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Free Download AVL Simulation Suite 2023 R2 | 11.0 Gb AVL is pleased to announce the new release AVL Simulation Suite 2023 R2 is a comprehensive solution that covers all aspects of powertrain concept, the e-motor, e-axle, power electronics, fuel cell, battery and control functions layout and integration. Owner:AVL Product Name:AVL Simulation Suite Version:2023 R2 Build 347 * Supported Architectures:x64 Website Home Page :www.avl.com Languages Supported:english System Requirements:Windows & Linux ** Size:11.0 Gb AVL.Simulation.Suite.2023.R2.Windows.Online AVL.Simulation.Suite.2023.R2.Windows.Offline AVL.Simulation.Suite.2023.R2.Linux.Online Release 2023 R2 Import of CAD Data - Accelerated Flow Model Setup This version of AVL CRUISE™ M facilitates the setup of comprehensive piping systems with a dedicated CAD Importer. When you start the CAD Importer from CRUISE M's Efficiency Portal, SHAPE opens. It is a tool to import, clean and manipulate CAD data. In SHAPE, you can load the CAD data of your piping system and the tool automatically analyzes the geometry with respect to the needs of a CRUISE M model. All identified components are enumerated on a dedicated staging list that allows you to inspect data, select/hide components as well as connect components to form bigger assemblies. Once this preparatory work is done, you have the option in an importing process to create the corresponding CRUISE M components only or, alternatively, equip each component additionally with Mass Flow and Pressure Termination components. This gives you a model that is ready to run, including pre-wired monitoring channels on mass flows, pressure losses, Reynolds number, etc. to get immediate feedback on the automatically created piping system. MPET Heat Exchanger - Parameterization Wizard Multiport Extruded Tube (MPET) heat exchanger is often used in refrigerant circuits to serve as a condenser or evaporator. CRUISE M offers a tailored MPET heat exchanger component that allows for detailed parameterization of geometry, pressure drop and heat transfer. To support this often demanding work, a new dedicated parameterization wizard is released with this version of CRUISE M. You only need basic geometric information about your MPET and reference data from measurements or other sources that characterize its behavior under different operating conditions. After a parameterization process, which takes only a few minutes, all parameters are automatically transferred to the genuine MPET Heat Exchanger component, which is then ready to be used in any kind of a VLE circuit. Heat Exchanger Wizard - Use of Fundamental Transfer Laws Pre-dimensioning of heat exchangers according to requirements and operating points is an essential task for simulation engineers and indirectly for the tools they use. The heat exchanger dimensioning shall be derived for given geometrical designs and flow patterns at specified powers and mass flows. This version of CRUISE M supports this task with a tailored wizard, helping you to create a completely parameterized gas-liquid heat exchanger from purely geometrical data in the absence of measurements. The application of dimensionless correlations allows for changing component sizes while preserving the fundamental correlations derived by the wizard. Efficiency Portal - Wizards and Generators Efficiency is crucial when setting up comprehensive models and parametrizing individual components based on experimental reference data. CRUISE M has been supporting these key areas for many years with a family of more than 20 different generators and wizards. Generators help you set up comprehensive model layouts in the shortest possible time, while wizards provide dedicated parametrization workflows based on experimental or other reference data. All the powerful functionalities provided by wizards and generators are bundled in a new self-explanatory front end, CRUISE M's Efficiency Portal. You can launch it directly from the ribbon, search for different wizards and generators and learn about the scope, application steps, preconditions and expected results of the different tools. Functional Mock-up Unit (FMU) Export - Test Harness When sharing model FMUs, it is advisable to test them upfront. Equipping an FMU with input signals and monitoring all outputs is straightforward in CRUISE M. However, when the number of input and output channels increases, this task might turn cumbersome. CRUISE M helps to accelerate it with a new Test Harness Generator. You can launch the generator from the Efficiency Portal for any model that is meant to be FMU exported. With that, you are guided to a configuration page where you can assign a certain input type from a drop-down menu for each input channel. The new created model holds nothing but three connected elements: the FMU, the inputs and a monitor for the outputs. Ready to run. FMU Import - Electrical FMU with Tailored Interface Simulating electrical networks on its own is a computationally demanding task and extending it with FMUs can turn it into a true challenge that calls for any possible specialization to be fast and robust. CRUISE M offers such an approach with its new electrical FMU component. You can load either a co-simulation or model exchange FMU of an electrical component and you can configure its kind. Four options are offered, current- or voltage-driven inputs with and without additional information on the current or voltage sensitivity. With that, you are all set to start a simulation, and CRUISE M efficiently invokes your component model into its equation system. AVL CRUISE M Rotary Piston Engine In comparison to reciprocating piston engines, rotary piston engines offer a higher power to weight ratio, are easier to install in small spaces and operate with almost no vibration. This makes them the preferred solution for applications that benefit from precisely these advantages. This version of AVL CRUISE M offers a dedicated rotary piston engine component. You can pull it from the component library into the workspace. Different injection types (direct or external) are offered. CRUISE M automatically creates a macro element that holds rotor components which themselves are built from basic blocks for combustion chambers, intake and exhaust ports, leakage flows and injectors. The full set of combustion and pollutant formation models known from the reciprocating piston engine can also be applied to the rotary piston engine. An installation example is provided to help you get started with your rotary piston engine project. AVL CRUISE M Enhancements of Engineering Enhanced Cylinders & Wizards The Engineering Enhanced Cylinder components and Wizards for gasoline and diesel engines have been enhanced with several functionalities: - Diesel Wizard: The wizard now takes into account the fuel density as specified in the fuel properties file. This refinement is added to existing considerations of fuel properties like lower heating value, stoichiometric air to fuel ratio and fuel composition from H, C and O atoms. Furthermore, the wizard has been improved to more accurately incorporate the conditions upstream of the combustion chamber when Exhaust Gas Recirculation (EGR) is present. The composition of species and excess air ratio, given as a mixture of fresh air and recirculated exhaust gas, are now calculated in the exact same way as they occur when a full air path is modeled. The performance of the wizard has been improved by allowing more iterations during its optimization procedure. - Gasoline Cylinder: The cylinder model has been enhanced with additional parameters to offset the individual combustion submodels. This ensures further flexibility during the parametrization process of SI combustion. The combined threshold to distinguish between the low and high load parts of the wall heat and the high-pressure IMEP models are now split into two separate parameters. This allows the threshold to be specified individually for each of the models, facilitating a more straightforward parametrization of the combustion. Furthermore, adaptations of the combustion models have been implemented, to represent state-of-the-art engines even more accurately. AVL FIRE M Extension of the ECFM-3Z Combustion Model To support efforts to reduce greenhouse gas emissions, the use of hydrocarbon-free fuels is being discussed. The first engines powered by hydrogen or ammonia are already being used in trucks and ships. Depending on the fuel type and engine/vehicle application, spark plugs or diesel injection are used to ignite the fuel. After spark-ignited hydrogen (and ammonia) engines can already be simulated with the status of the ECFM-3Z model in 2023 R1, the model has been expanded again to be able now to simulate diesel-ignited variants with 2023 R2. Using the new ECFM-3Z model allows to perform these simulations more efficiently compared to solving the typically large hydrocarbon reaction schemes by deploying the GGPR module. AVL FIRE M Heterogeneous chemistry model Heterogeneous surface reaction modelling capabilities are needed to compute the conversion of species in exhaust gas aftertreatment components of ICE-based powertrains. In addition to that, these capabilities are nowadays also required for fuel cell and fuel reformer simulations. With 2023 R2, the heterogeneous surface reaction module is available in AVL FIRE M, ready for use in the above mentioned applications. In addition to making the module available, it has been extended compared to the status known from AVL FIRE™ Classic, for compatibility with the User Coding Interface (UCI) of CRUISE M. UCI allows to conveniently define and use arbitrary user-tailored reaction schemes and transfer model. AVL FIRE M Multiphase and General Gas Phase Reactions With this new release of FIRE M, the General Gas Phase Reaction (GGPR) model along with activated Species Transport can be used with the Eulerian Multiphase models, both the Multi-fluid and the Volume-of-fluid model. This allows, for example, to model the decomposition of urea through the thermolysis-hydrolysis process using the "Urea Thermolysis" mass exchange model in the multiphase framework. Hydrodynamic Joints in AVL EXCITE M The well-known hydrodynamic (HD) joint group from EXCITE Power Unit has now been migrated to EXCITE M. This group consists of the Advanced Axial Slider Bearing (AXHD), Advanced Radial Slider Bearing (EHD2), and the Advanced Sliding Guide (EPIL). This transition not only encompasses a new GUI for the HD joint group, but also simplifies and improves many model configurations with better visualization opportunities, data checking and integrated workflows within the AVL Simulation Desktop environment. This includes the usage of data pool elements and live scripting, to name a few. New Method to Consider Localized Gear Wheel Body Node Deflections at Tooth Contact The Advanced Cylindrical Gear Joint (ACYG) has been capable of considering flexible gear wheel body deflections from circumferential nodes placed at the root of the teeth. However, the applied mapping method performs some averaging, resulting in specific gear wheel body deflection shapes (such as the well-known "potato-chip" mode) not being sufficiently reflected in the contact-load distribution between the individual teeth. A new mapping method has been introduced as an option, considering only body deflections that are affected by the gear contact. With this method, local body modes will influence the development of the gear contact pattern in a much more realistic way. Existing models using "Wheel body stiffness" = "Via EXCITE M flexible body" will not be automatically migrated to the new mapping method. Should the new method be desired, it requires explicit activation. Rolling Element Bearing Joints To ensure a more physical transmissibility of contact loads to circumferential connection nodes, a new approach has been implemented. It assumes a spread angle within which the single contact loads are applied to the connected structure. By that the load distribution effect due to the ring and seat rigidity is approximated and the load transfer becomes smoother and thus more realistic. As a result, unwanted artificial excitation effects are significantly reduced. The modeling process of floating bearing systems and preloaded bearings is time-consuming and requires significant manual effort. Floating bearing configurations require the outer and inner ring to be modeled as separate bodies. You need to create, configure, and connect these bodies and the required joints. Moreover, you need to set the mass and inertia of the rings. The predefined assembly automatically creates the ring bodies, inserts, and connects the required joints, estimates the mass and inertia of the rings, applies the preload on the related bodies, and automatically positions the rings. This assembly reduces the modeling time and ensures a proper modeling of the ring bodies. Controller Refinements The target speed and torque limit input of the Speed Controller can now be defined via 1D tables directly in the component dialog. Additionally, it is now possible to define separate lower and upper torque limits. For quasi-stationary simulations, where the target speed for the controller is constant, a new "Initiation Interval" gain type has been added. With this option the controller gains are reduced to zero after a defined initiation phase. This way, only the main speed of the system is controlled, but other oscillations in the system are preserved. For the Angle Discrete Speed Controller, the controller gains can now be defined based on speed using the new "Speed Dependent" gain type. This is necessary for run-up simulations with large differences in the speed of the system in order to guarantee a good controller performance for the whole speed range. For a simpler usage, default values are provided. However, you also have the option to manually input values to further tune the controller, if necessary. EXCITE M provides a dedicated current controller for each e-motor type. It realizes the standard control strategy for transient drive. Moreover, the modulator offers the common strategy for field-oriented control. Actual current controllers might not fit into this framework, but their differences might be relevant to dynamic interaction with the electric system. For this reason, an open current controller is offered as an alternative to the built-in variants. Relevant input and output signals are exchanged to three different platforms: MATLAB Simulink, Model.CONNECT™ and Compiled Function that allows C-based function coding. To simplify the connection between the e-motor and inverter in EXCITE M and the control, an example is shipped that contains a Simulink representation of the built-in controller for a permanent magnet synchronous motor. A time delay of one step is applied in EXCITE M to avoid an algebraic loop. Furthermore, with the open controller, switching events are handled only with the subsequent time step, whereas the built-in modulator triggers time events to switch at the actual time. Export AVL EXCITE Power Unit models to AVL EXCITE M We have added the ability to export models from EXCITE Power Unit to EXCITE M. You can export entire models or just selected elements, as well as parts merged to existing models. Models converted to EXCITE M will not look the same as in EXCITE Power Unit, and input parameters may be moved to different locations. EXCITE M strictly separates the data related to bodies and joints, keeping the geometry information on the bodies. Load applications and predefined motions for bodies are also specified in a different way than in EXCITE Power Unit. The export feature converts as much data as possible into the new EXCITE M model, but due to the differences in modeling, it is recommended to carefully inspect the exported model and in many cases it will pay off to manually adjust the models after export to make the best use of the new capabilities of EXCITE M. There are some limitations in the first release of the export feature. The following joint types and model parts are not yet supported: - EMC joint - External model connections (Matlab) - Valve Train subsystems - Joints that are not yet available in EXCITE M like BELT, SLS, UNIV, etc. Electrochemical Battery - KPIs In order to support in cell design and layouting, AVL CRUISE™ M now provides a set of cell KPI values that are directly derived from the given data. The immediate feedback about the anode/cathode capacity ratio, the individual absolute, gravimetric and volumetric capacities and the masses of active materials on the cell balance allows to set up right-sized electrodes. Electrochemical Battery - Mechanical Stress Modeling This version of CRUISE M offers the option to gain insight into all the causalities between mechanical stresses and the actual intercalation chemistry depending on State of Charge (SOC). The model reveals how stresses cause a change in porosity, which affects the ohmic resistance and power losses of the electrodes. Stress enhances particle diffusion, reduces gradients, modifies potential and, consequently, influences reaction power losses. Electrochemical Battery - 3D Results CRUISE M offers a dedicated 3D analysis of Pseudo-two-Dimensional (P2D) results. Quantities like the lithium concentration in the solid electrode are shown by a string of hemispheres, giving full insight into gradients along the electrodes and particles at the same time. Particle size distributions are considered by providing 3D results for each individual particle class. Cylindrical Battery Module Comparing different potting materials (i.e. epoxy resin, polyurethane, silicone, etc.) and their assessment becomes a straightforward task with this version of CRUISE M Equivalent Circuit Battery The existing solution for Equivalent Circuit models has undergone a major functional upgrade. CRUISE M offers an improved solution by facilitating the entire parameterization workflow with a new, relaunched Battery Parameterization Wizard. It features a new powerful multi-file importer to handle data given individually for different operating