Lakehead University Team Uses Abaqus in Bridge - Simulia

24 Pages·2009·2.79 MB·English

INSIGHTS
September/October 2009
12 10 8
Inside This Issue
12 Cover Story 10 Customer Spotlight 8 Product Update
ILC Dover Simulates Lunar Habitats Scripps Studies Nature's Bolt Studio Plug-in for Abaqus/CAE
On the cover: Ric Timmers (left), Dave Cadogan (middle), Shock Absorbers
Cliff Willey (right)
In Each Issue
3 Executive Message 19 Alliances
Ken Short, VP Strategy & Marketing, SIMULIA • NASA Optimizes Preliminary Design
INSIGHTS is published by
of Ares V Launch Vehicle with Dassault Systèmes Simulia Corp.
HyperSizer for Abaqus Rising Sun Mills
4 In The News
166 Valley Street
• Extending Abaqus Composites
• Dana Holding Corp. Providence, RI 02909-2499
Capabilities Through Partner
Tel. [phone]
• Northwestern University Applications Fax. [phone]
• NYC Department of Transportation [email protected]
• SAMPE Award 20 Academics www.simulia.com
• Nanjing University Simulates Bird
6 Customer Spotlight Impact on an Aircraft Windshield Editor:
Tim Webb
EADS Pushes the Composite Envelope • Lakehead University Team Uses
Abaqus in Bridge Competition Associate Editors:
Karen Curtis
9 Product Update/Training
Julie Ring
• Abaqus 6.9 Student Edition 22 Customer Viewpoint
Contributors:
• What's New in SIMULIA Training Ken Perry, President, ECHOBIO LLC
Abel Pardo (Grupo TAM), Cliff Willey (ILC
Dover), Cong Wang (GM), Darryl D’Lima
(Scripps Clinic), Dave Cadogan (ILC Dover),
14 Aerospace Strategy Overview 23 Events
Erin Kilmer, Ivonne Collier (Collier Research
Kyle Indermuehle, • SCC 2010 Call for Papers Corporation), Jan Demone, Jon Dunn,
Jose Carlos Fernandez (Grupo TAM),
Aerospace Industry Lead, SIMULIA • 2009 Regional Users' Meetings Ken Perry (ECHOBIO LLC), Ken Short,
Schedule Kyle Indermuehle, Mark Bohm,
Mark Monaghan, Mingbo Tong (Nanjing
16 Customer Case Study University), Parker Group, Ric Timmers (ILC
Dover), Shuhua Zhu (Nanjing University),
Grupo TAM Optimizes Composite Structures Tamas Havar (EADS),
Timo Tikka (Lakehead University),
Wei Chen (Northwestern University),
OL 08 Yuequan Wang (Nanjing University)
Y09_V GraTpohdidc SDaebseigllnier:
S_
N
T_I The 3DS logo, SIMULIA, CATIA, 3DVIA, DELMIA, ENOVIA,
SEP SreogliisdtWeroedrk tsr,a Adebmaqaurks,s Iosfig Dhta,s asanudl tU Snyifisteèdm FeEs Aor a irtes tsruabdseimdiaarrkiess o r
in the US and/or other countries. Other company, product, and
service names may be trademarks or service marks of their
respective owners. Copyright Dassault Systèmes, 2009.
ExEcutivE MEssagE
The Future—Today?
I
n recent years, I’ve noticed a significant increase in the diversity of industries represented by our
customers and of the applications for which Abaqus is used. This is good news from a SIMULIA
business perspective, as all companies today are striving toward a more diverse market position in
order to insulate themselves from over-dependency on one or two industry segments. But this growth in
diverse industries is also valuable to review from historical and predictive perspectives.
One of the guiding principles of our product strategy is Unified FEA. This principle is easy to
understand on the surface: replace multiple FEA software tools with a single, robust, and scalable
solution—Abaqus. A major driver for customer adoption of Unified FEA is the cost savings from rationalization of software
licenses. However, there are also many other less-easily measured savings which come from reduced training costs, eliminating
data translation, increasing accuracy, and improving resource flexibility and collaboration.
Unified FEA has generally been accepted as a “good idea” by our customers in traditionally simulation-focused industries such
as automotive and aerospace, but these leading customers have been a bit slow to embrace and implement the required changes.
