed to add
inside the transmission moved in             operational alignment change, but           stiffness in the bearing supporting it.
different operational conditions. This       also about structural resonance. This       Valtra did just this: modifying the design,

| 28 | LMSNEWS - May 2009
                                                                                          LMS Engineering Services and the Valtra team at
                                                                                          work identifying a critical gear whine noise issue (see
                                                                                          rainflow diagram) during the engine run-up.

paying greater attention to tolerances          installed and then prepared a prototype   “This equates to at least three months
and changing the structure to minimize          by mounting all internal transducers      and might well be a lot more. Time is
misalignment. Valtra then built a               at the identified locations. This was a   money. We learned a lot through this
prototype based on these modifications          big contribution by Valtra, something     project and now have much better
and the validation measurements that            we could not have done on our own.”       capabilities to work with these issues.”
followed were conclusive: transmission
noise was reduced by more than 3dB              The bottom line: saving time              A sure market success
in critical conditions, cabin noise
by 1dB and cabin sound quality                  With eight weeks preparation time         Valtra launched its continuously
was also significantly improved.                undertaken by Valtra, three weeks         variable transmission in October 2008.
                                                of measurements and 10 weeks of           As part of an industry that is forever
Wim Hendricx sees the solving of                analysis and simulation, the whole        looking to make improvements to the
Valtra’s transmission noise as very             project was completed in approximately    bottom line, the introduction of CVT
much a joint venture between the two            five months during the summer of          into Valtra’s portfolio of options has
organizations, “The added value of              2008. Totte Virtanen is in no doubt       already pleased their customers as
LMS engineering is that we went inside          about the contribution made by            well as making an impact on their own
the gearbox to pinpoint precisely the           LMS International in their quest to       cost-savings. “We are very happy with
source of the noise but some of the             reduce transmission noise rather          the results,” concludes Virtanen. “LMS
work, particularly the measurement              than simply insulate the sources.         has unsurpassable skills in analyzing
preparation, was done by Valtra. They                                                     data and we are most certainly
modified their gearbox by identifying the       “We saved at least one test cycle         interested in future cooperation.”
locations where the transducers could be        with new prototype parts,” he states.

                 “Time is money. We learned a lot through
                 this LMS project and now have much better
                 capabilities to work with these issues.”
                 Totte Virtanen, Valtra, Senior technical specialist

                                                                                                             LMSNEWS - May 2009 |       29 |
Hydraulic valve optimization and intelligent
transmissions for greener city buses
Voith Turbo credits LMS Imagine.Lab
with critical transmission design improvements

As gas prices continue to be turbulent and pressing environmental concerns are everywhere,
paradigmatic behavioral shifts are taking place. The energy crisis is not only turning consumers’
preferences to smaller and more fuel-efficient vehicles, but it is also engendering a necessary
awareness of when and how frequently people use their cars. More and more people are finding their
way to public transportation as a cheaper and more environmentally friendly alternative for getting
around. According to a recent US PBS (Public Broadcasting Service) report, mass transit ridership
has increased significantly in nearly all US cities: in Boston, subway ridership has grown 9 percent;
in Seattle, the number of commuter rail passengers is up 28 percent; and in San Antonio, Texas, bus
ridership has risen by 11 percent. While transit officials welcome the growing number of commuters,
they cannot escape the volatile oil prices and elevated cost of mass transportation service.

| 30 | LMSNEWS - May 2009
For governmental authorities in                                  use of their resources; this means driving                          Founded in 1867, the company produces
particular, this economic situation                              as efficiently as possible and minimizing                           state-of-the art hydrodynamic drive,
puts significant constraints on bus and                          wear and maintenance. According to                                  coupling and breaking systems for road,
transportation services, paradoxically                           Voith Turbo, the answer to many of these                            rail, marine and industrial applications.
at a time when demand is on the rise.                            questions is the automatic transmission.                            Voith Turbo’s automatic transmissions
Furthermore, increasingly stricter                                                                                                   for buses - DIWA.3E and DIWA.5 - can be
emission standards, like the new Euro                            Part of one of the largest family-owned                             installed in any driveline bus for ensured
5 standard, raise the performance bar                            companies in Europe, Voith Turbo, a                                 fuel economy, passenger comfort,
another notch. Buses today are more                              leading specialist for power transmission                           operating efficiency and reliability.