points, and a unique pulse identification procedure that allows to break down time series data from Hybrid Pulse Power Characterization (HPPC) tests into the right segments needed for the subsequent fitting procedures. Two separate Open-Circuit Voltage (OCV) curves (one for charge and one for discharge), can now be considered in CRUISE M. This version of CRUISE M introduces the possibility to configure the (equivalent circuit) battery component such that current dependent Resistor-Capacitor (RC) values can also be applied. Battery Thermal Analysis It is now possible to apply the Batemo model locally at different locations inside a battery cell via so-called Batemo cubes in AVL FIRE™ M. Each Batemo cube covers a certain part of the active jelly roll. This allows to consider local effects with large temperature or potential gradients. PEMFC System Generator The setup of balance of plant (BoP) models for PEM fuel cell systems can be demanding. It requires basic knowledge of the system arrangement, the adopted components, and their sizing - do they fit to the actual performance range of the stack itself. Moreover, there are several basic control functions required to operate the entire system under transient load conditions. With its PEMFC System Generator, AVL CRUISE™ M provides you with a convenient way to expedite the model setup and parameterization process. The starting point for the complete model setup is nothing more than two parameters: the active cell area and the number of cells in the stack. With that, you are good to go and can create the model. If desired, there are a couple of input options to shape the model generation process according to your needs. Once the model is created, you have full access to any component for further customization. This includes access to the code that takes care of the plant controls and the ability to flexibly define any transient load profile. PEMFC Stack - Metal Bipolar Plates One way to reduce the mass and thermal inertia of fuel cell stacks is by changing from machined bipolar plates to stamped sheet plates. The latter features thinner walls and an increased ratio of active channel cross section and cooling cross section at the same time. In this version of CRUISE M, you can flexibly simulate this kind of bipolar plate geometries. You only need to specify the channel width, the plate height and the sheet thickness on anode and cathode side and you are ready to proceed. KPIs regarding stack and bipolar plate, channel and cooling volumes give you immediate feedback on the geometrical reasonability of your inputs. The difference between machined bipolar and sheet plates is elaborated in a dedicated installation example that fully accounts for 3D temperature distribution effects in the stack. This example is ready to run and serves as a starting point for your customized simulations, e.g., analyzing the impact of different operating temperatures on the stack hydrogen conversion efficiency. PEMFC Stack - Anisotropic Heat Conduction Fuel cell stacks are an assembly of individual cells, each comprising of bipolar plates, gas diffusion layers and the membrane. Each layer intrinsically features heat conduction, even when modeling the thermal behavior of the stack in a lumped manner, it is important to account for anisotropic heat conduction for both in-plane and in perpendicular direction. When running a 3D thermal stack model in CRUISE M, you can choose between isotropic and anisotropic heat conduction. Additionally, you can scale the calculated heat conduction derived from the genuine material data. The scaling values can also be connected to the CRUISE M data bus network. This gives you full flexibility for model parameter identification even during a running simulation. A dedicated installation example is available to demonstrate the heat conduction related functionalities, including a comparison of the spatial temperature distribution during a cooldown phase for a stack featuring isotropic and anisotropic heat conduction. SOFC & SOEC Liquid Species Transport The simulation of solid oxide fuel cell and electrolyzer systems requires consideration of not only the transport of gaseous species but also of species in the liquid phase, since electrolyzer and steam boiler components are typically fed with liquid water, while partly or fully gaseous species exit these components. This version of CRUISE M allows to consider the availability of liquid species in the thermodynamic gas network. Gaseous and liquid fluid components are transported through the entire network, with phase change processes modeled in the state components, like plenums and the quasidimensional pipe (QDP). In the current version of CRUISE M the liquid transport model is validated with its own VLE (Vapor-Liquid Equilibrium) flow network for temperature ranges where the specific enthalpies are linear over temperature, i.e. for operating points significantly below the critical point. AEM Electrolyzer The PEM fuel cell module of AVL FIRE M has been extended to also cover the simulation of Anion Exchange Membrane (AEM) electrolyzer cells. AEM electrolyzers are alkaline electrolyzers in which the diaphragm located between the electrodes is replaced with an ion exchange membrane. Although AEM electrolyzers can be operated with pure water, the cells are usually fed with a weak aqueous electrolyte solution to increase the performance. Often KOH (potassium hydroxide) or NaOH (sodium hydroxide) are used as electrolytes. The charge transport across the membrane occurs via the transport of anions (OH-) rather than cations (or protons). A commonly used material for the anion exchange membrane is hexamethyl trimethyl ammonium-functionalized Diels-Alder polyphenylene (HTMA-DAPP). The biggest differences in the AEM and PEM electrolyzer modeling are caused by the existence of the liquid electrolyte. Therefore, FIRE M solves additional transport equations for the liquid ion mass balance and liquid charge conservation equation in the liquid electrolyte. At the interface between the liquid electrolyte and ionomer, a mass transfer approach is adopted, making it possible for anions to enter and exit the membrane. To calculate the distribution of the ion concentration more accurately, an additional ion transport equation in the ionomer phase of the membrane is solved. The ion concentration is also added to the Butler-Volmer equation to account for a faster oxygen evolution reaction under higher anion concentrations. High-Temperature PEMFC In the current release the fuel cell module of FIRE M has been extended to include the simulation of High-Temperature PEM fuel cells. The main differences to the Low-Temperature PEM fuel cell are the operating temperature which is typically in the range of 130-180°C and consequently the absence of liquid water. Due to the high operating temperature, a different membrane material is used. The most common materials are porous polybenzimidazole (PBI) based membranes doped with phosphoric acid. The ionic conductivity is provided by the phosphoric acid and typically only dependent on temperature. In the phosphoric acid, the different species can cross the membrane and in the case of O2 and H2 lead to parasitic reactions on the opposite side which are accounted for in the present model. All degradation mechanisms in the catalyst layer are modeled in the same way as for the Low-Temperature PEM fuel cell. New AVL VSM Interfaces and Co-simulation for DiL, HiL, SiL and Adas Applications Virtual vehicle development, calibration and testing requires flexibility to support environments such as Windows and Linux as well as different real-time platforms for driving-, hardware-, software-in-the-loop and ADAS applications. The VSM vehicle models and parameterizations can now be exported as a self-contained Functional Mock-Up Unit (FMU), empowering even more the usage of the same simulation model from office to various other environments. Additional AVL VSM Templates and Examples for Tractor and Passenger Car Segments Setting up a complete vehicle model, tracks and maneuvers from scratch can be cost and time consuming, demanding several loops until they are ready for initial simulation activities. The VSM installation brings multiple vehicle templates to support an efficient start, and 2023 R2 added one more tractor template (compact class) and new examples for fast charging performance analysis (passenger car) and external tire models integration in VSM. AVL VSM is also available as part of AVL vSUITE and Hexagon Virtual Test Drive (VTD) The VSM 2023 R2 (including add-ons) is also part of the vSUITE 2023 R2, empowering vehicle system simulation and optimization with the unique all-in-one solution. Hexagon VTD now offers VSM as add-on, including multiple vehicle classes and adjustable parameters to support ADAS applications with high correlation vehicle dynamics. AVL Scenario Designer - Support for OpenSCENARIO 1.2 and Improved Usability The new release of AVL Scenario Designer now also supports the newest version of the ASAM OpenSCENARIO standard. Of course, users still have the freedom to import or create scenarios in versions 1.0 or 1.1 and upgrade anytime to a newer version. In addition, there are many usability enhancements that make working with Scenario Designer more fun and more efficient. Many improvements were done for the context menu in the scene view. When creating a trajectory for a selected actor, we will now automatically create a corresponding Follow Trajectory Action in your scenario - either as an initial action or with a simulation time condition. Furthermore, it is now possible to directly add new actors to the scenario by right-clicking anywhere in the scene. Also, we improved our workflows within the whole AVL SCENIUS virtual validation toolchain. Users will get now very detailed information and a guided import wizard when pushing scenarios to the SCENIUS Scenario Data Manager. This built-in quality assurance enables users to create scenarios, that are fully compatible with the SCENIUS test planning and execution modules. Scenario Replay - a New View on the Scenario Simulation Results Based on ASAM OSI Standard Scenario Replay is a fully interactive result viewer solution that enables in-depth analysis of critical test cases with strong support of relevant ASAM standardized data formats. The ASAM OSI (Open Simulation Interface) standard is crucial for exchanging and visualizing structured sensor data. With the sophisticated interface to the open-source tool esmini, it is possible to generate OSI GroundTruth and OSI SensorView messages and pass them on to object-based OSI sensor models, which are integrated as Functional Mock-Up Unit (FMU). The simulation test cases, created by Scenario Designer and exported in ASAM OpenSCENARIO standard are then interpreted at runtime by esmini. Both, esmini and Scenario Replay, support road information according to ASAM OpenDRIVE standard and therefore can work on the same input files. AVL's simulation softwareis a widespread technology for powertrain systems, used daily and successfully by thousands of engineers. By digitizing the vehicle development with state-of-the-art and highly scalable IT, software and technology platforms, AVL creates new customer solutions in the areas of Big Data, Artificial Intelligence, simulation and embedded systems. In the field of ADAS and autonomous driving, AVL has built comprehensive competences to accelerate the vision of smart and connected mobility. AVL CRUISE / AVL CRUISE M AVLis one of the world's leading mobility technology companies for development, simulation, and testing in the automotive industry, and in other sectors. As a major contributor to e-mobility, AVL drives innovative and affordable systems to effectively reduce CO2 by applying a multi-energy carrier strategy for all applications - from hybrid to battery. 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The AVL product team announced the release of AVL Simulation Suite 2023. This suite offers comprehensive simulation solutions covering multi-physical component and system simulation requirements and thus enables engineers to efficiently develop clean and energy-saving powertrain concepts as a powerful backbone of the development process. AVL Powertrain Engineering is your competent partner for development of innovative powertrain systems. From Diesel engines to Electric Drives, from Alternative Fuels to Control Software, from Transmissions to Batteries, we have been supporting the Automotive and Mobility industries for more than 60 years. Unique synergies with AVL Instrumentation & Test Systems and AVL Advanced Simulation Technologies lead to highly creative, mature and application-specific solutions for our customers to meet their future market challenges. ✅ Include BOOST BOOST 3D BOOST HYD CRUISE CRUISE M IMPRESS 3D EXITE Acoustics EXITE Piston&Rings EXITE Timing Drive EXITE Valve EXITE Designer EXITE Power Unit FIRE CAD FIRE DVI FIRE ESE FIRE FAME FIRE Spray Data Wizard FIRE Workflow Manager FIRE M TABKIN TABKIN POST Model CONNECT SPA Design Explorer IMPRESS Chart IMPRESS xD IMPREES xD Dashboard AVL Simulation Desktop ✅ Whats New Updates: official site does not provide any info about changes in this version. ⭐️ AVL Simulation Suite 2023 R2 X64 ✅ (359.45 MB) NitroFlare Link(s) https://nitroflare.com/view/BC63D59CB594FA5/AVL.Simulation.Suite.2023.2.Win64-SSQ.rar RapidGator Link(s) https://rapidgator.net/file/3737393f912bed331cbe81403b55792f/AVL.Simulation.Suite.2023.2.Win64-SSQ.rar

Free Download AVL Simulation Suite 2023 R1 | 9.1 Gb The software developer Advanced Simulation Technologies (AST) is pleased to announce the availability of AVL Simulation Suite 2023 R1 is a comprehensive solution that covers all aspects of powertrain concept, the e-motor, e-axle, power electronics, fuel cell, battery and control functions layout and integration. Product:AVL Simulation Suite Version:2023 R1 Build 256 Supported Architectures:x64 Website Home Page :www.avl.com Languages Supported:english System Requirements:Windows * Size:9.1 Gb Release 2023 R1 We are pleased to announce the latest software releases for the following solutions: Close SOxC Model Generation Wouldn't it be handy to have a running SOxC model with just a few clicks? CRUISE M now offers such a feature, allowing experienced modeling engineers to save time and enabling newcomers to easily begin with SOxC simulation based on nothing more than data from stack specification sheets. CRUISE M not only generates the model, you are also offered a tailored dashboard for online monitoring and online control, and you receive an offline result report directing you to the essential results characterizing the stack model. As an option, you can choose between internal reforming of CH4 and NH3 and you can also configure thermal conditioning, or you might like to step into the experienced user's settings and configure details on the electrochemistry and the spatial resolution of the stack model. SOxC Model Parameterization Wouldn't it be time-saving to have a guided workflow to configure an SOxC stack model? CRUISE M's SOxC Generator makes it possible. It offers a stepwise process to identify parameters for the cell voltage or species conversion based on reference data. The workflow supports fuel cell and electrolyzer operation. In the first step, you provide either steady-state (i.e. classical polarization curves) or transient data over time. These reference data are meant to comprise information on current and voltage, air and fuel supply, inlet and outlet species fractions, pressures, etc. In a second step, you select the variation parameters, their initial and range values and you can optionally tweak the settings of our optimization method. In the third step, you click the "run optimization" button and you have time for a coffee. When the optimization is done, CRUISE M provides comparison Descriptions on the initial, reference and optimized data and parity Descriptions, giving a fast overview on the fit quality. The last step is to gen rate the model and to guide you to CRUISE M with a ready-to-run model parameterized to your data. PEMFC 1D Electrochemical Model Detailed modeling of all electrochemical, transport and conversion phenomena in the MEA is key as it has a decisive influence on the overall stack performance. CRUISE M addresses this challenge with a new 1D electrochemical model in its fuel cell stack component. When selecting the new model, you have access to a broad list of functionalities: - The gas diffusion layer (GDL) can be split into (sub-)layers featuring different material properties influencing the transport resistance for gases and liquids, enabling the consideration of the impact of microporous layers (MPL) on the cell/stack conversion efficiency. - A liquid water transport model is made available, describing capillary transport in a physical-based manner, and considering local vapor pressure for the phase change between liquid and gas, allowing an in-depth analysis of cell-internal self-humidification phenomena. - At the interface between GDL and channel, a dedicated film model takes care of the liquid transfer into the bulk flow of the channel. The transfer considers direct evaporation from the film, as well as the tear-off of liquid droplets that are further transported along with the gas flow, and thus enabling detailed assessment of macroscopic liquid water transport. - The formation of ice in the membranes can be chosen to model its impact on the gas and liquid phase transport resistance. This is key when addressing fuel cell de-frosting processes and thus supports the assessment of different cold-start/freeze-start strategies. - Species cross-diffusion is resolved in 1D via a multi-species model, offering a precise prediction of all transport phenomena influencing the stack dynamics at different frequencies. Each single functionality can be optionally selected. With that, you can activate all features in a stepwise manner, or you can pick only those that fit your application case. Hydrogen Blower Compressor performance maps are typically measured using air. The application of such maps