8 Perhaps their slow adoption has been caused by concerns over the perceived initial transition costs or limited by the inertia of their
traditional processes and culture.
With significant savings and efficiencies to be gained, why are the automotive and aerospace industries entrenched in a non-unified
FEA approach? I think part of this situation has been caused by the growing pains of the CAE industry itself. The immaturity
of the early commercial FEA offerings left simulation pioneers little choice but to choose software based on complex trade-offs
between required accuracy, software capability, computer performance, and user skill. This situation often resulted in the adoption
of a purely linear analysis approach with significant extrapolation to achieve acceptable results.
Over time, nonlinear analysis became more accessible as software improved and computer power grew. The automotive and
aerospace companies then added these new packages, including Abaqus, to simulate specific physical phenomena without
evaluating or changing their existing processes and methods. Today, it is not unusual for companies to be using multiple
commercial FEA applications: one for linear statics and dynamics, Abaqus for some nonlinear applications, and yet other packages
for specialized simulation applications, although Abaqus is often capable of solving all of the problems.
In other industries, the picture is quite different. Many of our customers in the life sciences, consumer goods, and energy segments
have never managed their simulation processes and workflows in anything other than a Unified FEA environment—with Abaqus
as the core solution technology. These customers were fortunate enough to quantify the value of a Unified FEA process in their
development programs without being hindered by legacy linear approaches.
So are the customers in these “emerging” industries an indicator of the future? We think so. In today’s world, the idea of different
users, or teams, simulating a variety of physical behaviors with disconnected tools and methods is difficult for any company to
justify. Collaboration, flexibility, and efficiency are critical to gaining competitive advantage—particularly in the current economic
situation. In order to emerge from the downturn with positive momentum, all product development organizations—including
automotive and aerospace companies—should take a hard look at their current FEA tools, methods, and processes and make the
bold decisions necessary to transform, unify, and adapt for the future.
Over the years, SIMULIA has invested a great deal in R&D and technology development to address the multiple attributes and
diverse physical behavior demanded by a Unified FEA environment. We are available to work closely with you to assess your
processes, identify cost savings, provide guidance on best practices, and implement transition services that will help your company
move beyond legacy-driven tools and methods toward a unified simulation approach. The upcoming Regional Users’ Meetings
are a great opportunity for you to speak to our regional managers to determine what benefits you can gain from a Unified FEA
approach. We look forward to creating the future with you—today.
Ken Short
Vice President,
Strategy & Marketing,
SIMULIA
www.simulia.com INSIGHTS September/October 2009 3
in thE nEws
Dana Selects Simulation
Lifecycle Management
Dana Holding Corporation has selected SIMULIA SLM as its simulation
lifecycle management solution to enhance product development
decision-making processes and support key business objectives.
Dana will use SIMULIA SLM software to capture and better leverage
product-performance knowledge and engineering expertise created
during the design simulation process. Working with SIMULIA, Dana
will also help define future technology requirements for the effective
management of simulation applications, data, and methods as they relate
to the automotive industry.
“Product development is becoming more complex. It involves not just
system simulation requirements, but also the need to manage and share
huge amounts of engineering information that is housed throughout
the world,” stated Frank Popielas, manager of Advanced Engineering
for Dana’s Sealing Products Group. “SIMULIA SLM will provide us
with consistency, accuracy, and faster turnaround time through easier,
coordinated information access. Not only is SIMULIA a proven leader
in the CAE market, they have a deep understanding of our engineering
processes and workflows and share our vision for leveraging simulation
knowledge as a valuable business asset.”
SIMULIA SLM is based on Dassault Systèmes’ V6 platform. It enables
the capture of simulation expertise for deployment in standard and
repeatable processes. SIMULIA SLM improves the efficiency and
effectiveness of simulation through the entire product lifecycle.
>> www.dana.com
Northwestern University
Using Isight in Teaching
Computational Design

Northwestern University is using Isight to teach and implement
computational methods in product and process design.
The courses using Isight, which are led by Dr. Wei Chen of
Northwestern’s Department of Mechanical Engineering, target
both senior undergraduate and entry-level graduate students across
all engineering disciplines and in the Segal Design Institute. The
curriculum includes lab sessions and learning modules for teaching
advanced computational design techniques such as modeling and
simulation, optimization, design of experiments, metamodeling, and
robust/reliability-based design.