                                                                                                 Engine output
fuel-efficient and less polluting yet                            based in Heidenheim, Germany, has                                                            DIWA delivered over
                                                                                                                                     Worldwide, Voith Turbo hasautomatic transmission
still superior in passenger comfort. To                          developed a four-speed automatic                                                                 transmissions to
                                                                                                                                     150,000 DIWA automatichydrodynamic proportion
economize, bus operators must make full                          transmission especially for city buses.                             bus
                                                                                                                                   1st gearcustomers in Asia, Europe and the US.
                                                                                                                                                                 mechanical proportion
                                                                                                                                                            a = gear shift 1-2
                                                                                                                       Starting range – DIWA

                                                           a                                                                       b     a        b
    Engine output

                                                                                                 Engine output
                                                               DIWA automatic transmission                                                                  Conventional automatic transmission
                                                                  hydrodynamic proportion                                                                      hydrodynamic proportion
                                     1st gear                     mechanical proportion                                 st
                                                                                                                       1 gear                nd
                                                                                                                                          2 gear               mechanical proportion
                                                               a = gear shift 1-2                                                                           a = gear-shift 1-2
         0                                                                                            0
                          Starting range – DIWA                                                                              Starting range –               b =Closing of the lock-up
                                                                                                                 conventional automatic transmission
                                     b     a       b
                        The differential torque converter principle functions on the basis of power separation, which provides smooth acceleration
    Engine output

                                                              Conventional or three transmission
                        where other transmissions need to shift gears twoautomatic times. One gear replaces two conventional gears.
                                                                  hydrodynamic proportion

                          1st gear              2nd gear          mechanical proportion
                                                               a = gear-shift 1-2
                             Starting range –                  b =Closing of the lock-up
                    conventional automatic transmission

                                                                                                                                                       LMSNEWS - May 2009 |      31 |
                                                                                1.  Counter-rotating torque converter
8       5 4 3 10              2      1         6       7              9         2.  Impeller brake
                                                                                3.  3rd gear clutch
                                                                                4.  Differential gear
                                                                                     1 Counter-rotating torque
                                                                                5.  Input clutch
                                                                                6.      convert gear
                                                                                    Epicyclical er
                                                                                7.   2 Impeller brake
                                                                                    Planetary gear unit with lamellar brake
                                                                                     3 reverse clutch
                                                                                    for 3 gear gear/convertor brake

                                                                                     4 Differential gear
                                                                                8. Torsional vibration damper
                                                                                9. Heat exchanger
                                                                                     5 Input clutch
                                                                                10. 4th gear clutch gear
                                                                                     6 Epicyclical
                                                                                     7 Planetary gear unit with
                                                                                        lamellar brake for reverse
                                                                                        gear/converter brake
                                                                                     8 Torsional vibration damper
                                                                                     9 Heat exchanger
                                                                                  10 4th gear clutch

The heart of the DIWA transmission is the hydrodynamic counter-rotating torque
converter. Behind the converter, an epicyclical gear combines the hydrodynamic and
mechanical forces. Gear shifting occurs electro-hydraulically with patented solenoid

    The difference behind the DIWA                      comfort and less maintenance. For                   operational data is recorded for
                                                        example, a typical oil change interval              later vehicle design optimization as
    Voith Turbo’s DIWA transmission is                  would be every 180,000 kilometers.                  well as maintenance and repair.
    characterized by its unique differential            This makes DIWA “the epitome of
    torque converter principle: the moving-             economic driveline bus operation,”                  LMS Imagine.Lab steps in
    off range of the DIfferential WAndler               according to a company spokesperson.
    (converter) transmission replaces the                                                                   Like most automatic transmissions,
    first two gears of a standard automatic             Intelligent transmissions                           the DIWA transmission is hydraulically
    transmission. The differential torque                                                                   operated and this is where LMS steps
    converter principle functions on the                The DIWA transmission comes with                    into the picture. In 2005, Voith Turbo
    basis of power separation: the engine               intelligent acceleration-dependent                  requested a hydraulic valve case study
    power is split into mechanical and                  gearshift programs that adapt to                    to improve the hydraulic valve behavior
    hydrodynamic components, which are                  topography, vehicle acceleration,                   in terms of stability and functionality.
    later rejoined in the output drive. The             axle transmission ratio and load                    They wanted to analyze their systematic
    result of this differentiating power                conditions. This optimizes the shift                processes and understand the test
    process is a continuous acceleration                points and minimizes fuel expenditure.              results. Voith Turbo was also interested
    within a speed range where more                     The transmission is further equipped                in introducing a systematic development
    conventional gearboxes must be shifted              with a hydraulic torsional vibration                process for mechatronic products as
    2 to 3 times. Not only does this reduce             damper for minimal engine speed after               well as parameter variation studies
    the amount of gearshifts by 50 percent,             shifting as well as standard automatic              and other enhanced solutions. Voith
    it also means better fuel consumption               neutral shifting for interrupting power             Turbo opted for LMS Imagine.Lab
    in the lower speed ranges thanks to the             transmission between the engine and                 Transmission Comfort solution with three
    partly mechanical power transmission                transmission when the bus is stationary.            different LMS Imagine.Lab AMESim
    as well as a diminished thermal load                Moreover, it is possible to select from             libraries: Hydraulic (HYD), Hydraulic
    on the engine cooling circuit using the             four different gearshift programs                   Component Design (HCD), and Hydraulic
    power-split principle. Since the four-              adapted to operating conditions. The                Resistance (HR). The LMS Imagine.
    speed DIWA transmission is comparable               transmission state is continuously                  Lab Transmission Comfort solution
    to a standard 5 or 6 speed gearbox, its             monitored by patented software                      helps Voith Turbo visualize hydraulics
    prolonged drive range allows shift-free             to prevent transmission overhauls                   systems and its related interactions.
    driving which leads to higher driving               and, interestingly, comprehensive