can be a challenge when simulating hydrogen blowers as hydrogen features significantly different gas properties, potentially leading to an incorrect prediction of the compressor behavior. This version of CRUISE M overcomes this and allows for the more precise treatment of different feed gases at two different locations. In the TC Map Generator, you specify the properties of a reference gas (air is offered as default), in the compressor component itself, you can opt for a "gas composition specific performance map scaling". With this check box selected, any variation of the operating gas is taken into account for the evaluation of the corrected speed and mass flow. A comparison with experimental data shows an excellent match over a broad range of different hydrogen ratios in the feed gas. Connected Oxidation and Reformer Catalysts When modeling balance of plants (BoP) from solid oxide fuel cell (SOFC) systems, oxidation and reforming catalysts are often designed in a way that the heat from the exothermal exhaust oxidation is used to supply the heat required for reforming of the feed gas. For that purpose, catalysts are designed in a highly integrated manner to exchange heat typically in co- or counter-flow operation. This version of CRUISE M enables you to thermally connect catalyst components considering the 1D temperature and heat flow distribution over the length of the converters. The flexibility extends to 2D and 3D solid wall components often used in thermoregulation networks. If you want to study the basics of heat transfer, you can turn off the chemical reactions and obtain the familiar temperature profiles from heat exchangers operated in co- or counterflow. Freeze Start of PEM Fuel Cells For low temperature PEM fuel cells, it is now possible to calculate the freeze start from subzero temperatures. Ice formation and respective phase change processes in the porous media can hence be analyzed in fully space- and time-resolved details. With the current FIRE M version, water can exist in five different states in a PEM fuel cell, namely the gas, liquid and dissolved state, as well as the ice state and the frozen dissolved water state. Phase change models are available for the five states of water. To describe phase change in the porous media in a highly accurate manner, the so-called Gibbs-Thomson undercooling effect is included, representing the effect of wettability and pore size on the melting point. Close Importing AVL CRUISE Models Version 2023 R1 brings AVL CRUISE M and AVL CRUISE closer together. CRUISE models can now be loaded into CRUISE M, thus automating the entire process of model migration. Specifically, this means that identical components are mapped to new CRUISE M components. Deviating components are mapped to similar components or component groups. During the process, the entire connection topology is interpreted and a corresponding CRUISE M model network is built. Task folders and tasks from CRUISE are transferred to case sets and cases, subsystems are mapped to layers, and both are maintained in CRUISE M scenarios. If deviations occur that cannot be resolved by the software itself, a dedicated migration protocol guides you manually through the remaining steps. Inverter Loss - Detailed and Simple Model The Dynamic E-Machine component provides the option of an internal inverter that models six ideal switches responding to an externally provided PWM signal. The approach allows the e-machine to be run on three phases considering three-phase details. This version of CRUISE M enables the behavior of inverter losses to be modeled one step closer to reality. Two inverter types are available, "IGBT with diode" and "MOSFET". CRUISE M maps the switching energies into power losses and uses them together with the conduction losses to calculate the corresponding current in the electrical network. All details on the losses are available on the data bus network and can be used for any kind of control purpose or for simple online analysis during a running simulation. FMU Export - FMI 3.0 The export of CRUISE M model FMUs is taken to the next level. This version enables models to be either exported according to the classic FMI 2.0 standard or CRUISE M FMUs can be generated according to the latest FMI 3.0 standard. The exported CRUISE M FMUs using the FMI 3.0 standard offer the same functional scope as the 2.0 standard. Beyond that, non-scalars of data type characteristics (i.e. two-column tables, y(x)) can now also be exported. Whenever a physical aspect is covered by a characteristic, it can be exposed and the table can be changed from the hosting environment without needing to return to CRUISE M's GUI. Model Data Compare Managing the data of different model versions is key to efficiently maintaining the progress of a model. This release provides a new and more rigorous diff functionality that works on the level of an entire project, comprising all models that are packed within the project, including configurations in the Simulations, Results, Optimization and Parameters tabs. VLE Heat Exchanger - Parameterization Access Air conditioning systems or heat pumps are essential parts of the vehicle thermal management system (VMTS) of battery electric vehicles. This version of CRUISE M increases the versatility when configuring different components of our VLE circuits. These are the MPET, Fin & Tube, Plate, Tube & Tube and Tube Heat Exchangers, as well as the VLE Pipe component. All these components offer the possibility of changing the constant inputs of heat and pressure drop correction factors to be variable via CRUISE M's data bus network. These inputs, together with additional data bus outputs on mass flow, volume flow, etc., are the basis for performing component parameterization in a closed loop. Close Ph-Diagrams - Online Visualization Ph-diagrams are a commonly used and very effective way of assessing the operating behavior of air conditioning or waste heat recovery systems. This version of CRUISE M provides the service of an online inspection of ph-diagrams during a running simulation. The online ph-diagram is given in a simplified format showing the saturation lines of the selected fluid and the operating lines (i.e. compression, condensation, expansion and evaporation) of all involved components. Close The automotive industry is in a constant state of change and along with it your needs. To meet these needs, we at AVL are permanently working on the further development of our products and services to support you in fulfilling your daily tasks. The latest release of our simulation solution for development and virtual validation of automated and autonomous driving functions includes improved OpenSCENARIO standard coverage by AVL Scenario Designer and high-performance Simulation Platform powered by Model.CONNECT. AVL Scenario Designer - Road Builder Add-On and Local Road Library With the new Road Builder Add-On, users can quickly generate road segments in ASAM OpenDRIVE format. No tiresome manual editing needed - just choose from a list of available templates like curvy rural roads or highways with ramps. All templates are parametrizable allowing for a variation of road and scenario at the same time. This opens up limitless possibilities such as making scenarios suitable for different countries. The Local Road Library is a set of OpenDRIVE road networks that come automatically with the Scenario Designer installation. Boost your scenario creation capabilities by choosing a suitable road network instead of manually creating new roads. Esmini Interface for High-Performance ADAS/AD Controls Testing - Even on Your Notebook When testing the control algorithms of automated driving systems, an object-based representation of the environment is sufficient. The focus is on decision making, path planning, and motion control. Esmini is a lightweight open-source tool that can execute scenarios in ASAM OpenSCENARIO standard with a very high performance. By integrating esmini into the Model.CONNECT co-simulation platform, you can easily setup your closed-loop test setup and define parameter variations. The built-in Job Management System (JMS) executes all the tests on your local machine. The optimal number of parallel simulations depends on your hardware. The simulations can be massively scaled in our distributed cloud computation cluster allowing you to execute millions of test cases overnight. Frequent testing is a crucial part of a successful agile development process for ADAS/AD systems. Using our Python API, you can easily integrate and fully automate the test execution in you CI/CD pipelines. Figure 2: Performance benchmark of an Adaptive Cruise Control System (ACC) test setup executed on a normal notebook Close The New AVL VSM Release Presents the 3rd Evolution of the Vehicle Model Factory (VMF) This release enables the automatic identification of tyre parameters from road measurements. The new feature has been added to the already proven identification of weight distribution, driving losses, suspension, electric drive unit, HV battery, internal combustion engine, brakes and steering system parameters. Aiming to reduce time and costs during the development process, the VMF approach allows digital-twin creation using vehicle measurements and a minimum number of key parameters. xAVL Simulation Suite 2023 R1 Close New Features Related to AVL VSM Useability, Physics and Interfaces Are Available Additional vehicle template databases from different classes and segments are included as examples. The release also includes support for custom 3D tracks, allowing users to add a unique visualization of roads and environments. Close Driveability simulation of battery electric vehicles achieves high accuracy with a new elastic motor shaft model and improved control of torque build-up. Additionally, a multi-speed gearbox for each electric motor is now available. Automotive industry is steering efforts towards holistic product development; thus, this release is also part of AVL vSUITE. It is possible to use different VSM add-ons such as Commercial Vehicle and Tractors or High Performance and Lap Time. Close Highlights in AVL FIRE M Multi-Component Flash Boiling for Injector and In-Cylinder Flow Simulations Simulating the complete chain of events - from internal injection nozzle flow, fuel injection into the combustion chamber, generation of wall film, combustion and emission formation - is a challenging task which can now be performed significantly more conveniently thanks to FIRE M 2023 R1 while considering even more physics. All related simulations and simulation models access the extended Material Property Database enabling the handling of multi-component surrogate fuels (fossil resource based, e-, bio-, syn-fuels). Extensions of the fuel evaporation model take care of flash boiling, which occurs when injecting under elevated temperatures. Thermolysis and Hydrolysis Model in the AVL FIRE M Multiphase Framework For diesel-powered vehicles, the emission of nitrogen oxides (NOx) is a particular challenge. This new release of FIRE M allows you to simulate the decomposition of the Urea-Water solution along with the activated General Gas Phase Reaction (GGPR) module considering that the thermolysis-hydrolysis process is happening simultaneously, in the multiphase framework This improves the predictiveness of the simulation solution. Table Generation for ICE Combustion Simulations using ECFM-3Z The tools needed for the generation of laminar flame speed and auto ignition delay tables have been packed into a GUI-driven workflow, which is made available with the release 2023 R1. The tables can be used directly for combustion simulation using the ECFM-3Z model of FIRE M. Further Highlights in AVL FIRE M 2023 R1 UI-based differencing of FAME projects:The 2023 R1 release of FAME takes the first step in making it easy for you to compare FAME projects utilizing the graphical user interface to visualize the differences. Melting and solidification model:This new release models the mass transfer of a melting and solidification problem in the multiphase framework of FIRE M. TABKIN table generation:Table generation is now available also under Windows. 1D/3D Coupling Interface:A FIRE M/GT Power (a product of GAMMA TECHNOLOGIES Inc.) interface is now available with FIRE M. Highlights in AVL CRUISE M Dual-Fuel and Gas Engine The latest engine and engineering enhanced cylinder models enable the investigation of alternative fuels. It is possible to combust multiple fuels, to use gaseous fuels, and to change the fuel during a running simulation. Engineering Enhanced Cylinder Models The engineering enhanced gasoline cylinder (EEGC) has been enhanced with new functionalities: - The fuel treatment has been improved by utilizing the gas property generator to specify the fuel composition according to the fuel properties given by fuel specification sheets. This allows you to consider oxygenated gasoline fuels as well as various compositions of gaseous fuels in a more accurate manner. - A new CNG combustion model has been introduced along with the improvement of the fuel treatment. The engine-out emission models are extended with a CNG-specific THC/CH4 sub-model. You can now choose between hydrocarbon emission models for gasoline or CNG combustion via a drop-down menu in the EEGC GUI. - The cylinder component now offers the possibility to configure two different fuels (e.g. gasoline and CNG). You can select your fuel before starting a simulation and you also can switch between fuels during a simulation run. With that, you can tackle bi-fuel applications in SiL and HiL environments without having to restart your model. The engineering enhanced diesel cylinder (EEDC) component has been further enhanced with additional models and parameters: - In the fuel injection system you can now choose between two different types of injectors, giving more precision in predicting the injected fuel amount. - The injection coordinator, which differentiates between the various pilot, main and post injections, can now be tuned with external parameters to improve its robustness. - The friction model has been improved to consider the influence of the oil temperature during the warmup phase. - A new model has been added to the EEDC to provide information about possible misfiring. The parameterization wizard has been further enhanced. It now allows the calibration of the peak cylinder temperature and the emissions of CO, THC and soot. Motored Combustion and Variable Compression Ratio The Combustion Chamber component has been enhanced with two functions. - Motored combustion: The combustion chamber can be operated without an actual combustion model. The intake of any gas, its compression and exhaust can be simulated in an isolated manner. With that, the behavior of reciprocating compressors can be mimicked. - Variable compression ratio: The compression ratio can be actuated via a data bus channel. This enables investigating engine concepts. Close Highlights in AVL EXCITE M Rolling Element Bearings - Damping in Clearance Regime For Rolling Element Bearings, in the currently applied approach, the material contacts accounts for damping while the damping which is expected in the clearance regime is not considered. To stabilize the bearing behaviour in the clearance region, additional damping forces is acting in the gap region of the individual contacts. The required damping coefficients are specified as a table depending on the contact approach distance. Close The following graph shows the bearing radial displacement as the response to a bearing impact load. While the bearing without any clearance damping reveals repeated bouncing within the radial play, the variant with clearance damping is characterized by a smoother decay. Deviation/Tolerance Input for Spline Gear Joint Geometric deviations from nominal drawing dimensions may have a significant impact on the NVH performance of transmissions and Electric Drive Units. To consider deviations that cause eccentricity of components, the Spline Gear joint has been extended to process axial, radial and angular deviation inputs given at the shaft/hub link locations defining the body-spline profiles of the connection. The figure shows the impact of a radial deviation of the outer spline profile against the axis of rotation of a shaft. The radial hub motion follows the run-out of the shaft-spline leading to periodic position changes associated to radial force fluctuation in the spline-gear interface. Spline Gears: Offer Crowning via Microgeometry For certain use cases of splined gears, it is essential that only the torque, but no bending moment is transferred from one shaft to another. This is achieved by applying a crowning modification to the flank surface across the width of the gear. Crowning can now be specified on the outer (shaft) and inner (hub) side of the spline gear contact. The modification is visualized in the 3D-viewer and IMPRESS M. Close Cylindrical Gears: Offer Flank Surface Waviness Modification Manufacturing of the gear grinding process cause various imperfections of the resulting flank surface which can have a significant impact on the gear noise. One prominent deviation pattern is called waviness. Waviness along the gear tooth can now be specified on cylindrical gears and is considered by the contact model. New Method to Consider Localized Gear Wheel Body Node Deflections at Tooth Contact (Beta) Advanced Cylindrical Gear Joint has been able to consider flexible gear wheel body deflections from circumferential nodes placed at the root of the teeth. However, the applied mapping method performs some averaging that causes specific gear wheel body deflection shapes (for instance the well-known "potato-chip" mode), not sufficiently reflected in the contact-load distribution between the individual teeth. A new mapping method that considers body deflections affected by the gear contact has been implemented optionally. Using this option, local body modes will influence the development of the gear contact pattern in a much more realistic way. New method is more prone to dynamic loss of flank contact and it is more sensitive to numerical instabilities of the time domain solution. Therefore, for 2023 R1 the feature is released as a beta version. To activate it select "Use local node deflections for tooth contact (Beta version)" check box in ACYG "Joint properties | Stiffness". Pulse Width Modulator Pulse Width Modulation (PWM) realizes the variable magnitude and variable frequency voltage demand calculated by the current controller. The pulses control the switches of the inverter. The pulsed voltage introduces considerably higher harmonics into the torque and the forces acting on the electric motor's stator and thus contributes to e-motor NVH. EXCITE M now makes it possible to investigate the effects of PWM to avoid tonal excitations in regard to PWM strategies, overmodulation, use of constant or a speed-dependent switching frequency or a band for a random switching frequency as sown in the figure. Order Analysis for E-Motor Tooth Forces Force excitation of the stator teeth in an electric motor is best described by waves propagating with and opposite to direction of rotation. Due to the nonlinearity of the magnetic field spatial wave numbers will occur at base and harmonic frequencies. The analysis of their amplitudes and phases provides valuable indicators for an acoustic analysis. 