Adoption of Isight has allowed Northwestern to establish a repository
of computational design examples and industry-sponsored design
projects, including topics such as composite structure optimization,
engine piston design, and steel material design. Working on industrial
projects has provided students with the skills to solve real-world
engineering problems using the computational design methods and
Front row: Chris Hoyle, Wei Chen, Sanghoon Lee, Fenfen Xiong. software proficiency gained in class.
Back row: Shikui Chen, Yu Liu, Yuliang Li, Steve Greene, Paul Adrent,
Mark Drayer, Xiaolei Yin, Lin He. “Based upon our experience, we strongly recommend the adoption
of Isight for teaching computational design methods in the design
curriculum of any engineering program,” stated Dr. Chen. “Isight
enables focus upon computational design concepts, as opposed to
letting the computational logistics of programming optimization
algorithms overwhelm students new to computational design.”
>> http://ideal.mech.northwestern.edu
4 INSIGHTS September/October 2009 www.simulia.com
Seismic Analysis
of the Brooklyn Bridge
New York City’s Department of Transportation (DOT) is in the
process of evaluating and, if necessary, rehabilitating its many
important bridges to meet seismic guidelines. A comprehensive
seismic evaluation of the Brooklyn Bridge was recently completed
by the DOT, the New York City office of Parsons Corporation, and
Northeastern University to assess its vulnerabilities and potential
retrofit requirements. The scope included the Manhattan and
Brooklyn masonry and steel approach structures as well as the
approach ramps.
The Brooklyn Bridge is the oldest of the East River bridges in
New York City. When completed in 1883, it was the world’s only
steel suspension bridge and had a center span 40 percent longer
than any other bridge. Since that time, it has stood as one of the
world’s most revered engineering achievements and one of the
world’s most recognizable and nationally celebrated landmarks.
In a comprehensive two-part evaluation of the Brooklyn Bridge
that used the latest modeling techniques, engineers determined that
the bridge’s foundations have the ability to withstand a 2,500-year
event without any sliding or separation at their bases, obviating
the need for retrofits that might alter the architectural form of the
renowned crossing.
>> http://pubs.asce.org/magazines/CEMag/2009/Issue_02-09
Abaqus User Receives
Outstanding Paper Award
at SAMPE Conference
A paper by an Abaqus user was designated an “Outstanding
Paper” at the Society for the Advancement of Material and Process
Engineering (SAMPE®) Fall Technical Conference, which was
held October 19-22 in Wichita, Kansas. “Improvements in FEA
of Composite Overwrapped Pressure Vessels,” authored by Rick
P. Willardson of eServ, a Perot Systems Company, David Gray of
SIMULIA, and Thomas K. DeLay of NASA – Marshall Space Flight
Center, was selected out of 175 submissions.
Composite Overwrapped Pressure Vessels (COPVs) have been in
use for decades, and are currently used in a variety of applications
from solid rocket motor cases to paint-ball gun pressure reservoirs.
The paper provides background on some of the issues involved
with COPV design and analysis, and compares traditional COPV
design and analysis with analysis done with the SIMULIA Wound
Composite Modeler (WCM), an extension that allows Abaqus users
to create models with detailed specification of structural geometry
and winding layout parameters.
>> www.simulia.com/cust_ref
For More Information
www.simulia.com/news/press_releases
To share your case study, send an e-mail with a brief description
of your application to [email protected].
www.simulia.com INSIGHTS September/October 2009 5
custoMEr spotlight
Designing a Greener, Cleaner Aircraft
EADS Pushes the Composite Envelope Using Abaqus FEA
In 2001 the Advisory Council for
Aeronautics Research in Europe ( ACARE)
published a report that looked at air
travel 20 years into the future. The
report—European Aeronautics: A Vision
for 2020—set goals that would decrease
environmental impact of the aeronautics
industry by cutting aircraft fuel consumption
50 percent, CO emissions 50 percent, and
2
NOx emissions 80 percent. In order to
achieve these aggressive goals by the year
2020, the aircraft engineering community
is engaged in a competitive race to design
As part of the Aviation Research Program higher manufacturing costs. There are also
lighter aircraft with greater fuel efficiency
“LuFo IV - HIT,” spearheaded by Germany's differences in thermal coefficients between
and longer range. One of the key strategies
Federal Ministry of Economics and the metal and composite parts that are
for achieving these goals is the replacement
Technology, the Airbus High-Lift R&T connected. Composite load introduction
of current metal components with innovative
group led a project team of engineers from structures, on the other hand, permit a
composite structures.