    | 32 | LMSNEWS - May 2009
“To recourse to 1D multi-domain            What differentiated the LMS Imagine.
system simulation is particularly          Lab AMESim software from previous
valuable since the dynamic behavior        solutions was the scope and quality of
of such systems is hard to predict and     the AMESim’ libraries, the various model
every single subsystem needs to be         representations and the fully-functional
taken into account,” said Bernhard         validated 1D models for design and
Höfig of Voith Turbo’s mechatronics        testing purposes. The overall testing time
and simulation department.                 was considerably reduced and fewer
                                           prototype iterations were necessary.
The LMS Imagine.Lab AMESim software
package and libraries gave Voith           “For us, LMS Imagine.Lab AMESim
Turbo a systematic way to examine          is a powerful and flexible simulation
and develop the hydraulic valves in an     environment for a systematic and
automatic transmission. An innovative      detailed analysis of dynamic system
way of working, the integrated LMS         behavior. This helps us to continuously
Imagine.Lab AMESim platform and            improve our design and development
dynamic system analysis helped Voith       process,” commented Bernhard Höfig of          “LMS Imagine.Lab AMESim
Turbo gain a better understanding of       Voith Turbo’s Mecatronics and Simulation       rapidly proved to be the
the overall hydraulic behavior. Thanks     department. “LMS Imagine.Lab AMESim
to the simulation studies and validate     rapidly proved to be the ideal solution        ideal solution for the
physical 1D models for complex hydraulic   for the design of valves in our automatic
systems, it became possible to develop     gearboxes,” added Bernhard Höfig. “It
                                                                                          design of valves in our
a new design for the hydraulic valves      definitely helped to streamline the design     automatic gearboxes.”
for an automatic transmission that         and development of our transmission
was able to meet the tough functional      systems, making them readily available         Bernhard Höfig - Voith Turbo
requirements for more efficient and        for the transportation market.”                Mecatronics and Simulation department
environmentally sustainable city buses.

                                                                               9          10                   1. Clutch
                                                                                                               2. 3/2 Directional valve
                                                      1                                                        3. Transmission oil
                                                                                                               4. Hydraulic resistance
                                 3                                                                             5. Actuation
                                                                                                               6. Return
                                             4                                                11               7. Pressure supply
                                                                                                               8. Leakage
                                                                                                               9. Piston
                                                                                                               10. Spring
                                                  2                                           16
                                                                                                               11. Spring characteristics
                                                                                                                   of the lamellas
            2                5                                                                                 12. Actuation
                                                                                                               13. Controller
                                                                                                               14. Solenoid
                                                                                         17        18          15. Valve spool with control edges
                                                                 12                                      19    16. Connection to the
                                              7                                                                    clutch actuator
                                                                          13                                   17. Return
                                                                               14   15                         18. Pressure supply
                                                                                                               19. Pressure active area
                                                                                                                   and return spring