2D-order analysis is now provided for all electric motor models with circumferential link locations for the stator. Each linking section is evaluated separately, which allows the study of impact of skewing, eccentricity and tilting of the rotor. Impact of pulse-width modulation can also be captured by narrow-band analysis. New Generic Speed Controller A new generic speed controller component is introduced in EXCITE M. This speed controller replaces the internal speed controller of the Electric Machine Controller but is also available as a generic standalone component for other use cases. The controller is a PI-controller, where controller gains and initial states can be user-defined or automatically calculated based on control parameters (rise time and percentage overshoot), and model-specific parameters (effective moment of inertia and effective rotational damping). The controller is implemented as a specialized version of the compiled function component. Due to this approach, it is also possible to convert the speed controller to a regular compiled function component for custom modifications like changing signals, parameters or even the actual controller code. Direct MATLAB Interface The MATLAB interface component enables a co-simulation between EXCITE M and MATLAB®/Simulink®. The interface is fully integrated into the signal network, allowing connections to sensors, functions (compiled function, tables, etc.), load applicators or other interfaces. Input and output signals can be defined for arbitrary physical quantities and additional parameters for the Simulink® model. Currently, MATLAB® versions up to R2021b are supported. Map-Based Air Bearing Joints Air bearings are commonly used in turbomachinery and fuel cells, so a simple way to simulate both axial and radial air bearings is required. Bearing maps Descriptionting the normalized stiffness and normalized damping against the bearing number, such as those shown in Figure below, can be used for this purpose as an input. Damped Modal Analysis of Crankshafts and Rotors in AVL EXCITE Designer In EXCITE Designer, the damped modal analysis is extended to the shaft modeler to cover the crankshaft and plain shafts (e.g. rotor). It is possible to perform the damped modal analysis of a free or an elastically supported crankshaft considering the damping in torsional vibration damper, main bearings and the crankshaft structure. Calculation of Ring Preload Due to Ring Assembly in AVL EXCITE Piston&Rings The calculation of the ring preloading condition due to the ring assembly deformation could be difficult or time consuming. Often only the ring open geometry is known. In this case, the ring conformability workflow allows the calculation of ring preloading conditions by considering the ring open geometry and fitting it into the liner shape. The conformability calculation provides results about ring radial pre-tension and pre-twist angle. Analytic Gas Flow Discharge Coefficients for Ring End Gaps Calibration of the gas flow coefficients can be very time-consuming and require multiple iterations to achieve the desired results. The gas flow coefficients are usually static values found through calibration against physical testing, which can be difficult when developing new fuel engines such as hydrogen given the current lack of physical testing results. The new analytic method for gas flow at the ring end gap is based on the work of Tian and is applicable for hydrogen, gasoline or diesel engine. Liner Deformation Map from EXCITE Power Unit into EXCITE Piston&Rings If the piston dynamics analysis is performed in EXCITE Power Unit, liner deformations due to piston slap are considered. On the other hand, in EXCITE Piston&Rings liner deformations due to piston - liner contact is not available. As a result of this limitation, if the piston secondary motion is imported from EXCITE Power Unit into EXCITE Piston&Rings, the piston may penetrate the liner shape, thus causing inaccuracies and simulation instabilities due to negative land volumes. For this reason, the possibility to store the liner deformation calculated via EXCITE Power Unit and import it into EXCITE Piston&Rings has been introduced. The map contains liner deformation values along the whole liner surface and for each result storage step. This workflow should be used when an external piston secondary motion is imported into EXCITE Piston&Rings. Map-Based (Tooth Force) Model for Induction Motors in AVL E-Motor Tool Induction motors are characterized by an inhomogeneous and varying current density in the rotor bars as well as pseudo-periodicity due to the slip between electrical and rotor frequency. Both impact stator tooth forces and thus e-motor NVH. The variable current density in the rotor bars require a transient simulation with a transient initiation phase that needs to wear-off to reach quasi-stationary operation. The automated workflow in EMT initializes the transient magnetic simulations in frequency domain, which strongly reduces the initiation phase. E-Motor Tool (EMT) offers an induction motor workflow to parameterize the map-based (tooth force)-model in EXCITE M. Upgrade of Inductance and Current Control Evaluation EMT uses the maximum torque per ampere (MTPA)-strategy to evaluate the current table. It requires inductances of the motor to estimate torque and induced voltage using a fundamental wave model. Inductances in direct- and quadrature-axis vary with rotor angular position in an unrelated manner introducing uncertainty to the model fidelity. Furthermore, permanent magnet-flux linkage in quadrature direction and cross-coupling inductance may not be neglected under certain current excitations. EMT now samples inductance values over an angle range and averages the position-dependent values like in the standard measurements. Furthermore, pm-flux linkage in quadrature direction and cross-coupling inductance are evaluated and fed to an extended fundamental wave model. In a next step EMT applies MTPA-strategy to evaluate the current tables. Special attention is put to the maximum torque line as it is most frequently used in dynamic and acoustic analysis. The algorithm is extended to generator operation mode as well as negative speeds to support all four quadrants of the operation range with accurate transition along the zero-torque line. Close EIS Wizard for Reference Exchange Current Density and the Activation Energy The reference exchange current density, electrode diffusion coefficient and the activation energy can be derived from measured impedance spectra. The EIS Wizard in AVL CRUISE™ M offers a guided parameterization process fitting the electrochemical model parameters. Multiple data sets for different SOCs and temperatures can be loaded from measurements and fitted. The identified parameters are automatically transferred into CRUISE M's Electrochemical Battery (ECB) component. Electrochemical Cell Degradation and Gas Formation In addition to already available degradation models that consider SEI formation, SEI decomposition, metal electrolyte reactions and metal plating, CRUISE M now also enables consideration of the formation of gaseous products. The new model takes into account primary and secondary SEI formation and decomposition, as well as the evaporation, decomposition and combustion of the electrolyte. The CRUISE M Battery User Coding Generator enables the modelling of user-defined gas formation. Battery Tester In order to be able to simulate battery life efficiently, driving cycles (e.g. weekly profile) are typically cycled over the course of a couple of years while considerng seasonal environmental conditions. These test scenarios can now be created very easily with the Battery Tester in CRUISE M. The Battery Tester provides visual feedback on the test assemblies including an estimate of the maximum possible physical simulation time. The time horizon of such tests can range from minutes or hours up to weeks, months or even years. Pulse tests, charging events, repeatedly driving a BEV from home to work and having it stand still over a long part of the day. All scenarios can be considered and easily planned and executed with the CRUISE M Battery Tester. Thus, aging phenomena such as SEI layer growth or degradation, as well as li-plating or other aging mechanisms can be observed precisely over the lifetime of a battery. Battery Thermal Analysis This FIRE M version contains a new method of connecting interfaces that enables heat transfer between two non-perfectly connected domains.This new interface can be created in both a conform and non-conform manner. It is also possible to introduce thermal contact resistance between the two contact faces. By using loose contact interfaces, enforcing conform multi-domain meshing is avoided, which allows the presence of small gaps between the coupled faces. A new formula based option for electrical operating conditions allows the specification of an operating current that depends on temperature, state of charge or anode potential. Besides the "Load steps" and "Profile" options, this third option, "Formula" can be combined with all available model types: electrochemical, electrothermal and Batemo. Cylindrical Battery Module in AVL CRUISE M In this version, a number of performance improvements have been added to the cylindrical cell module, as well as the ability to display 3D results. A new cell clustering methodology is available that enables the option of clustering parallel cells. Busbar Model in 1D Battery Module Battery Module component in CRUISE M has been extended to handle the impact of busbars connecting individual pouch (or prismatic) cells. Venting Gas in 1D Battery Module This version of CRUISE M addresses the formation of venting gases with a new functionality embedded into the Battery Module component. Based on a venting trigger temperature and a given venting gas mass flow, the venting model in the Battery Module component creates a dedicated gas flow connection. Adaptive Mesh Refinement of Embedded Solid Surface at Start New feature The new release brings new capability enabling the specification of adaptive mesh refinement of the embedded solid surfaces directly at the start of the simulation. The benefit is that the simulation already starts with the fully refined mesh without further refinements and rezoning. Automated Report Generation for Vehicle Aerodynamics New feature Automatic report generation has been extended to include the vehicle aerodynamics solution. It enables a fully automated report generation and saves you a lot of time when post-processing the simulation results. It can only be used in conjunction with the Vehicle Aerodynamics workflow app. The automatically generated report includes 3D results (Figure 1) in terms of pressure, velocity and TKE on the surface, contour Descriptions at the center, and other characteristic planes and Cd/Cl diagrams, all scaled automatically according to the specific geometry and conditions. Averaged Results in Vehicle Aerodynamics App Enhancement The formula for additional, averaged quantities is added to the model setup. Currently, absolute pressure, velocity, turbulent kinetic energy, turbulent dissipation rate and viscosity are averaged. The starting iteration for averaging is defined in the GUI. Note that the averaging is also available for steady RANS calculations, which is very useful in the event the solution oscillates slightly around a mean value (see Figure 2). Automatic Creation of Wind Tunnel Surface Mesh Enhancement Default wind tunnels can be automatically created with the "Create tunnel" button in Geometry Definition. The button becomes active after the "Vehicle surface" has been defined, since the tunnel size is computed based on the vehicle size. You can also use your own tunnel surface, select the "Use custom tunnel surface" check box and then provide the surface mesh of the wind tunnel. Background Image in Line Charts to Put Curves into Context Enhancement A background image can be added to line charts to put the displayed data into context. The image zooms and pans with the chart, can be shown in front of or behind the grid, and can be made semi-transparent. This visualization is very useful when analyzing aerodynamic performance data such as accumulated drag and lift coefficients, or some local quantities of interest like pressure coefficient. Improved Numerical Treatment for Embedded Body Simulations in Single-Phase and Multi-Phase Enhancement The numerical treatment of the fluxes in embedded solid simulations has been improved for 2023 R1. The new default setup corresponds to the 2022 R2 setup, where, additionally, the user-defined parameter EMB_PREFOR_MIXFLUX_CORRECTION = 3 was set. The new default numerical treatment provides high accuracy and good solver performance in embedded solid simulations, especially for aerodynamic simulations. Installation Example for the Vehicle Aerodynamics Solution App Enhancement The new installation example with the accompanying documentation is available with 2023 R1. The model can be downloaded from AVL Resource Box. After unzipping the downloaded zip-file (FIRE_M_9557_Aerodynamics_Solution_App.zip), you can access all the necessary files for this example (surface meshes of car and wind tunnel). The new example demonstrates fast and user-friendly workflow, suitable not only to experienced CFD engineers, but also for non-CFD users. The solution App based on the embedded body approach dramatically reduces pre-processing effort, yet delivering reliable results comparable to the conventional methods. It provides fully automated mesh preparation, simulation setup and report generation, being especially appealing for design exploration and optimization for car aerodynamics, without need for (re)meshing. AVL's simulation softwareis a widespread technology for powertrain systems, used daily and successfully by thousands of engineers. By digitizing the vehicle development with state-of-the-art and highly scalable IT, software and technology platforms, AVL creates new customer solutions in the areas of Big Data, Artificial Intelligence, simulation and embedded systems. In the field of ADAS and autonomous driving, AVL has built comprehensive competences to accelerate the vision of smart and connected mobility. AVL CRUISE / AVL CRUISE M AVL List GmbH ("AVL")is the world's largest independent company for development, simulation and testing in the automotive industry, and in other sectors. As a major contributor to e-mobility, AVL drives innovative and affordable systems to effectively reduce CO2 by applying a multi-energy carrier strategy for all applications - from hybrid to battery. 