various EADS business units and university damage tolerance design, since a failure of
At EADS (European Aeronautic Defence partners to analyze an advanced composite one ply is compensated by other plies that
and Space), a number of their business units load introduction rib (LIR)—an important remain intact. The use of composite material
and aerospace partners are actively engaged wing flap support structure in the Airbus also eliminates the problem of thermally
in the development of “greener, cleaner” A340 aircraft. induced loads, since both the high-lift and
commercial aircraft. Through a global load introduction structures are made of the
In aeronautic applications, pre-impregnated
network of Technical Capabilities Centers, same composite materials.
carbon fiber reinforced polymer (CFRP)
collectively known as EADS Innovation
Works, they are looking for ways to bring composites are typically the composite Abaqus FEA Fuels
sustainability to aircraft design—one of choice. In this instance, however, the Composite Structure Analysis
EADS engineering team—while looking
component at a time. For design analysis of their composite LIR,
to reduce costs—chose an autoclave-free
the EADS Innovation Works team chose
Sustainable Aircraft Design Takes Off manufacturing process which led to the Abaqus FEA. “Abaqus is our preferred
use of textile composites instead. Textile
Dr. Tamas Havar, Specialist at EADS nonlinear solver,” says Havar. “It has
composites are also used in the bulkhead
Innovation Worksite near Munich, Germany, powerful composite analysis capabilities,
of the A380—Airbus’ most composite-
leads a variety of projects in the Structure especially for 3D elements such as in our
intensive aircraft to date.
Integration & Mechanical Systems LIR study.” Abaqus FEA is used throughout
department. He and his team are tasked A critical factor in the design of composite the product design life cycle at EADS—in
with developing new aircraft structures aeronautic structures is how the parts the concept phase, to narrow down the
using composite materials. “The goal of our attach to the surrounding aircraft structure. designs; in the pre-design phase, to design
ongoing analysis program,” Havar says, “is Current composite high-lift structures— the preferred concept; and in the final or
to reduce emissions and manufacturing such as a flap—typically utilize metal detailed design stage, to ensure that all
costs by focusing on the development load introduction structures to attach specifications are met.
of innovative composite design and
to the wing. These structures, with fail-
The new composite LIR included a drive
manufacturing methods.”
safe designs, lead to heavier aircraft and
rib with integrated lugs that allow for its
Figure 1. Design for composite load introduction Figure 2. Model of load introduction rib (LIR) Figure 3. Modeling of rivets for load introduction rib (LIR)
rib (LIR, gray) with drive rib (left, tan and blue) and and surrounding flap and wing structure
integrated lugs (below)
6 INSIGHTS September/October 2009 www.simulia.com
attachment to the flap drive, and rivets to the test setup fixed at the ends in all three
attach the assembly to the flap skin translational degrees of freedom (Figure
(Figure 1). The team’s goal was to decrease 5). For some load cases, the beam elements
manufacturing costs by simplifying the LIR’s at the outboard end were translated
geometrically complex pre-form so that symmetrically causing an additional
its thickness was uniform, except in those torsion on the flap. The analyses looked for
areas where pre-forming could be relatively intralaminar failure (within composite plies)
simple and inexpensive. The team’s solution and interlaminar failure (between plies), as
used LIR profiles that allowed the pre-form well as rivet and lug loading.
layup to be automated, thereby minimizing
Figure 4. Composite lug model with load application
manufacturing costs. through rigid body elements Positive Results
for Composites Analysis
To model the new design, the EADS team
If composites are key to the design of future
needed to consider the complexity of the
sustainable “greener, cleaner” aircraft—with
composite structures: thicknesses vary from
lighter weight, greater fuel efficiency,
four to ten millimeters; plies run out and are
and fewer emissions—the results of the
chamfered with resin pockets; gusset fillers
EADS composite analyses were positive
are used in the radius. “Given the variables
on all counts: for the LIR, the in-plane
inherent in composites, we needed to use 3D
and transversal stress components were
elements for the calculation of composite
within tolerances for the new composite
load introduction and to obtain an accurate
design (Figure 6A); for all rivets, the
analysis of all stress components,” says Havar.