                                                                                                           LMSNEWS - May 2009 |    33 |
Jaguar: engineering a brand that combines
luxurious sound with first-class handling
A Jaguar is known to handle like a dream, and at fast highway speeds, you hear only the
quiet purr of the engine – not a glimmer of annoying road noise. Jaguar is one of the few
vehicle brands associated with nothing but superlatives -- in this case top-of-the-line
comfort and superb drivability. To reach this level of performance, the expert engineering
teams from Jaguar and LMS combined a multi-attribute chassis-balancing process with a
cutting-edge test-based tire model from LMS International. The multi-attribute methodology
helped Jaguar optimize their engineering process and balance road noise requirements
on the much-anticipated new XJ without compromising its renowned best-in-class vehicle
handling. LMS Engineering consultants provided technology transfer throughout the
project so that Jaguar’s experts can continue to deploy the multi-attribute process.
Maintaining Jag’s brand image              Suspension (CATS) system constantly         engineers had only enough time to
                                           monitors and tunes the car’s four-          evaluate a few alternatives with this time
Throughout the decades, Jaguar has         wheel independent double-wishbone           consuming trial-and-error method and
maintained a clear brand image. Jaguars    suspension to match driving conditions,     had to remain within the boundaries set
are known for power, style, quality and    providing a comfortable cruising ride and   by the ride and handling department.
– most importantly – driving dynamics      automatically adjustments for greater
and comfort – areas which are the focus    maneuvering control and responsiveness.     Building full vehicle
for the company’s expert engineers                                                     concept models
and their leading-edge automotive          A redesigned XJ is underway. A key goal
technology. Case in point is the chassis   of the project is to optimize the design    To ensure an efficient process and
and suspension design of the XJ series,    of the chassis to maintain current ride     successful project outcome, Jaguar opted
Jaguar’s flagship full-size sedan. A       and handling behavior while lowering        to work with LMS Engineering Services
third-generation XJ was introduced in      interior NVH road noise – quite a           to perform a systematic multi-attribute
2003 with a ground-breaking aluminum       trick considering the XJ is already         optimization of the vehicle chassis. The
body and chassis that minimizes            extremely quiet. Compounding the            multi-attribute optimization process
the use of heavier steel parts.            engineering challenge, ride and handling    required engineers to create full-vehicle
                                           requirements often conflict with those      concept models to predict different
The aluminum design is 60% stiffer and     related to road noise. Historically,        functional performances for road
40% lighter than comparable all-steel      traditional prototype testing performed     noise and ride and handling. To reach
vehicles, translating into improved fuel   late in development was used to lower       the targeted road noise performance
economy and handling. Furthermore,         road noise, but noise levels typically      and maintain the handling, engineers
a Computer Active Technology               were not reduced significantly because      optimized and balanced the functional
performance quickly and efficiently to          New test-based tire model                      reproduce measured vehicle cabin
reflect the required Jaguar brand values.                                                      response is required. This is why LMS
                                                In order to respond to the automotive          decided to develop a new NVH tire
The road noise model was a hybrid               industry’s need for accurate                   model derived from experimental data
representation consisting of test-based         representations of road-induced input          along with three-degree-of-freedom
and simulation-based building-block             forces on the vehicle structure – an input     tire patch input displacements. When
sub-models assembled in LMS Virtual.            that remains the same regardless of            coupled with a vehicle model, road
Lab Noise and Vibration using a                 suspension or body design configuration        noise can be predicted accurately up to
frequency response function (FRF) based         – LMS engineers developed a NVH                300Hz, enabling virtual testing of the
sub-structuring method. The chassis             tire model. A physically correct tire          suspension and body design changes.
sub-frame (including all the different          representation can achieve accurate
suspension connections) and the various         predictions of structure-borne road noise      To achieve the 300Hz upper limit of
suspension links were represented as            in the early vehicle development stages        the target frequency range, the LMS
flexible-body finite-element analysis (FEA)     when prototypes are not available for          NVH tire model accounts for interior
models. For computational efficiency,           measuring the forces or resulting noise.       cavity acoustic effects as well as the
these FEA models were reduced to                                                               flexibility effects of the wheel rim. Tire
modal representations. The car body             Traditional automotive industry methods        manufacturers typically make modal
(frame, doors, side panels, etc.) was a         for handling road noise phenomena              models available to the vehicle OEMs,
test-based representation created from          involve applying experimental spindle          but effects such as wheel rim flexibility
FRF measurements taken by LMS Test.             forces or vertical displacements to the        and cavity acoustic effects are not
Lab. A revolutionary test-based NVH             tire patch. Each method has limitations        included. Fully meshed FE models
tire model unique to LMS was derived            with respect to absolute accuracy              have been created to include these
from FRF experimental data, along               or input dependency on suspension              effects, but a high level of accuracy
with three-degree-of-freedom road               characteristics. For an accurate design        is difficult to achieve especially for
displacement measurement data.                  evaluation, an invariant input that can        an automotive OEM, who typically

                                                    High tension rope
                                                                                 Force platform


                            Rope tension
                            read out

                                                                              Stiff concrete foundation
                                                                              to avoid resonance

                                                                                 Unique to LMS, the tire model (right page above)
                                                                                 is created from a special measurement technique
                                                                                 on a custom test rig (left and drawing above).

| 36 | LMSNEWS - May 2009
                                                                                                              “Thanks to LMS, the
                                                                                                              technology transfer will
                                                                                                              enable Jaguar to leverage this
                                                                                                              leading-edge work in future
                                                                                                              development projects.”
                                                                                                              Faruk Turgay - Jaguar Land Rover
                                                                                                              Manager Vehicle NVH

The hybrid full vehicle road noise model in LMS Virtual.Lab contains test-based representations of
the tires, body and road displacements as well as a simulation-based representation of the chassis
sub-frame (including all the different suspension connections).

does not have accurate construction                     displacements, sub-frame, body and                    full-vehicle ride and handling model for
geometry or material properties.                        chassis in a full vehicle model, road                 predicting handling and steering feel
                                                        noise can be accurately predicted for                 during steady-state cornering, step steer
“For these reasons, an experimentally                   frequencies up to 300 Hz at the driver                inputs, double lane changes and other
derived NVH tire model is an attractive                 seat as well as front and rear passenger              vehicle maneuvers. LMS Virtual.Lab
approach to accurately study structure-                 locations in the vehicle interior.”                   Optimization correctly adjusted these
borne road noise in the early stages of                                                                       models using a Design of Experiments
vehicle development,” explained Joris                   Multi-attribute optimization                          (DOE) process to determine various “best
Van Herbruggen, Vehicle Development                     yields first-class results                            of” chassis parameters for both road
Manager at LMS Engineering Services.                                                                          noise and ride & handling for bushing
“When the NVH tire model is coupled                     In a similar fashion, LMS and Jaguar                  stiffness, modal frequencies and local
with representations for road                           engineers worked together to create a                 stiffness in suspension attachment
                                                                                                              points on front and rear sub-frames.