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AVL Simulation Suite 2022 R2 | 9.2 Gb Product:AVL Simulation Suite Version:2022 R2 Build 248 Supported Architectures:x64 Website Home Page :www.avl.com Languages Supported:english System Requirements:Windows * Size:9.2 Gb The software developer Advanced Simulation Technologies (AST) is pleased to announce the availability of AVL Simulation Suite 2022 R2 is a comprehensive solution that covers all aspects of powertrain concept, the e-motor, e-axle, power electronics, fuel cell, battery and control functions layout and integration. Release 2022 R2 We are pleased to announce the latest software releases for the following solutions: Updates and improvements to AVL's simulation solution Analyze Batteries Electrochemically Release 2022 R2 of AVL CRUISE M makes the electrochemical simulation of batteries easier and more accurate. For this purpose, two major enhancements have been made. CRUISE M now provides you with a tailored EIS Parameterization Wizard that simplifies the process of finding the electrode diffusion coefficient based on measured data. The "find the equivalent circuit" option starts the automatic search for the best fitting approach. Figure 1: Electrochemical impedance spectroscopy wizard (EISW) Double layer effects are now considered. The double layer induces an electrical field that is capable of storing and releasing charge in much less time than the intercalation process of lithium ions, like in a capacitor. Such high frequency responses are covered as part of the existing electrochemical battery at four different positions. First, at the electrode-electrolyte interface of the cathode and anode, and second, at the interfaces between the current collector plates and the adjacent electrodes. Figure 2: Double layer model concept and simulation results Cylindrical Battery Module Now Available The module "component cylindrical cell" is the extension to the prismatic and pouch cells that are already available. It allows you to define the cell arrangement, the housing configuration, the cooling type, the electrical connection pattern and all types of connection ports, as well at the measuring points for interaction with other components. The cells are modeled in 2D featuring different temperatures in radial direction and across their height. It supports both equivalent circuit models and Batemo cell models. Figure 3: Battery module - cylindrical - parameterization workflow Solution: Mechanical stresses on battery In addition to the thermal and electrical states in batteries, it is important to consider their mechanical behavior during operation. We take this into account with two functional enhancements. Tilting of pouch cells in battery modules Pouch cells are usually connected to the bottom of the enclosure via a thermal paste. The fact that cells are fixed at the bottom and the other sides are more flexible to move also impacts the expansion/contraction of cells and the mechanical stresses that build up. This version of CRUISE M offers the possibility to model cell tilting. Figure 4: Battery module: Tilting of battery cells A new interface is available should you need to integrate custom model extension into existing CRUISE M models. The interface allows you to integrate your user-defined sub model without having to sacrifice the comfort of the overall solution. The Battery-Module has been extended by a dedicated interface for mechanical models. This allows the custom models to describe all mechanical aspects of the module's housing that react to expanding and contracting battery cells. The model needs to be given as FMU complying to a dedicated interface specification defined by CRUISE M. Figure 5: Battery module: Integration concept for custom mechanical models Solution: Battery Safety Analysis Easy simulation of battery thermal behavior in the event of thermal runaway. Another new feature of the Battery Module component allows you to study the propagation of heat through a module assembled from cells, cooling plates, and pressure pads. The input is the heat released by the cell during thermal runaway. You can determine this information using abuse tests on a single cell and the Compose app. Together with the actual cell energy and a trigger temperature, this input is sufficient to model the thermal history of a single cell. You can view the local temperature rise in a cell and the spillover to neighboring cells, as well as the propagation across the entire module. Figure 6: 3D Battery module: Temperature distribution through structure Solid Particle Release: AVL FIRE M is now able to simulate the exertion of solid particles during battery cell venting. The particles are modelled using a Lagrangian description of particle motion. Coupling of energy, momentum and turbulence exchange with the surrounding gas phase is taken into account. Specific sub models are used for the drag law and evaporation. Methodology development has shown that consideration of these particles can provide additional insights into the occurring risks posed by particles, as shown in Figure 7. Figure 7: Solid particles during the battery cell venting event. Particles melt the golden, meltable parts and pose an additional threat due their ignition energy . Updates and improvements to AVL's simulation solution Introduction of AVL EXCITE M With Release 2022 R2 of AVL EXCITE M, we are launching a new generation of our multi-body dynamics software solution for powertrain analysis. The first step was the migration of EXCITE for e-axle. By integrating a new IC motor assembly, you can now simulate both e-drive units and hybrid configurations with IC engines. Improved load and signal processing capabilities are available for more accurate simulation of transient operating conditions. In a second step, EXCITE Power Unit will also be migrated to enable the modeling, simulation and evaluation of structural dynamics, NVH and durability of any powertrain configuration in a single interface. IC-Engine Assembly EXCITE M supports the modelling of common configurations of internal combustion engines by providing an IC-Engine Assembly element. Figure 1: IC-engine assembly of an I4 engine The element allows you to specify: - IC-engine configuration (such as number of cylinders, their arrangement, several basic dimensions, and firing order) - Model fidelity (such as usage of axial bearings, connection representation to be used for piston/liner guides and enabled degrees of freedom for certain components) - Global geometry (such as bore and bearing dimensions) and cylinder pressure load Based on the above inputs, the basic IC-engine model is automatically built. All parts of the model (bodies and joints, partly structured in sub-assemblies) are configured. Once the automatic setup of the base model is complete, the user can adjust certain parts or components to fit them to specific modeling and/or geometrical requirements. This could be related to the exact positioning of a pulley or flywheel on a crankshaft, for instance, or concern details regarding the node distribution used to connect the parts of the system. Figure 2: Adjustment of components on a crankshaft In addition, the IC-Engine Assembly generates all sub-parts (link location types and positions) to enable the easy search of connection nodes or node sets. The condensation of FE models for flexible bodies is supported by the Component Modeler and enables the easy application of all used joints to the corresponding nodes on the connected bodies. Figure 3: Component modeler view for a crankshaft model Working with existing condensed body representations is also possible. In this case, you can explicitly correlate the nodes and node sets in the FE model to the joint created in the IC-Engine Assembly. This step is supported by the select and search capabilities in the GUI. Cylinder Pressure Load A special cylinder pressure load definition has been introduced together with the IC-Engine Assembly to support the modeling of systems for transient dynamic analysis. Figure 4: Cylinder pressure specification Cylinder pressure can be specified in a map as crank-angle-related pressure dependent on engine speed and throttle signal. The cylinder pressure is specified for a discrete number of operating points (engine speed or throttle position combinations). The reference quantities for the cylinder pressure load evaluation are defined with the load properties. Sensor elements can be used to determine the actual state of these quantities during the simulation. - Speed reference can be set to a user-defined constant value or by using a sensor element to pick up an angular velocity of a body or a relative velocity between two bodies. - Crank angle reference can use the same reference motion for all cylinders, or you can select reference motions from different sensors for the individual cylinders. - Throttle demand can currently be defined by a user-defined constant value or by a table vs. time or reference angle. Figure 5: Reference quantities for cylinder pressure load assignment The correct transfer from specified cylinder pressure to appropriate load forces on the model components is defined in the Load Application panel. Two ways of load assignment are supported: - Application of loads to nodes: Here, the type of the load signal can be defined (pressure, force, moment) and the distribution of the defined load to the individually connected nodes must be specified. For standard modeling cases, all required settings are done automatically based on the given IC-Engine Assembly data. - Alternatively, the loads can be distributed to the body's connected nodes using load case vectors, prepared with the FE model of the body. Signal Network Several new elements to model simple control system functionality are provided to be able to influence and control system behavior such as cylinder pressure application (e.g. via changing the throttle position) or performing switching actions in a drive system (e.g. actuating a clutch). In addition, the possibility of integrating C-code in the form of so-called compiled functions allows basic control functions (e.g. a PI controller) to be incorporated. Co-simulation with external tools is no longer necessary. - Another innovation concerns signals and control. A first set of components is now offered to you in the graphical front-end of EXCITE M): Load Applicator and Load Item Cylinder Pressure: Facilitate load application at body nodes (like pressure, force and moment) based on the specified input-signals. Figure 6: Load applicator component to convert signals into pressure, force, moment Figure 7: Cylinder pressure load map utilizing signal input for crank angle, speed and throttle position -Elasto-Plastic Clutch Joint (EPCL) and Table Force/Moment Joint (FTAB):In order to model and actuate switching elements such as friction clutches, simple synchronizer units or dog clutches, the existing joint functionality has been extended. The extension includes the joint properties clamping force, stiffness/damping. These can now be set and scaled via input signals. Figure 8: Force/moment joint (FTAB) force/moment application and scaled by table Figure 9: Elasto-plastic friction clutch (EPCL): Clutch actuation by clamping force depending on closing ratio signal -Motion Sensor:Measuring the rotary speed of a shaft/crankshaft at a specific node position relative to a housing or engine block is complex. This new component allows you to sense and process relative translational and rotational motions between the nodes of two bodies. Moreover, it provides you with basic functions for the conversion of 3D vector readings into single signals such as vector norm or scalar projection. Figure 10: Motion sensor for the measurement of relative translational/rotational quantities between body nodes -Force/Moment Sensor:The existing Table Force/Moment Joint (FTAB) has been extended to perform basic force/moment measurement tasks. For each of the different FTAB options, the resulting force/moment can be accessed via an output signal provided by the joint. Figure 11: Force/moment sensor facilitated by Table Force/Moment Joint (FTAB) -Function:The user can take any input and output signal of EXCITE model and use them in code that will perform a certain function in that model. Compilation of the C-code and link to EXCITE solver happens automatically and does not require any user action. This enables the user to significantly extend the functionality of EXCITE to fulfill his or her specific requirements. Figure 12: Simple speed-controller (PI) realized by a compiled function Model.CONNECT Interface It is now possible to connect EXCITE M with Model.CONNECT. This can be achieved using the new components. Any number of Model.CONNECT interfacing components can be arbitrarily added in the EXCITE M model. The Model.CONNECT components are part of the signal network in EXCITE M. This means that you have the possibility to define input and output signals for all EXCITE M quantities to be exchanged. Figure 13: Example of connecting the Model.CONNECT component to bodies/sensors Thermodynamic Coupling with Model.CONNECT To support transient operating conditions such as start/stop simulations of hybrid engines, the Model.CONNECT interface is used to enable the thermodynamic coupling of EXCITE M with Model.CONNECT. This is realized by adding a new option in the Load Item Cylinder Pressure to set the cylinder pressure source to Model.CONNECT. By selecting this option, a Model.CONNECT component is automatically inserted into the EXCITE M model and all required input and output signals are created and connected automatically. Through the co-simulation with Model.CONNECT, the cylinder pressure can be calculated by the desired thermodynamic tool (e.g. CRUISE M). The pressure data will then be sent to EXCITE M where the pressure is transformed to a force and applied to the corresponding bodies by the Load Item (see the figure below). Figure 14: Three-cylinder engine model in AVL EXCITE M receiving cylinder pressure load from a thermodynamic model in AVL CRUISE M via Model.CONNECT Co-Simulation Electric Motor Joint Extensions So far, EXCITE has offered joint types for acoustic analysis up to high frequencies of 20 kHz for all machine types. Now additional joint types and current controllers have been introduced to enable analysis of low-frequency problems in traction motor and hybrid applications. EXCITE M offers following approach for electric motor joint: - Map based (imported pre-calculated forces and moments) - available for all e-motor types with radial flux - Parameter based (linear fundamental wave model) - available for PMSM (permanent-magnet synchronous motors), EESM (externally excited synchronous motors), SCIM (squirrel-cage induction motors) and SYRM (synchronous reluctance motors) - File based - available for PMSM . Saturated fundamental wave model - files for current dependent inductances and Permanent Magnet flux linkage . MFC (Magnetic Field Computation) - files for phase-to-phase flux linkages and torque / stator tooth force / tooth axial moment .. 'Axial-Axial': Rotor axis nodes coupled to stator axis nodes (with or without consideration of rotor eccentricity) .. 'Axial-Circumferential': Rotor axis nodes coupled to stator teeth nodes (with or without consideration of rotor eccentricity) New control systems have been introduced for the EESM and SCIM that reflect state-of-the-art current control for traction applications in motor or recuperation mode. Updates and improvements to AVL's simulation solution Introducing the next generation of AVL EXCITE M With Release 2022 R2 of AVL EXCITE M, we are launching a new generation of our multi-body dynamics software solution for powertrain analysis. The first step was the migration of EXCITE for e-axle. By integrating a new IC motor assembly, you can now simulate both e-drive units and hybrid configurations with IC engines. Improved load and signal processing capabilities are available for more accurate simulation of transient operating conditions. In a second step, EXCITE Power Unit will also be migrated to enable the modeling, simulation and evaluation of structural dynamics, NVH and durability of any powertrain configuration in a single interface. Frequency Domain Solution (FDS) for Transmission Systems For application scenarios such as standard gearbox-NVH, optimization/DoE tasks and others EXCITE M offers you a faster solution: the new frequency domain solution (FDS). You can use FDS as an alternative to the well-known time domain solution (TDS) or as a supplement. The relevant sources for periodic excitation of e-axles are gear excitation forces. Analytical tooth contact analysis (TCA) is used to calculate these gear excitation forces. Figure 1: Analytical tooth contact analysis in gear joint's focus view The solution provides results for all nodal body motion quantities (i.e., displacements / velocities / accelerations) over the analyzed frequencies. Figure 2: Body nodal angular velocity - comparison between FDS and TDS To display the results in other coordinate systems, the synthesis of the results in the angle/time domain is supported. Figure 3: Result synthesis - comparison between FDS and TDS In addition to chart-based representations, you now have the option to animate the 3D FDS results in two different ways: - By body motion at single frequencies (including data recovery of nodal quantities) - By synthesizing body results that represent the combination of the single frequencies to a time and angle equivalent signal Figure 4: Animation of synthetized frequency domain body results in AVL IMPRESS M Signal Network Several new elements to model simple control system functionality are provided to be able to influence and control system behavior such as cylinder pressure application (e.g. via changing the throttle position) or performing switching actions in a drive system (e.g. actuating a clutch). In addition, the possibility of integrating C-code in the form of so-called compiled functions allows basic control functions (e.g. a PI controller) to be incorporated. Co-simulation with external tools is no longer necessary. - Another innovation concerns signals and control. A first set of components is now offered to you in the graphical front-end of EXCITE M): Load Applicator and Load Item Cylinder Pressure: Facilitate load application at body nodes (like pressure, force and moment) based on the specified input-signals. Figure 5: Load applicator component to convert signals into pressure, force, moment Figure 6: Cylinder pressure load map utilizing signal input for crank angle, speed and throttle position -Elasto-Plastic Clutch Joint (EPCL) and Table Force/Moment Joint (FTAB):In order to model and actuate switching elements such as friction clutches, simple synchronizer units or dog clutches, the existing joint functionality has been extended. The extension includes the joint properties clamping force, stiffness/damping. These can now be set and scaled via input signals. Figure 7: Force/moment joint (FTAB) force/moment application and scaled by table Figure 8: Elasto-plastic friction clutch (EPCL): Clutch actuation by clamping force depending on closing ratio signal -Motion Sensor:Measuring the rotary speed of a shaft/crankshaft at a specific node position relative to a housing or engine block is complex. This new component allows you to sense and process relative translational and rotational motions between the nodes of two bodies. Moreover, it provides you with basic functions for the conversion of 3D vector readings into single signals such as vector norm or scalar projection. Figure 9: Motion sensor for the measurement of relative translational/rotational quantities between body nodes -Force/Moment Sensor:The existing Table Force/Moment Joint (FTAB) has been extended to perform basic force/moment measurement tasks. For each of the different FTAB options, the resulting force/moment can be accessed via an output signal provided by the joint. Figure 10: Force/moment sensor facilitated by Table Force/Moment Joint (FTAB) -Function:The user can take any input and output signal of EXCITE model and use them in code that will perform a certain function in that model. Compilation of the C-code and link to EXCITE solver happens automatically and does not require any user action. This enables the user to significantly extend the functionality of EXCITE to fulfill his or her specific requirements. Figure 11: Simple speed-controller (PI) realized by a compiled function Model.CONNECT Interface It is now possible to connect EXCITE M with Model.CONNECT. This can be achieved using the new components. Any number of Model.CONNECT interfacing components can be arbitrarily added in the EXCITE M model. The Model.CONNECT components are part of the signal network in EXCITE M. This means that you have the possibility to define input and output signals for all EXCITE M quantities to be exchanged. Figure 12: Example of connecting the Model.CONNECT component to bodies/sensors Electric Motor Joint Extensions So far, EXCITE has offered joint types for acoustic analysis up to high frequencies of 20 kHz for all machine types. Now additional joint types and current controllers have been introduced to enable analysis of low-frequency problems in traction motor and hybrid applications. EXCITE M offers following approach for electric motor joint: - Map based (imported pre-calculated forces and moments) - available for all e-motor types with radial flux - Parameter based (linear fundamental wave model) - available for PMSM (permanent-magnet synchronous motors), EESM (externally excited synchronous motors), SCIM (squirrel-cage induction motors) and SYRM (synchronous reluctance motors) - File based - available for PMSM . Saturated fundamental wave model - files for current dependent inductances and Permanent Magnet flux linkage . MFC (Magnetic Field Computation) - files for phase-to-phase flux linkages and torque / stator tooth force / tooth axial moment .. 