Figure 5. Load introduction rib integrated into the strength specifications for connecting the
“Since delamination is a common type of
composite flap model with conditions defined for LIR to the surrounding structure were met
failure for composite load introduction, both analysis. or surpassed; and for the composite lugs,
the transversal shear and peel stresses are of
the performance was found to be within
high interest.”
industry safety specifications (Figure 6B).
With these factors in mind, the EADS
As EADS looks to incorporate more
engineering group constructed the LIR model
composite structures into its aircraft designs,
using a variety of different Abaqus elements.
the Innovation Works Lightweight Design
For the flap, they used approximately 20,000
team will undoubtedly be busy with a long
2D elements. For the LIR itself, and to
list of FEA projects. “There’s no doubt that
calculate load introduction, they utilized
composite structures will increase in future
approximately 100,000 continuum shell 3D
aircraft,” Havar says. “To keep up with our
elements, including hex-elements for the
ongoing innovation, we’ll need additional
composite plies (with four to eight plies per Figure 6A. FEA results showing stress in composite FEA capabilities.” As design engineers and
element, orthotropic properties per ply, and fiber direction
FEA software developers work together
3D element orientation) and penta-elements
on solving the analysis challenges, it looks
for the ply runout. Isotropic properties were
like composites will certainly be a part of
applied to the resin matrix. All together
new, more environmentally friendly aircraft,
the LIR model had approximately 450,000
coming soon to a runway near you.
degrees of freedom (DOF) (Figure 2).
The engineering team also had to demonstrate
that every single one of the 324 rivets in
the assembly, which attach the LIR to the
surrounding structure, was able to withstand
the loading (Figure 3). “This is dependent
not only on the attached structures but also
on the rivet material and the size of the rivet
itself,” Havar says. To accomplish this, each
rivet was modeled with an elastic connector Figure 6B. FEA results showing local stress maxima
between the parts. On one side the rivet above lug
was attached to the composite flap skin, and
on the other side it was attached using a applying loads using a rigid body element in
multipoint constraint (MPC) to distribute the the direction of the load. For each load case,
loads over the skin thickness. The resulting the team created a new rigid body element
connector forces are used to calculate the due to the varying load conditions (Figure 4).
reserve factor for skin bearing failure and
rivet fractures. To complete the LIR analysis, the EADS
team calculated several load cases using the
For More Information
The engineers also examined the composite Abaqus implicit solver and postprocessing.
www.eads.com
lugs used to attach the flap kinematic system In these scenarios, the flap was fixed at the
www.simulia.com/cust_ref
to the LIR. The lugs were analyzed by edges with beam elements representing
www.simulia.com INSIGHTS September/October 2009 7
product updatE
Bolt Studio: New Plug-in for Abaqus/CAE
Streamline the definition of bolts, nuts, and washers
General Motors (GM) designs a large
number of bolted assemblies in their
vehicle development programs. Like most
manufacturers, GM is looking for ways to
accelerate simulation activities to drive good
design decisions earlier in the development
process. Over the past few years, GM has
been working with SIMULIA to look for
creative ways to improve their simulation
productivity for bolted assemblies.
The Bolt Studio plug-in addresses these
requirements. It provides a streamlined
method for defining bolts, nuts, and washers
and places them into an existing Abaqus/CAE
model. The plug-in, which was developed
by the SIMULIA Great Lakes office in
partnership with GM, is now commercially
available to all Abaqus users.
Motivation to Development
CAD representations of bolts typically
have very detailed features that are more
complicated than needed for most FEA
purposes. Auto meshing of bolt geometry
also leads to highly varied element size,
distorted element shapes, and a high degree
of freedom (DOF) count. In its CAE
practice, GM prefers to simplify modeling
assumptions, modeling the bolt and (where
applicable) the nut and washer as resolved
solids in assemblies. This allows parts to
be meshed using modest-sized first-order
hexahedral elements, dramatically reducing
(Top) Bolt Studio nut definition tab.
the DOF count. (Left) Bolt, nut, and washers in assembly.