                                                                                                              “Thousands of different chassis
                                                                                                              parameter combinations were explored
                                                                                                              in this multi-attribute optimization
                                                                                                              process to find the “best-possible”
                                                                                                              optimized road noise using a target curve
                                                                                                              while keeping handling performance
                                                                                                              within specified boundaries. The final
                                                                                                              result was a set of modified chassis
                                                                                                              design parameters. The predicted road
                                                                                                              noise levels were lower by as much as
                                                                                                              2dB,” stated Joris Van Herbruggen.

                                                                                                              “Thanks to the know-how and pragmatic
                                                                                                              attitude of LMS Engineering Services
                                                                                                              experts, the technology transfer from
                                                                                                              this study will enable Jaguar engineers
                                                                                                              to leverage this leading-edge work
                                                                                                              in future development projects. We
                                                                                                              will continue to use LMS solutions to
                                                                                                              maintain our brand image for the next-
                                                                                                              generation luxury vehicles that drivers
  The XJ series is Jaguar’s flagship full-size sedan. A key goal of the current redesign is to optimize the   have come to expect from Jaguar.”
  design of the aluminum chassis to improve road noise without compromising handling performance.             Faruk Turgay, Manager Vehicle NVH at
                                                                                                              Jaguar Land Rover.

                                                                                                                               LMSNEWS - May 2009 |   37 |
LMS’ expert GVT team helps EADS-CASA complete large-scale
Airbus A400M ground vibration test in less than a month’s time

Known for its GVT expertise, LMS and its Spanish partner Alava    half. This saved several crucial weeks from our normal test
Ingenieros have completed a GVT technology co-operation           time.” Beginning September 26, 2008 at the FAL’s Flight Test
project with the Ground Vibration Testing team at EADS-           Centre in Seville, Spain, the entire GVT cycle took just under a
CASA that enabled the team to successfully complete a             month – a rather fast pace for a thorough 700 channel set-up
700-channel large-scale aircraft GVT on the Airbus A400M          that included placing 700 accelerometers. During this period,
in less than a month’s time. On top of that, four additional      various GVT tests, performed by a joint team from EADS-CASA
configurations were tested in only two extra weeks. Part of an    MTAD’s Structural Test Department in collaboration with EADS-
on-site support project, LMS and Alava Ingenieros engineers       CASA MTAD’s Aeroelasticity & Dynamic Loads department,
helped with the EADS-CASA deployment of a 700-channel LMS         were carried out on the first aircraft, the Airbus A400M MSN01,
SCADAS III hardware and LMS Test.Lab software system over         which was placed on an elastic rubber platform to simulate a
a series of three GVT tests: the Airbus A310 MRT, the Airbus      “ready for flight” configuration. These standard tests measured
A330 MRTT and the Airbus A400M respectively. The project          the frequency and damping modal parameters to determine
covered complete LMS Test.Lab and LMS SCADAS III system           the aircraft’s dynamic behavior from an aeroelastic point of
installation and integration, extensive training and on-site      view. “The commitment from the LMS and Alava Ingenieros
assistance. “From a software perspective, LMS Test.Lab is very    experts regarding the test objectives was outstanding. This
user-friendly and quick to set up. It is very simple to perform   ranged from the test coordination to the way they helped the
‘normal’ mode tuning. On the hardware side, the fact that the     team quickly resolve unexpected test and aircraft system
LMS SCADAS III equipment acquired by EADS-CASA can record         problems. The GVT takes place – usually -- very close to the
over 700 channels simultaneously is an extremely important        first scheduled flight. You can easily imagine that there is no
time-saver. The A400M test shows that all kinds of GVT            room for failure or delay. And saving a couple of weeks is a
requirements can be accomplished with this equipment -- even      rather exceptional achievement for this kind of mission critical
the largest aircrafts,” stated Mr. Posada, Head of Structural     test. It was a tremendous amount of excellent team work
Test, EADS-CASA MTAD. “In addition, we realized a considerable    from everyone involved,” concluded Mr. Hector Climent, Head
productivity increase and cut the overall acquisition time in     of Aeroelasticity & Dynamic loads, EADS-CASA MTAD.

| 38 | LMSNEWS - May 2009
Designing Million-Mile
Trucks in Record Time
Daimler Trucks North America gets new models on
the road faster than ever with LMS Virtual.Lab.

Optimal multibody designs arrive in a       while also being comfortable, safe, and    Pulling road trains
few hours instead of the merely workable    lightweight enough for optimal fuel        across the outback
configurations that formerly took weeks.    efficiency.
                                                                                       From a business perspective, Daimler
Developing new models of long-haul          On top of these requirements, the          Trucks North America wants its trucks
trucks that can withstand a million miles   company’s entire line of vehicles must     on the road as quickly as possible. To do
or more of rough-and-tumble service         be redesigned on a tight schedule to       this, engineers must spend considerable
is quite a task, even for the large staff   meet increasingly stricter emissions       effort and contend with complex vehicle
of more than nine hundred engineers         standards around the world. Redesigns      design details where high quality is an
at Daimler Trucks North America. The        generally start with the engine and a      absolute must. Case in point is the model
company is the largest heavy-duty truck     host of add-ons including particulate      4900, one of the company’s premium
manufacturer in North America and a         filters, turbochargers and afterburners.   vehicles made by its Western Star
leading producer of medium-duty trucks      From there, modifications ripple through   business unit. Sold around the world,
and specialized commercial vehicles.        the rest of the vehicle as various         the 625-horsepower truck is especially
The trucks must be rugged enough to         other assemblies and components are        popular in Australia where it pulls heavily
withstand years of tough operation          repositioned and resized accordingly.      loaded multiple trailers called “road
                                                                                       trains” across the outback.