'Axial-Axial': Rotor axis nodes coupled to stator axis nodes (with or without consideration of rotor eccentricity) .. 'Axial-Circumferential': Rotor axis nodes coupled to stator teeth nodes (with or without consideration of rotor eccentricity) New control systems have been introduced for the EESM and SCIM that reflect state-of-the-art current control for traction applications in motor or recuperation mode. Updates and improvements to AVL's simulation solution The automotive industry is in a constant state of change and along with it your needs. To meet these needs, we at AVL are permanently working on the further development of our products and services to support you in fulfilling your daily tasks. The latest release of our simulation solution for development and virtual validation of automated and autonomous driving functions includes improved OpenSCENARIO standard coverage by AVL Scenario Designer™ and high-performance Simulation Platform powered by Model.CONNECT™. AVL Scenario Designer The new version of the Scenario Designer introduces support for key features of the ASAM OpenSCENARIO 1.1 standard. This is accompanied by many usability improvements for faster workflows such as the redesigned element tree, which offers new shortcut conditions and actions, along with direct access to properties. Another highlight is the batch export of many concrete scenarios based on parameter variations. Figure 1: AVL Scenario Designer Scenario Simulation Platform powered by Model.CONNECT Virtualization of testing is the only viable solution for massive scaling and to manage the resulting testing effort. We now take this one step further by providing a platform that allows you to test your ADAS/AD software stack modules separately in multiple simulation environments. By choosing the adequate model and tool fidelity based on the system under test, costs can be significantly optimized. Deploy your workloads on local machines or short-term rented virtual clusters in the cloud with our flexible job management system. You can also easily automate your integration and simulation tasks using our powerful Python API. Figure 2: Scenario simulation platform powered by Model.CONNECT Updates and improvements to AVL's simulation solution Don't miss the latest enhancements in the area of Virtual System Development. Dynamic E-Machine: Internal Inverter and Three-Phase Model The Dynamic E-Machine component has been extended to enable inverter behavior to be modelled. The inverter model type is described either as an average voltage source converter or as a pulse-width modulation (PWM) voltage source converter. The PWM approach offers the advantage that the component can be controlled by PWM signals. In this case, the internal inverter allows the application of an e-machine model operating on three phases. The simulation results show three-phase details including switching current and voltage in the different branches of the inverter and in the corresponding branches of the e-machine. Figure 1: Three-phase dynamic e-machine and inverter Powertrain Model Generator: Standard Reports Extension of the Powertrain Model Generator to provide automatically generated result pages. The scope of the result pages depends on the powertrain configuration selected and the results include time resolved data and scalar KPIs. The standard reports facilitate the assessment of powertrain configurations by providing a focused summary for review. Figure 2: Powertrain Model Generator (PMG) standard reports nD Map: Handling of Higher Dimensional Data When physical modeling reaches its limits or when comprehensive experimental data are available, an effective dealing with multidimensional data comes into the spotlight. To this end, CRUISE M introduces a new dedicated nD Map component. Data is stored in tabular form and is individually configurable. You can divide the columns into any number of domains and co-domains, the former requires inputs and the latter the outputs of the data evaluations. Corresponding data bus input and output ports are created automatically. This allows maps (i.e. loss as function of speed and torque) to be placed under other maps (i.e. gear and temperature), thus dividing a higher dimensional data structure (i.e. 5D) into smaller entities. Data assessment is thus made much easier. Figure 3: Multi-dimensional data handling with new nD Map Result Storage: MAT Files Support CRUISE M simulation results can be saved as ASCII files (i.e., CVS) and in binary format. Now another option has been added and results can also be saved in MAT file format. Results saved as MAT files can naturally be used for standard post-processing in AVL IMPRESS™ M. In addition, they can be loaded into MATLAB®. The result data itself is delivered in a structured form. Global metadata and the list of components are on the top level. From there, you can drill down to the level of individual signals and perform any type of result analysis. Figure 4: New result output as MAT file enables additional results assessment options Discretized Solid 3D: Thermal Propagation The propagation of heat through a 3D structure can be easily studied with the new functionality of the Discretized Solid 3D component. On the new input page, you specify the layers where heat is to be released. Despite the simplicity of the input, you can accurately view the effect of a local temperature increase on neighboring zones. In addition, you can analyze the propagation of a temperature wave through the entire solid structure. Figure 5: 3D simulation results using the internal heat source Gear Box: Dynamic Shifting Model Dynamic switching models are often the better choice for (virtual) test bed applications. A kinematic shifting model describes the shifting process exactly in time and requires sophisticated numerical treatment in the background. The dynamic shift model avoids exactly that. Therefore, we have now extended the Gear Box component and the existing kinematic-fixed shifting process with the possibility to describe the shifting process dynamically. Figure 6: Gear Box dynamic shifting model Updates and improvements to AVL's simulation solution At a glance: The highlights of the simulation solutions in the area of Virtual ICE Development Performance and Emissions. New Engine Segment Modeler Available in AVL FIRE M We are proud to offer you an ESE Diesel Successor in AVL FIRE™ M - very easy to use, fast to set up and execute. When developing this feature, particular attention was paid to making the setup process of the fully automated segment mesh generation as simple as possible. This significantly reduces the overall complexity of the modeling process, which in turn makes it easy for less experienced users to get started with segment CFD simulations for combustion engines. The new feature combines the proven tools AVL FAME M Engine and AVL FAME Poly. It is integrated in the AVL Simulation Desktop and is called AVL FAME M Engine S. The only mandatory inputs required to start the FAME M Engine S process are 2D curves describing the piston geometry and the crank train dimensions. Optionally, you can add a parameterized nozzle tip contour. Furthermore, blow-by and compensation volumes can be activated and will be added automatically to the mesh. FAME M Engine S uses this information to intelligently find the optimal mesh settings for the specified geometry and performs its generation, fully automatically. All required selections are automatically created with this input. The resulting meshes are polyhedral meshes (consistent with FAME M Engine and the Port Workflow) with identical node distribution on the cyclic boundaries. They contain local refinements for spray jets and similar features. All FAME M Engine S inputs can be provided as parameters, making it easier than ever to perform case studies. Figure 1: Surface data with automatically defined selections (left) and computational polyhedral-cell-grid including details such as nozzle tip and piston/liner clearance as well as perfect grid boundary layers (right). Engine Thermodynamics Highlights in AVL CRUISE M -Multi-Entry Turbine:The turbine component is extended to handle multiple entries and their impact on the turbine -Restriction / Throttle:This release of AVL CRUISE M enables you to model pressure recovery effects in the restriction and throttle components. -Engine Parameterization Wizard (EPW):The Wizard has been enhanced with new functionality und improved usability -Gas Dynamic Pipe:The robustness and efficiency of 1D gas dynamics simulations have been improved by introducing a new method to describe momentum conservation at the inlet and outlet face of a pipe. -Quasi-Propagatory Gas Dynamics Model (QPM):the Quasi-Propagatory Model (QPM) fills the gap between lumped-parameter models and distributed-parameter models, allowing the simulation of propagation effects, even in a compact, lumped parameter framework -Engineering Enhanced Diesel Cylinder:New models to describe the delivery ratio, the concentration of the residual gas and friction loses have been introduced. The parameterization wizard, which comes with the cylinder model, has been improved to simplify the parameterization of NOx emissions, delivery ratio and the friction model. Exhaust Gas Aftertreatment Highlights in AVL CRUISE M -Parameter Masking:This release renders additional User Coding Interface (UCI) parameters from various filter and catalyst input pages applicable to the masking technology Highlights AVL FIRE M IC Engine Performance and Emissions -New multi-component flash boiling model:FIRE M R2022.2 offers a flash boiling model that is applicable to multi-component fuels. This is of particular interest with respect to up-coming emission regulations. Simulation engineers who enhance their models by including multi-component surrogate fuels for spray and engine combustion can now improve accuracy and predictivity. The model addresses various physical processes like fuel nozzle tip wetting, spray plume-plume interaction, spray collapse due to sudden depressurization and other processes, all of which affect engine performance, efficiency and formation of emissions. -Lagrangian spray now available for Embedded Body-Models:The models related to Lagrangian spray calculations are now able to account for static or moving embedded surfaces within the finite volume computational grid. -SCR App:This release contains a new solution app for SCR / AdBlue injection simulation as a beta version. The app allows you to define FIRE M single and multi-domain models for standard SCR simulations following the defaults that are also available in the FIRE M SCR templates. It supports both steady state pre-calculation as well as steady state and transient SCR simulation with the standard SCR thermolysis or detailed decomposition model. In addition, the spray nozzle setup, coupled thin wall model, and porosity settings can be used. Figure 2: Multi-component flash boiling: Molar density fraction of liquid and vapor phase species at 0.4 ms after start of injection Updates and improvements to AVL's simulation solution PEMFC and SOxC Stacks in 3D The 3D stack model has set a milestone on the system level. The three-dimensional representation allows you to study the impact of spatial non-uniformities on stack performance characteristics without having to perform extensive CFD simulations. The PEM Fuel Cell (PEMFC) models and the Solid Oxide Fuel Cell and Electrolyzer (SOxC) components in CRUISE M have been extended to fully reflect the stack behavior in 3D. You can configure spatial resolution in all three dimensions: Select between straight or serpentine gas channels and choose between parallel or crossflow as the flow type. Non-uniform inlet flow conditions are handled using dedicated input maps covering the two dimensions of the cathode and anode inlet face, respectively. The thermal 3D stack model can be connected to CRUISE M's liquid and gas networks in a freely configurable way to describe any kind of stack thermoregulation. Result analysis is supported by full 3D postprocessing, by dedicated 2D cuts, and by time-based data at user-defined measurement positions. The measured CPU times for representative model sizes, i.e. number of segments used for spatial discretization, show real-time factors in the range between 0.25 (50 segments) to 3 (600 segments). Figure 1: The 3D stack model in AVL CRUISE M provides information regarding local states for individual cells in the stack relevant for performance, degradation and cold start PEM Fuel Cell Ready-to-Run Models The PEM Fuel Cell Model (PEMFC) Generator, first released in CRUISE M 2022R1, has been extended to support the parameterization of the stack model based on measurement data with the help of built-in optimization techniques. In this version of CRUISE M, not only the stack component is automatically generated but also all the infrastructure components needed to run the model. This involves a closed electrical circuit, gas networks for the anode and cathode supply, control functions to operate the plant, the measurement data used for the parameterization and tailored dashboards for online monitoring and result postprocessing. At the end of this process, a stack component model is available for further use featuring the optimized model parameters representing the reference data with highest accuracy. Having gone through the Fuel Cell Model Generator, you need to do nothing more than click "Run". Figure 2: Ready-to-run model topology displayed in the AVL CRUISE™ M Graphical User Interface Evaporator Model for SOFC Systems When operating Solid Oxide Fuel Cell (SOFC) systems with liquid fuels such as methanol and ethanol, the fuels must be vaporized before being supplied to the SOFC stack. The evaporation and condensation of liquid species into and from a gas phase is now supported by CRUISE M. You can now choose between the five gas path components: Plenum, Quasi Dimensional Pipe, Restriction, Gas Heat Exchanger and Gas Flow Loss. Optionally, CRUISE M offers the possibility to configure a dedicated liquid film that interacts with the gas flow. The film model takes into account convective heat exchange with the gas, conductive heat transfer to the underlying wall, and the latent heat consumed/released during evaporation/condensation. All required liquid properties are provided by the property database. The film mass may additionally change due to trapping of liquid droplets from the gas stream or release of droplets due to the carry away effects. Heat transfers and evaporation/condensation follow fundamental physical considerations that are influenced by the selected liquid properties and flow conditions. It is worth mentioning that trapping and carry away effects are modeled in an empirical way. Figure 3: Schematics of evaporator component model integration into an AVL CRUISE M SOFC system model There have also been new developments related to AVL FIRE M. Platinum Band Formation Model The existing PEM Fuel Cell Degradation Models in our CFD tool AVL FIRE™ M have been extended with an additional chemical degradation effect. This release of FIRE M allows you to simulate the formation of a platinum band in the polymer electrolyte membrane. The formation of the Pt band is actually the result of an undesirable effect, namely the loss of Pt in the catalyst layer of the cathode. However, the band formation also has a positive effect. The consumption of hydrogen in the membrane by the platinum band protects the cathode catalyst layer from a larger amount of hydrogen cross-over, thus reducing the effects of parasitic reactions. In detail, the platinum ions generated in the cathode catalyst layer by dissolution of the metallic platinum diffuse into the membrane, where they react with crossover hydrogen coming from the anode to form solid platinum crystallite. This leads to the formation of a catalytic surface inside the membrane called a platinum band. The location and size of the platinum band is determined by local operating conditions such as temperature, potential or concentrations. Beside the reaction between platinum ions and hydrogen, additional reactions occur at the new catalyst surface, for example oxygen and hydrogen reduction, hydrogen peroxide reduction and Pt-dissolution. Combined with the existing catalyst layer and membrane degradation models available in FIRE M, you can analyze in spatial and temporal details the reduction of the electrochemically active surface area (ECSA) that leads to a loss of fuel cell performance over time. Thanks to