Another motivation for this tool was to easily
position the parameterized bolts within an
are given: integrated (the bolt and washer same type can be positioned in the assembly.
assembly comprised of geometric parts or
are generated as a single component) and The placement questions are dynamically
orphan mesh parts. In some cases at GM,
separate (individual parts are generated for modified based on the users’ previous
the parts are imported into Abaqus/CAE as
the bolt and washer). answers.
orphan meshes generated by other FEM tools.
From the “Bolt” tab, users can also specify Positive Impact at General Motors
Plug-in Description the pre-load to be applied to the bolt, as
At GM, this plug-in has been pre-loaded
Bolts, nuts, and washers are generated opposed to automatically defining pre-load
with bolt types and parameters from GM’s
parametrically within Abaqus/CAE, and by placing it in an assembly. Once the
global fastener catalog and incorporated
then meshed using a hexahedral mesh with bolt dimensions have been defined, users
into a larger toolbox of plug-ins called GM
a heuristic mesh size. Users can control the can switch to the “Nut” tab to control nut
BoltStudio. GM BoltStudio has been made
default set of bolts displayed in the interface definition.
available to the CAE community and has
via a simple Python-based configuration file.
The bolt is automatically partitioned, and the Once the bolt and nut have been defined, resulted in a significant time saving in the
specified pre-loading applied. users will press the “Continue” button to setup of the analyses, together with greater
begin positioning the components into the consistency in modeling.
During usage, when a bolt type is selected, assembly. The dialog box will then lead
the dialog is automatically updated to display users through the placement process via
the bolt type’s specified values, and the dialog a series of questions. Once this process is
box contains tabs for bolt and nut definition. complete, the bolt, nut, and washers are
For More Information
The user can override the selected bolt type’s created and positioned in the assembly and
www.simulia.com/products/bolt_studio
values and choose whether or not to include a a bolt load is applied. The questions are
www.simulia.com/cust_ref
washer in the assembly. Two washer options then repeated so that multiple bolts of the
8 INSIGHTS September/October 2009 www.simulia.com
product updatE/training
Abaqus 6.9 Student Edition – Exceptional Value for a Small Price
Whether you are a student or a practicing • A new cosimulation method allows
engineer interested in increasing your students to combine the Abaqus implicit
knowledge, the Abaqus 6.9 Student Edition and explicit solvers into a single
provides easy access to the same advanced simulation—substantially reducing
technology used by FEA professionals all computation time. For example,
over the globe. automotive engineering students can now
combine a substructure representation of
Designed for personal educational use, and
a vehicle body with a model of the tires
with a maximum model size of 1,000 nodes,
and suspension systems to evaluate the
Abaqus 6.9 Student Edition includes the
durability of a vehicle running over a
core Abaqus products: Abaqus/Standard,
pothole.
Abaqus/Explicit, and Abaqus/CAE. This paste-dispensing simulation is enabled by a new
• Abaqus/CAE provides faster, more
viscous shear model in Abaqus 6.9 Student Edition
As in the professional release of Abaqus, for simulating the behavior of non-Newtonian fluids. robust meshing and powerful results
the Abaqus 6.9 Student Edition features visualization techniques.
enriched capabilities for modeling, meshing,
the aerospace industry, XFEM can be • A new viscous shear model allows
contact, materials, and multiphysics. The
used in combination with other Abaqus simulation of non-Newtonian fluids
full HTML documentation set provides
capabilities to predict durability and such as blood, paste, molten polymers,
users with thorough, searchable resources
damage tolerance of composite aircraft and other fluids often used in consumer
installed locally on their PCs. Detailed
structures. product and industrial applications.
information, including release highlights, is
• The general contact implementation
always available and easy to find. Highlights
offers a simplified and highly automated
include:
method for students to define contact
• The Extended Finite Element Method interactions in a model. This capability
(XFEM) has been implemented in provides substantial efficiency
Abaqus, providing a powerful tool improvements in modeling complex
for students simulating crack growth assemblies such as gear systems, For More Information
along arbitrary paths that do not hydraulic cylinders, or other products www.simulia.com/academics/student
correspond to element boundaries. In that have parts that come into contact.