                                                                                                       LMSNEWS - May 2009 |   39 |
“By integrating LMS Virtual.Lab, we gain insight into the dynamic behavior of
interrelated vehicle systems allowing us to leverage tremendous expertise in
continuing to develop some of the best commercial vehicles on the road.”

Landon Grogan, Director of Vehicle Integration and Validation at Daimler Trucks North America

To accommodate a modified engine               limited the location and motion paths of       engineers at Daimler Trucks North
configuration that would comply with           the rod and relay arms.                        America merely enter key parameters
Australia’s newer emissions standards,                                                        into a template that Keiner prepared with
engineers had to move numerous                 Eight weeks of                                 the help of LMS application engineers.
components such as the clutch control          work done in hours                             Parameters include constraints such as
assembly – a part of the powertrain                                                           the clutch yoke position and rotation, for
system that disengages the transmission        Previously, working through all these          example, as well as control-arm target
when the driver presses the clutch pedal       design details took considerable time.         positions that would provide the best
to shift gears. Just relocating a single       “In the past, we would start with a base       clutch engagement and disengagement.
bracket of this mechanical assembly            design, try different lengths and angles
meant that all the components had to           of rods and relays, then check pedal           The system then automatically goes
be resized – including the clutch relay        travel and yoke rotation, and finally          through numerous iterations computing
and relay arms, and connecting rods that       determine forces and compare them to           pedal forces and relay arm angles
transfer force between the clutch pedal        allowable limits. It was a long, hit-or-miss   for various rod and arm lengths. The
and a rotating yoke in the transmission.       process done manually with numerous            software converges on the best possible
                                               calculations,” explained Keiner. “Typically,   solution to meet the target value. In this
“All parts must operate within prescribed      eight weeks often were required from           process, the LMS Virtual.Lab tools arrive
limits for the assembly to work properly,”     start to finish to evaluate perhaps six        at an optimal assembly by creating and
said Chassis Design Engineer Jacob             assemblies and finding one that worked         comparing more than 500 designs – all in
Keiner. He explains that the transmission      satisfactorily. Then, several hardware         a few hours.
yoke must rotate at just the right angle       prototypes were built and tested
and with enough force to engage and            numerous times to spot and fix any             “With our old manual process, it took
disengage the clutch without breaking          problems.”                                     a long time just to find a workable
or bending the rods or relay arms. Also,                                                      design,” he said. “But with LMS Virtual.
drivers like to have a consistent, familiar    Now with the help of LMS Virtual.Lab           Lab multibody and optimization tools and
feel with the pedal – not too sloppy or        Motion multibody software coupled to the       templates, we can find the best design –
too tight. Further, packaging constraints      LMS Virtual.Lab Optimization solution,         quickly,” added Jacob Keiner.

“The speed and accuracy of minimizing driveshaft vibration with LMS Virtual.Lab
multibody and optimization solutions is cutting-edge in the trucking industry.”
Kristopher Dausz, Chassis Design Engineer, Daimler Trucks North America

| 40 | LMSNEWS - May 2009
“With our old manual process, it took a long
time just to find a workable design, but with
LMS Virtual.Lab multibody and optimization
tools and templates, we can find the best
design – quickly.”
Jacob Keiner, Chassis Design Engineer,
Daimler Trucks North America

The speed and accuracy
of cutting-edge technology                                         Western Star’s model 4900. Sold around the world, the 625-horsepower
                                                                   truck is especially popular in Australia where it pulls heavily loaded
Similar benefits were achieved using LMS Virtual.Lab to            multiple trailers called “road trains” across the outback.
minimize the angular acceleration of a universal-joint yoke
joining sections of the driveshaft, where any “jerkiness”
in rotation significantly increases the risk of component
failure, such as the yoke center bearings. Kristopher Dausz,
a Chassis Design Engineer working with Jacob Keiner, noted
that engineers traditionally use rule-of-thumb formulas to
find a satisfactory vertical position for the yoke. “Manual
3D optimizations could take weeks and are often only 2D
approximations,” added Dausz.