the unique numerical methods in FIRE M, you can efficiently simulate, for example, the impact of multiple voltage cycles of accelerated-stress-tests, covering several hundred hours of operation, on the performance evolution of the PEM fuel cell. Figure 4: Reduction of electrochemically active surface area (ECSA) in simulation and experiment during 300.000 trapezoidal voltage cycles between 0.9V and 0.6V Electrochemical Hydrogen Compressor Model The Fuel Cell Module in FIRE M now offers you a model for the simulation of low-temperature PEM hydrogen compressors. In an electrochemical hydrogen compressor (EHC), hydrogen is continuously produced by supplying electrical energy in a closed system. The process runs until the desired pressure, max. up to 700 bar, is reached. Compared to conventional mechanical hydrogen compression, an EHC has a number of advantages. These include higher efficiency, noiseless operation and robustness. Design: The EHC is a combination of a PEM electrolyzer and a PEM fuel cell. Like the PEM fuel cell, hydrogen is oxidized at the anode side, producing hydrogen protons and electrons, and similar to a PEM electrolyzer, hydrogen is produced at the cathode side by recombining hydrogen protons and electrons. The materials of an EHC are basically the same as for a PEM fuel cell. You can use the new EHC model in both transient and steady run mode. You will gain insights into the mass and heat transport and electrochemical processes, allowing you to determine the impact of hardware design features, membrane and GDL material properties, and operating conditions on performance and efficiency. Figure 5: Comparison of simulated current density and pressure build-up with experimental data from literature for an Electrochemical Hydrogen Compressor (EHC) cell Simulation has long been a core AVL competence,and our Advanced Simulation Technologies (AST) business unit has solutions for a multitude of applications. They offer high-definition insights into the behavior and interactions of components, systems and entire vehicles. Our simulation solutions drive automotive efficiency, performance and innovation, while reducing development effort, costs and time-to-market. Used on their own, or combined with other methodologies and third-party tools, they support OEMs in the creation of market-leading products that meet global legislation. AVL CRUISE / AVL CRUISE M With more than 11,000 employees, AVL is the world's largest independent companyfor development, simulation and testing in the automotive industry, and in other sectors. Drawing on its pioneering spirit, the company provides concepts, solutions and methodologies to shape future mobility trends. AVL creates innovative and affordable technologies to effectively reduce CO2 by applying a multi-energy carrier strategy for all applications - from hybrid to battery electric and fuel cell technologies. The company supports customers throughout the entire development process from the ideation phase to serial production. To accelerate the vision of smart and connected mobility AVL has established competencies in the fields of ADAS, autonomous driving and digitalization. AVL's passion is innovation. Together with an international network of experts that extends over 26 countries and with 45 Tech- and Engineering Centers worldwide, AVL drives sustainable mobility trends for a greener future. In 2020, the company generated a turnover of 1.7 billion Euros, of which 12% are invested in R&D activities. 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AVL Simulation Suite 2022 R1 | 35.9 Gb Product:AVL Simulation Suite Version:2022 R1 Build 153 Supported Architectures:x64 Website Home Page :www.avl.com Languages Supported:english System Requirements:Windows * Size:35.9 Gb The software developer Advanced Simulation Technologies (AST) is pleased to announce the availability of AVL Simulation Suite 2022 R1 is a comprehensive solution that covers all aspects of powertrain concept, the e-motor, e-axle, power electronics, fuel cell, battery and control functions layout and integration. Release 2022 R1 We are pleased to announce the latest software releases for the following solutions: Quick and Easy Task Configuration If concrete insights are to be obtained when using simulation techniques, then all results and experimental references must correspond. This requires the simulation model parameters to be correctly configured, something that is both essential and simultaneously challenging. Apart from requiring a fundamental understanding of how each individual parameter affects the model, the fidelity of the model and the quality of experimental data also need to be high. Achieving all this can rapidly become very time consuming. This latest release of AVL CRUISE M, our system simulation tool, offers you a new wizard. The Fuel Cell Parameterization Wizard is specifically tailored for the fast and automated configuration of performance models based on input data from classic steady-state stack characterizations, i.e. polarization curves and/or transient measurement data, reducing your configuration effort from days to minutes. Figure 1: Fuel Cell Parameterization Wizard workflow Tracing Reactant Crossover The existing Proton Exchange Membrane Fuel Cell (PEMFC) Model in CRUISE M now considers the crossover of reactants through the membrane, allowing you to treat the influences of activation losses on the cell voltage, especially at very low current densities, with even greater accuracy. This is achieved by fully accounting for the diffusion of the reactants and their reaction at the catalyst layers of the opposite electrode. The latter is driven by the partial pressure differences of hydrogen and oxygen in the anode and cathode gas channels. Figure 2: Reactant Crossover Model PEMFC Ionomer Degradation The existing models used to describe chemical degradation in the catalyst layer of PEM fuel cells have been supplemented in CRUISE M 2022 R1 with a model of the destruction of the ionomer, i.e., the degradation of the membrane serving as electrolyte between anode and cathode. The model considers the formation of peroxide at the catalyst layers, its transport through the membrane, and the formation of hydroxyl radicals in the presence of iron cations and protons. The attack of the hydroxyl radicals on the ionomer is modelled by means of four reactions releasing carbon dioxide and hydrofluoric acid as gaseous reaction products. The stressors (inputs) for the ionomer degradation model are the local potential, membrane humidity, temperature and oxygen concentration, and its outputs comprise the time evolution of the ionomer components, the produced gas species, and the change of the membrane thickness and membrane equivalent weight. Figure 3: Membrane Degradation Model Simple Coupling of Various Degradation Models The latest version of the PEMFC Model in CRUISE M allows you to easily couple the Performance Model with the Mechanical and Chemical Degradation Models. This enables the easy determination of the effects of various stress factors such as catalyst voltage and temperature, hydrogen and oxygen concentrations, as well as catalyst relative humidity on, for example, exchange current density, membrane thickness and membrane equivalent weight. Based on the 1D discretization of the stack in longitudinal and channel-flow direction, the different aging behavior at the different stack positions can be simulated. Furthermore, the open model architecture allows you to easily incorporate custom degradation models and to benefit from the high-fidelity and fast stack model integrated in CRUISE M Figure 4: Closed Coupled Degradation and Performance Model Simulate Solid Oxide Fuel Cells and Electrolyzers at System Level The new Solid Oxide Stack Model in CRUISE M provides the ability to perform comprehensive simulations of solid oxide fuel cells and solid oxide electrolyzers on a system level. The 1D model is based on a multi-physics approach that combines gas-dynamic, thermal, chemical, electrochemical, and electrical aspects in one. Here, the electrochemical conversion of hydrogen and carbon monoxide follows the classical Butler-Volmer equation. Thereby, both are embedded in a thermodynamically consistent, reduced dimensionality approach. It is this consistency of the first principal equations that allows a smooth transition between fuel cell and electrolyzer operation driven only by reactant availability and current direction. If required, additional Arrhenius-type equations can be adopted for water gas shift, methane reforming and ammonia decomposition. The physical depth and ease-of-use is rounded off by a robust and real-time capable solver. The computational speed and robustness offered makes this new model the first choice for HiL-based applications. Figure 5: Solid Oxide Fuel Cell and Electrolyzer Model Integrating the High-Pressure Tank The introduction of a high-pressure tank component allows studies to be performed on the actual tank volume, heat losses to the ambient, as well as charge and discharge through corresponding valves, including a relief device regulated by a dedicated control function. The entire tank model is composed of atomic CRUISE M components such as plenum, restriction, etc. that are placed in a masked subsystem. On the input top-level, all key model parameters are made available for an easy and straightforward access. If needed, the openness of the approach also allows drilldowns into the subsystem and the refinement of the component configuration according to the actual needs. The well-known Joule-Thomson effect is taken into account by activating the real-gas treatment in the gas composition settings. Figure 6: High-Pressure Hydrogen Tank Model Ability to Calculate Realistic Aging Processes With the current release 2022 R1, AVL FIRE M offers you models for platinum dissolution and redeposition in the catalyst layer. This includes Ostwald Ripening, i.e., the effect of platinum dissolution on particle size, as well as for particle detachment and agglomeration. In addition, a Particle Size Distribution (PSD) Model is available that describes the change in catalyst particle sizes due to degradation effects. In combination with the already available ionomer degradation models, this allows you the detailed analysis of effects such as catalyst layer and membrane thinning, reduction of exchange current density, increase of diffusion resistance in the ionomer film and changes in the local current and heat sources. In addition, the novel sub-cycling numerical solution approach offered in this release provides you the possibility to efficiently simulate a large number of voltage or current cycles over a long duration, e.g. some 100 hours. Figure 7: Simulated electrochemically active surface area (ECSA) reduction Low Temperature PEM Electrolyzer The PEM fuel cell module in FIRE M 2022 R1 has been extended to enable the simulation of PEM electrolyzers with water being the fuel and with hydrogen and oxygen generated as reaction products. The model fully considers the transport of electrons, ions, gas species, and liquid water, as well as the thermal conditions in all relevant domains. The model also covers the hydrophilic nature of the porous media involved, the iridium or ruthenium properties of the anode catalyst, and the properties of sintered or woven titanium in the anode porous transport layer. In addition, convective water transport across the membrane due to pressure gradients is taken into account and the Eulerian multiphase approach is adopted to model the dispersed gas phase within the liquid phase continuum. Accordingly, the property database (PDB) has been extended with new default materials for the PEM electrolyzer application and the material parameter hydraulic permeability has been added for aqueous ionomer materials. Figure 8: Simulated PEM electrolyzer temperature The automotive industry is in a constant state of change and so too are your needs. To meet them, we at AVL are permanently working on the further development of our products and services to support you in completing your daily tasks. The latest release of our simulation solution for virtual function development, 2022 R1, includes OpenSCENARIO standard coverage by AVL Scenario Designer™ and multi-level co-simulation performance optimization in Model.CONNECT™. Tighter strategic integration with open source ADAS tools such as CARLA is continued with new integration features in both Model.CONNECT and AVL VSM™. Scenario Multi-Version and Portability Support in AVL Scenario Designer The new version of Scenario Designer introduces a framework for the parallel maintenance of multiple versions of the standards with backwards compatibility. Furthermore, relative referencing of the actors provides easier re-use of the maneuvers and events. Improved scene handling allows you to manage real road maps based on GPS data, map rotation, and elevation editing. Figure 1: AVL Scenario Designer Model.CONNECT Performance Optimization Improved performance is extremely important for the optimization of complex, real-time systems and for cloud computing applications such as SiL optimization and advanced driver assistant systems (ADAS). The new release of Model.CONNECT focuses on optimizing the co-simulation performance in multiple ways: - Improvement of the co-simulation of model-coupling element (such as FMUs) - Significant improvement for Simulink models with a large number of ports - Performance improvement of vector ports in the "ICOS Custom" component - Performance improvement of the DLL-Link interface as the basis for the majority of tool interfaces - Multi-threaded result output without negative influence on co-simulation performance - CPU load monitoring tool add-ons Figure 2: Model.CONNECT Performance Optimization Model.CONNECT Interfaces for ADAS The interface components for CARLA and VTD, the two most relevant environment simulation tools supported by Model.CONNECT, have been upgraded. This means that you can now use the latest software version of the tools as well as use some new features such as GPS ground truth sensors, sensor objects in VTD and vehicle integration in CARLA. Figure 3: New interfaces and upgrades Python Model Interface Component The Python programing language plays an important role in the development of applications in the field of ADAS and data processing. Model.CONNECT supports it with a dedicated interface component for user-specific Python code including optimized integration features and optimized co-simulation performance. FMI 3.0 Beta FMI is a de-facto standard for co-simulative model integration and is also supported by all major authoring tools. The development of the standard is carefully planned by the co-simulation community around Modelica Association. Model.CONNECT is among the first tools to support the recently released FMI 3.0 in a beta version. It also adds some new features such as 3D look-up tables, essential for the virtual calibration application via the built-in XCP interface. Figure 4: FMI 3.0-beta limited support Application Example: Virtual ADAS Function Validation in the Cloud Together with our colleagues from vehicle engineering, we have developed a solution for a large-scale virtual validation of autonomous driving functions such as the Automated Lane Keeping Assistant (ALKS). This was carried out using the cut-in and cut-out scenarios in a complex set-up in which both safety and comfort relevant features were evaluated. Both cloud execution and data analytics were fully automated on about 500 cores using Model.CONNECT as an integration platform, AVL VSM as the validated vehicle model, and AVL DRIVE as the online assessment tool for perceived safety and driving comfort. Deployment on 5000 cores would enable even high scalability and the execution of up to one million test cases per day. Figure 5: One million test cases per day Advanced AVL VSM Vehicle Model Integration with Environment Simulation The latest version of VSM - 2021 R1.3 - provides even better integration with external environment simulations: - Using Model.CONNECT, we have created a best-practice example that demonstrates the integration of VSM off-road vehicle physics in the open-source environment simulation CARLA. The unique soft-soil simulation capabilities of VSM and the 3D terrain models created in CARLA are a perfect match. This combination enables the virtual development of ADAS functions for off-road vehicles. - VSM 2021 R1.3 also contains an updated template for the creation of vehicle physics plugins. Using this template, it is possible to directly integrate VSM into arbitrary 3rd party environment simulations. A ready-to-run example demonstrates the integration with rFPro for autonomous driving. Figure 6: Off-Road - AVL VSM, CARLA, Unreal, Model.CONNECT AVL EXCITE for e-axle MFC-Based Model for Electric Motor Joints - Electro-Mechanical Coupling (EMC2) An electric motor joint model constructed using magnetic field computation (MFC) offers you the possibility to analyze the following within one model: - Low-frequency coupling phenomena of rotor dynamics and control system - Acoustic excitation of the stator teeth via surface-based linking nodes Both concentric and eccentric rotor behavior can be analyzed. In addition, the eccentric option offers the possibility to consider dynamic rotor eccentricity such as parallel offset, misalignment or bending. Slices are used to consider skewing and eccentricity. You have two options for model parameterization. This can be done with the help of the e-motor tool by simply specifying the geometry, material and electrical boundary conditions. The electromagnetic simulations for the model parameters are then set up, performed and post-processed in the background. Alternatively, you can use the "EMC Model Assistant" of the app library to import text file-based results from third-party tools. Figure 1: Line Description of flux linkage vs. stator direct-/quadrature-axis currents The result of the model parameterization is a new model entry in the e-motor model file (*.EMM) for use in AVL EXCITE for e-axle models. Figure 2: Surface Description for radial