What's New in SIMULIA Training
SIMULIA is pleased to announce several transport, and hydroplaning (using the Colleague program. This provides a training
new training offerings including two Coupled Eulerian-Lagrangian technique). fee discount when multiple registrations are
updates to its instructor-led course catalog, received from a single customer site. With
a new web-based training offering, and two Our popular Contact in Abaqus/Standard discounts of up to 40%, company training
more training initiatives. course has been retired in favor of a new budgets should stretch a little further. Note
course, Modeling Contact with that this program is only valid for a limited
Abaqus/Standard. This new two-day course time (until February 2010).
is strongly example-driven and provides
extensive hands-on workshop experience, You may already be familiar with
focusing on topics such as general contact, SIMULIA’s extensive public training
surface-to-surface contact, and frictional schedule. But did you know that SIMULIA
sliding. offices can also provide on-site training or
customize courses to suit your needs? And
Web-based Training now, if you can’t find the course you want
The Introduction to Abaqus 6.9 at the time and location you need, you can
website, accessible from SIMULIA Request a Course to let us know exactly
Instructor-led Courses Answer 4177, contains a series of what you want. This new program has just
We now offer two courses on tire modeling. presentations introducing Abaqus 6.9. The been introduced in the U.S. and will soon be
Tire Analysis with Abaqus: Fundamentals website contains a number of detailed available elsewhere.
is a two-day course that focuses on basic demonstrations that are designed to help
tire modeling workflows, including you make the most of what Abaqus 6.9 has
axisymmetric and three-dimensional model to offer.
building. A two-day advanced course, Tire
Training Initiatives
Analysis with Abaqus: Advanced Topics, For More Information
provides a closer look at advanced tire To help ensure our customers get access www.simulia.com/services/promo_colleague
modeling techniques. Some of the course to the training they need on SIMULIA www.simulia.com/services/training_request
topics include linear dynamics, steady-state products, we have created the Bring a
www.simulia.com INSIGHTS September/October 2009 9
custoMEr spotlight
Replacing Nature’s Shock Absorbers
Scripps Health researchers use Abaqus to optimize new knee replacement
designs and explore surgical alternatives
Tiger Woods’ infamous knee injury occurred
in 2008, around the same time that the Shiley
Center for Orthopaedic Research & Education
(SCORE) at Scripps Clinic in California
published a study of knee replacement patients
with tiny computer chip implants added at
the time of surgery. The chips sent radio
telemetric data to receivers that recorded the
stresses on the knee joint while golfing. “The
force we measured in our patients—who were
nowhere close to Tiger’s skill level—was four
and a half times body weight on the leading
knee when they were hitting a drive,” says
the laboratory director, Darryl D’Lima, M.D.
Ph.D. “So his injury came as no surprise to us.”
The researchers are now monitoring the
same implant patients as they ski. “It is our
goal to study the effects of a whole range of
movements on knee health,” says D’Lima.
Knees Are the Body’s Achilles Heel
Your knees are at risk for damage and/or
arthritis over time because of something that
everyone does: grow older. “Mother Nature
designed the human knee to last about 30
years,” points out D’Lima. “But the human
lifespan has expanded much further than that,
and evolution hasn’t caught up.”
Tiger Woods’ ACL (anterior cruciate ligament)
injury responded positively to microsurgery
and physical therapy. But many people do not
fare so well if they sustain damage to a critical
cartilage deeper inside the knee: the meniscus.
The meniscus is made up of two C-shaped
pads of cartilage tissue, located between the
joints formed by the bottom of the thigh bone
(femur) and the top of the shin bone (tibia).
When a meniscus is torn, or wears out, the
knee can lock up, making walking impossible.
Because the meniscus has a very poor blood
supply, it does not heal well on its own.
Fifty years ago, surgeons solved the problem
by removing the entire damaged meniscus
because they thought it didn’t serve any
purpose. Patients walked out the hospital
door, but five years after meniscus removal
they were back—with osteoarthritis (OA).
Removing only damaged parts worked better,
but OA still developed after 15 years.
1100 IINNSSIIGGHHTTSS SSeepptteemmbbeerr//OOccttoobbeerr 22000099 wwwwww..ssiimmuulliiaa..ccoomm