In contrast, LMS Virtual.Lab can be used to model the yoke’s
attachment to the underside of the truck frame as a 3D model
in which shafts often are positioned off-center to clear other
components. In just a few hours, LMS Virtual.Lab Optimization
rips through calculations to determine forces and angular
acceleration for hundreds of configurations in a range of yoke
speeds and torque loads. Accuracy is far greater with the new
process, enabling engineers often to reduce driveshaft angular
acceleration to near zero instead of squeaking in just below the
allowable maximum of 300 radians/second. “The speed and
                                                                   Engineers at Daimler Trucks North America used LMS Virtual.Lab Motion
accuracy of minimizing driveshaft vibration with LMS Virtual.      to model the complex assembly of levers, relay arms and a connecting
Lab multibody and optimization solutions is cutting-edge in the    rod transferring force between the clutch pedal and transmission.
trucking industry,” stated Kristopher Dausz.

The right tools for the job

Paul Hynes, Chassis Engineering Manager, noted reasons why
the LMS tools are well suited to optimize dynamic assemblies.
LMS Virtual.Lab can import data directly from the CATIA V5
CAD program used at Daimler Trucks North America without
conversions and manual manipulation. Scripting features in
LMS Virtual.Lab allow engineers to adapt the software to
automatically compute force functions and other parameters.
Also, a correlation matrix in the LMS Virtual.Lab Optimization
module lets engineers readily see relationships between parts
and how changing one parameter impacts others.

This attention to detail up front in development means fewer
prototype tests are needed and lower risk of “build” problems
on the plant floor. “Designs can be completed faster with LMS      By accurately representing the 3D dynamics of the drivetrain,
tools and production goes smoother,” added Paul Hynes.             engineers can reduce vibration to near zero with LMS Virtual.Lab.

                                                                                                              LMSNEWS - May 2009 |     41 |
Ready to rough it: when it really gets tough
LMS SCADAS Durability Recorder
                            Built on LMS SCADAS Mobile technology, the LMS SCADAS
                             Durability Recorder is specifically designed for truly rugged
                                data acquisition in extreme conditions. With all the water,
                                dust, dirt, shock, vibrations and jolts associated with real-
                                life testing, it is no wonder that durability data acquisition
                                equipment needs to be rougher and tougher than typical
                                data acquisition equipment. In this light, it also makes
                                sense to leave your computer at the office and count on the
                                handy wireless LMS SCADAS Smart Control to manage and
                                validate the test data on-site.

                                Rugged and durable from
                                connection to the final measurement

                                Durable measurements start with quality cables
                                and rugged connectors for no-compromise
                                data acquisition security. The MIL-STD-810F
                                certified LEMO connectors on the LMS
                                SCADAS Durability Recorder, renown
                                for their endurance lasting up to 5000
                                mating cycles, ensure vibration-
                                resistant cable connections.

| 42 | LMSNEWS - May 2009
The LMS SCADAS Durability Recorder is a rugged instrument          Maximum measurement power in one single box
with true MIL-STD-810F compliancy. Its sturdy and robust
design can stand up to the most diverse external climate           Designed to be multi-purpose, a single LMS SCADAS Durability
conditions from -20°C to +55°C and is tested for 60gpk shock       Recorder frame can host up to 72 direct sensor measurements
and 7.7grms vibration. The LMS SCADAS Durability recorder          together with a CAN-based vehicle network and GPS data.
contains no moving parts such as fans or hard discs. It is also    With this type of measurement power, you can easily acquire
available in a sealed version to resist dust and water according   any combination of strain, load, moment, displacement,
ingress protection code IP54.                                      acceleration, tacho signal, pressure, temperature… in one single
                                                                   unit all without swapping cards or adding extra external signal
PC-free smart data recording:                                      conditioning. This limits the amount of required equipment,
CompactFlash recording and PDA monitoring                          which, of course, reflects on the bottom line.

Besides being rough-n-tough, the LMS SCADAS Durability             Flexibility and modularity: tuned to your
Recorder is strikingly independent -- with its 100% autonomous     measurement needs
operation and direct-to-CompactFlash card recording. Now
you no longer need to even think about how you are going           The ideal multi-purpose investment, the LMS SCADAS Durability
to get a laptop hooked up to your test set-up as no PC is          Recorder adds another dimension to testing flexibility. The LMS
required during measurement. With direct 24-bit streaming,         SCADAS Durability Recorder can be expanded with a digital
it stores the acquired data and conversation format on high        interface to the KISTLER RoaDyn 2000 Wheel Force Transducer
performance, fast read/write solid-state CompactFlash              system. A simple UTP connection supports synchronous
memory cards. The data is perfectly ready for on-site              acquisition of all relevant wheel force signals: forces, moments,
analysis or further study back at the lab or in the office.        angle and angle speed.

                                                                                                         LMSNEWS - May 2009 |   43 |
 LMS SCADAS Smart Control
 Always leave the field with quality data
                                                                   Simple and easy route to maximum
                                                                   validation in a minimum time

                                                                   Time is everything during data acquisition and usually
                                                                   there is only one chance to get the data right. In the
                                                                   best-case scenario, the data is checked in the field
                                                                   avoiding typical test-run stress like faulty data storage,
                                                                   annoying reruns and time-consuming data translations.

                                                                   The LMS SCADAS Smart Control, a powerful
                                                                   Windows Mobile PDA solution, guarantees easy-
                                                                   to-use time data recording and on-the-spot data
                                                                   validation. The person running the test can control
                                                                   and monitor the entire measurement process and
                                                                   get full confidence in the test-run quality.

                                                                   During the recording process, the LMS SCADAS Durability
                                                                   Recorder provides instant graphical and tabular feedback
                                                                   per channel right on the PDA. Besides information such
                                                                   as overload, min, max, RMS, RPM, users can check
                                                                   remaining battery time and storage capacity. Actual
                                                                   data sets can be annotated and field modifications to
                                                                   the measurement set-up can be made on the fly.

                                                                   Data can also be checked immediately after
                                                                   the measurement – without waiting for it to be
                                                                   uploaded thanks to on-board data reduction. The
                                                                   on-board digital signal processing power stores
                                                                   a condensed overview time series and overall
                                                                   statistics while real-time data is collected.

A range of universal modules, allow you to broaden from mobile
data acquisition for durability to include areas like human body   LMS Test.Xpress Durability
vibration testing, sound power homologation, structural and        Fast and accurate set-up and seamless
modal analysis, and rotating machinery testing – all based on
                                                                   high quality data delivery in one single package
one single system.
                                                                   Setting up the LMS SCADAS Durability Recorder could not
For high-channel counts where the channels are divided over        be simpler. Users simply prepare the measurement set-up
multiple separated testing units, the system supports a daisy-     in the office and store the full test-set up directly on the
chained master/slave configuration with fully synchronized data    CompactFlash card using LMS Test.Xpress Durability.
automatically collected in one measurement file.
                                                                   The software is specifically tuned for handling
Lab-ready real-time front-end                                      challenging set-ups including a large number of
                                                                   channels. Signal calibration and signal checks ensure
Of course, thanks to its core LMS SCADAS technology, the LMS       correct cabling and functioning of all sensors so that
SCADAS Durability Recorder is perfectly at home in a PC-based      the measurement can be started in full confidence.
laboratory system. Engineers can easily integrate a LMS
SCADAS Durability Recorder with IST, MTS or other laboratory       Final validation can be performed during data upload from
testing equipment. Analog outputs (available 2010) let users       the CompactFlash card. Not only is this extremely fast, it
connect conditioned data signals to test rig controllers for       puts a variety of extra validation processing options -- like
laboratory test development.                                       2D time, digital, frequency signal math, filtering, statistics,
                                                                   FFT, PSD, rainflow, and time at level – right at your
                                                                   fingertips to confirm that the acquired data is error-free.

                                                                                                      LMSNEWS - May 2009 |   44 |
   LMS guarantees right-the-first-time
   durability measurements
                                                                        Visit www.lmsintl.com/durabilitytesting
                                                                        to find out more about LMS durability solutions
   Capturing the right type of load data is a crucial and challenging
   part of the design process. And it gets even harder when it’s
   on-the-spot durability test data. In these types of real-world
   cases, the data acquisition circumstances are not ideal with the
   driver and equipment jolting around on a muddy quad on a test
   track – hours away from the nearest lab.

   And not only are the conditions extreme, more times than
   none the deadlines are tight. Especially with today’s speedy
   development cycles, every day data acquisition runs over is
   reflected in the final product launch date.

   So whether it is climbing steep hills on a test track, driving a
   truck for long-duration mileage on public roads, or testing a
   crane for payloads on the proving ground, the dedicated LMS
   durability solution is the tool test experts count on when they
   know they only have one shot at getting it right.

LMS International • Interleuvenlaan 68 • B-3001 Leuven BELGIUM • T +32 16 384 200 • info@lmsintl.com • www.lmsintl.com
                                                                            LMS is an engineering innovation partner for

                                                                                                                                 LMS SYSNOISE, LMS DADS, LMS Tec.Manager, LMS CADA-X, LMS Test.Lab Mobile, LMS PolyMAX, LMS SCADAS III,
                                                                            companies in the automotive, aerospace and

                                                                                                                                 LMS International, LMS Test.Lab, LMS Virtual.Lab, LMS Test.Xpress, LMS Imagine.Lab AMESim, LMS FALANCS,
                                                                            other advanced manufacturing industries. With

                                                                                                                                 LMS SCADAS Mobile, LMS SCADAS Recorder, LMS SCADAS Durability Recorder, LMS TecWare, LMS TWR,
                                                                            approximately 30 years of experience, LMS helps

                                                                                                                                 LMS Gateway and LMS OPTIMUS are registered trademarks of LMS International. All other trademarks
                                                                            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
LMS INTERNATIONAL                                                           worldwide. LMS is certified to ISO9001:2000
Researchpark Z1, Interleuvenlaan 68                                         quality standards and operates through a network

B-3001 Leuven [Belgium]                                                     of subsidiaries and representatives in key
T +32 16 384 200 | F +32 16 384 350                                         locations around the world. For more information
info@lmsintl.com | www.lmsintl.com                                          on LMS, visit www.lmsintl.com.

Worldwide            For the address of your local representative, please
                     visit www.lmsintl.com/lmsworldwide

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