force of tooth 1 vs. rotor angle and quadrature current: surface Descriptions give an overview on saturation behavior or impact of slotting. The focus view shows you the stator tooth forces applied to the model slices. This provides you the opportunity to check the force application as well as the joint discretization in the axial direction. Rotor angular position and current excitation can be varied with sliders. Figure 3: Joint focus view with force components acting on model slices Additional Joints Now Available in AVL EXCITE for E-Axle To further enhance usability, the following joints have been migrated to the AVL Simulation Desktop (SDT) graphical user environment and are now available. - Dual Mass Flywheel Map-Based Joint - Hydraulic Torque Converter Map-Based Joint - Viscous Damper Joint Viscous Modal Damping A new feature of the EXCITE solver is the optional use of viscous modal damping for bodies. In this way, you can consider arbitrary frequency dependencies of the body damping by simply defining the damping versus frequency. With this, the EXCITE solver calculates the corresponding modal damping matrix. Figure 4: Example of typical Rayleigh damping characteristic (red) and user defined viscous modal damping (blue) Short-Time Fourier Transform Analysis With the new NVH Post-Processing app, you can easily and efficiently generate frequency Descriptions from transient time domain simulation results. For example, you can use the results of the ramp-up simulation of an internal combustion engine. The core functionality of this app is a frequency spectrum analysis of transient time signals using short-time Fourier transform (STFT). Figure 5: Transient time result - 2D Description results of a STFT analysis Noise Radiation - Input Power per Panel In acoustics the input power is a common quantity used to measure the power associated with mechanical vibrations. AVL EXCITE Acoustics now offers you the possibility of using user-defined panels to view the distribution of the total input power to the different subsystems. This gives you the data for each individual system separately. Figure 6: Multi local velocities, acoustic mesh and it's panels (top), input power results per user-defined panel (bottom) Data Exchange of Friction Loss Geometrical Regions for AVL FIRE M Thermal Simulation To predict the oil flow inside a gearbox, EXCITE for e-axle supports the export of the geometry and kinematic motion data for the AVL FIRE M embedded body method. As an enhancement, you can now also export geometric regions on gears and rolling bearings that are exposed to heat due to frictional losses. Figure 7: Creation of power loss region data through export of animation data from AVL EXCITE for e-axle AVL FIRE M Improvements of Electromagnetic 3D Simulation In order to achieve a faster and more reliable results, the 3D electromagnetic solver has been updated in terms of numerical robustness and convergence speed. The new approach was verified with simplified magnetostatic cases and with the simulation of a permanent magnet synchronous machine. Figure 8: Magnetic flux density in magnet, rotor and stator of a permanent magnet synchronous machine (PMSM) New Solution App for E-Motor Cooling with Rotating Cooling Jets Efficient cooling systems are vital to ensure the durability and reliability of an electric motor. FIRE M now supports you with a fully automated workflow for oil spray cooling provided in the E-Motor Cooling App. After you have imported the e-motor CAD geometry into the system, the app takes over the next steps. The workflow includes everything from the preparation of the mesh to the setup, computation, and post-processing. Figure 9: E-machine cooling simulation method Due to their complexity, the simulation of spray cooled e-motors is a special challenge. Therefore, the app offers an automatic workflow that supports you in the thermal analysis of oil- and/or air-cooled systems in a typical stator spray, rotor spray or combined rotor and stator spray cooled e-motor. Figure 10: Thermal analysis simulation Wall Adhesion Force with Contact Angle and for Embedded Body Wall adhesion is an important physical phenomenon which determines the amount of fluid sticking to solid surfaces. This has a significant effect on the heat transfer calculation for applications such as e-motors, transmissions, and torque or power loss prediction in transmission applications. A wall adhesion phenomenon is now available for the embedded body approach used for the transmission simulation. Figure 11: Wall Adhesion Model Enhancements for the Embedded Body Energy Equation The implementation of the energy equation for embedded bodies has been significantly improved in FIRE M 2022 R1. Wall heat transfer functions are now included in the solution procedure. The structure of the energy solution has been extended to include the consideration of viscous heating effects on embedded solid surfaces, general temperature limits, and the solid time-step multi-application. As for the specific energy solution for embedded bodies, you now have the possibility to define the thermal resistance, the heat flows and the volumetric heat sources. This is possible for the whole body or only for a selection. Furthermore, you can determine whether the output for post-processing is in 2D or Figure 12: Embedded bodies analysis Consideration of Mode-Dependent Body Damping A new feature of the AVL EXCITE™ Power Unit Solver is the optional use of viscous modal damping for bodies. The advantage of this approach is that you can define an appropriate damping factor for each mode. With other approaches such as Rayleigh damping, this is only possible to a limited extent. This can be achieved in two ways by definition of the fraction of critical damping, either for each mode, or versus frequency. From here, the EXCITE solver then takes over. The solver calculates the corresponding viscous modal damping matrix based on the mass-normalized eigenvectors. This matrix is then applied as damping to the corresponding body of the EXCITE model. This new type of damping can of course be combined and augmented with all other types of damping supported by EXCITE. Figure 1: Example - typical Rayleigh damping characteristic (red) and user defined viscous modal damping (blue) Upgrade Your NVH Post-processing This new release of EXCITE introduces a new NVH post-processing app. Following the workflow in the app allows you to investigate acoustic phenomena easily and efficiently in transient time results, such as the simulation results of a run-up of an internal combustion engine. The core functionality of the app provides a frequency spectrum analysis of transient time signals using short-time Fourier transform (STFT) analysis. The 1D time signals can be provided in GIDAS or CSV file format. The app automatically locates available channels and offers them to you for selection. To prepare and customize the input data, it provides you with various options such as re-sampling to constant sample size, custom sub-interval definition, windowing options, and much more. The results are displayed as 2D Campbell Descriptions or 3D waterfall Descriptions. The "order analysis" function enables you to track a specific order over time/engine speed. Figure 2: Transient time result - 2D Description results of a STFT analysis Gain More Insights into Noise Radiation The input power is a common quantity used in acoustics to measure the power associated with mechanical vibrations. AVL EXCITE Acoustics now provides you the option to gain more insights into how the total input power is distributed over different subsystems and areas of a power unit via user-defined panels. Figure 3: Multi-local velocities, acoustic mesh and its panels (top), input power results per user-defined panel (bottom) Consider Lateral Gas Connections During Piston Ring Analysis The new version of AVL EXCITE Piston&Rings is capable to consider lateral gas ports on the top flanks of the first and second piston ring grooves for the optimization of the entire piston ring system. This new function allows you to analyze to what extent the sealing of the rings against the liner can be improved by such ports. In addition, you can investigate how they affect parameters such as friction, blow-by and lube oil consumption (LOC). Figure 4: Example - lateral gas ports on groove of piston top ring and effect on flow area at top flank Take Your Thermal Battery Analysis to the Next Level This release now enables you to optimize the thermal design of the battery not only for new cells but also for aged cells. Depending on the aging condition, the thermal behavior of the cell in the module can change. By setting the appropriate parameters, it is possible to study different aging scenarios. Figure 1: AVL FIRE M Model setup, aging parameter definition By integrating the Batemo cell model into the AVL FIRE M battery module, the well-known and accurate physical model is now also made available for 3D CFD simulations. The battery is represented by a single electrical node, while the temperature within the battery volume is solved in 3D. There are two ways to create the model, either by using the built-in Batemo cell library, containing a variety of validated cells, or by loading your own Batemo Cell, exclusively available to you. Figure 2: Temperature in a water-cooled 40 cell module: minimum / maximum / mean value vs. time (left); 3D temperature distribution @ 200 s (right) Figure 3: Temperature distribution in a 12 cell battery module (Left: New Cell, Right: Aged Cell) Figure 4: Temperature distribution of individual cells in battery module (left: new cell, right: aged cell) The simulation also enables different scenarios or initial conditions to be taken into account. If stationary or transient load profiles are examined, specific properties can be set for each cell. This allows the effects of the initial state of charge or the aging state to be made visible. But it is also possible to examine how production-related scattering affects the thermal behavior. Each cell can be specifically assigned its own properties. Analyze Batteries Electrochemically AVL CRUISE M now enables half-cell modelling to support experimental studies of battery cells with individual electrodes not affected by the counter electrode. Figure 5: Half-Cell Battery Model Lithium plating plays a crucial role in cell aging. Depending on the operating conditions, lithium ions can deposit in metallic form and this metallic lithium now dissolves back into the electrolyte. The electrochemical model in CRUISE M is under continuous development and the new release offers you a more complete modelling of plating. The plating and stripping processes are modeled and it is now possible to describe known phenomena, such as the voltage plateau formation during the relaxation/discharging after a charging event. Figure 6: Lithium plating and striping Solution: Battery Safety Analysis With the introduction of the Battery Thermal Runaway Solution App and the Measurement Fitting App in release 2021 R2, we have taken a big step towards improving the user experience. This update includes further improvements based on the feedback collected. Highlights of the Battery Thermal Runaway Solution App: - Additional trigger temperatures: Thermal propagation and venting events can be triggered from the solution app GUI - Introduction of the ability to select custom materials - Full setup of battery thermal runaway simulation is now available Minor usability improvements have been added to ensure a smooth workflow experience of the Measurement Fitting App. Figure 7: Trigger temperature settings for thermal runaway Figure 8: Automatic setup of 3D formulas Improve Energy Consumption Considerations and Your Parameter Studies To consider transmission losses, differential, planetary gear set, and double pinion gear set components have been extended. In addition to an improved quality of the energy consumption prediction, the extended models offer you a much higher model fidelity for parameter studies. You can either specify a constant base efficiency or the given efficiency is overruled by an enhanced efficiency model, in this case, the individual branch efficiencies and the power flow direction. Figure 1: Planetary components now consider transmission losses Model Losses in Gearbox, DCT, CVT and Transmission Component Efficiently The gearbox, DCT, CVT and single ratio transmission components are given four new input options to describe transmission losses: torque loss map, efficiency map, torque loss regular map or torque loss provided via data bus. The wide range of input options allows you to efficiently model losses tailored to the actual inputs available. The efficiency and torque loss map are spanned over temperature, gear (GB, DCT) or transmission ratio (CVT), speed and torque as inputs representing all possible different operating conditions. The most flexibility in modeling losses is provided by the data bus option. Here you can use any type of map or code to establish customized relationships between actual component operation and its losses. Figure 2: Transmission loss model extensions Use Multiple Data Sets in the Engine Parameterization Wizard The well-known Engine Parameterization Wizard now gives you the possibility to define multiple data sets for steady-state and transient measurement data. The different sets are distinguished by a newly introduced column holding the ID of the individual sets. In addition, the new "Measurement Data Selection" input page allows you to assign one or more data sets for the use in the various parameterization wizards (e.g. Pressure Drop Wizard, Turbocharger Wizard, etc.) and control functions. Figure 3: New "Measurement Data Selection" input page Speed-up Refrigerator Cycle Models Since simulating air conditioning or waste heat recovery systems normally is a computational challenge due to the phase change, this release of AVL CRUISE™ M contains an update. The optimized solver settings for this type of application, together with the multi-rate solver backend, increase the computational speed of a typical air conditioning example by a factor of four. This results in an average real-time factor of less than one on typical desktop hardware. Figure 4: Mobile air conditioning and waste heat recovery speed-up improvements Increase the Level of Automation for HiL Deployment Engine and aftertreatment models are typically set up separately in CRUISE M and later coupled in Model.CONNECT™ or on a HiL platform to simulate the coupled interaction of engine thermodynamics and exhaust gas aftertreatment. To facilitate this coupling, three new library components Mass Flow Boundary Export, System Boundary Export and Surrogate Aftertreatment are introduced. The ability to match all three components provides you with a consistent and least error-prone way to export engine and aftertreatment models from CRUISE M and to wire them elsewhere. Figure 5: Semi-automated HiL deployment Accelerate Your Model Setup with Sixteen New Control Components Setting up models has become even more efficient thanks to the new advanced components in the 2022 R1 releases. CRUISE M offers you three control component groups (Signal Source, Signal Control and Drive Control) with a total of 16 new components. Figure 6: Control components library You can use them as they are. Moreover, you can use the open code as an inspiring starting point for any kind of customization. Get External Access to Model Parameters CRUISE M now supports access to model parameters in exported models. You can select model parameters that should remain accessible in the model upfront. The exported model can be parameterized and run in any hosting environment according to the FMI standard. Figure 7: Exporting AVL CRUISE M model workflow and accessible parameters Replace Results of an Element with Those of Another Element of the Same Type The possibility to replace data shown in views with the data of another project, model, case set, or case has been extended. This new release enables the results of one model element to be replaced by those of another element of the same type. For example, if there is a chart containing results from the "wheel front left" element, the data can be replaced by that of the "wheel front right" element. Figure 8: Improved replace results dialog Make Aerodynamic Vehicle Simulations Simple with AVL FIRE M Aerodynamics play an important role in the design of road vehicles. Aerodynamic performance has a significant impact on fuel consumption and emissions levels. For example, at speeds above 80km/h, aerodynamic drag has a major impact on the range of the electric vehicle. To get reliable results, you usually need both a theoretical background and experience in the field of aerodynamics. The Vehicle Aerodynamics App launched with this release supports you with a guided workflow that leads you through the input of the necessary data and automatically creates the simulation setup. It includes all steps for embedded body simulation, setting boundary and initial conditions, and defining the output of the results. Of course, the app allows you to further fine-tune the final setup and make adjustments at any time. Figure 1: Vehicle Aerodynamics App Figure 2: Mean pressure coefficient predicted by the embedded body method (Exp. Hupertz et al. SAE Technical Paper 2021-01-0958) New model available: Heat Exchanger The Heat Exchanger Model for compact heat exchangers with louvered fins is now available in AVL FIRE M. It is a part of the porosity module and can be selected as the "advanced heat exchanger" model. The model works in a multi-domain framework and allows you to create any number of heat exchangers. The main fluid flow over the heat exchanger is thermally coupled with the flow of the coolant inside the exchanger and is calculated using the 1D network model. Hydrogen Combustion Ready With AVL FIRE M's well-known ECFM-3Z model you are now able to simulate hydrogen (H2) combustion. The model provides the same easy-to-build, easy-to-calibrate, fast, and robust solution for H2 combustion as for gasoline, diesel, and other hydrocarbon fuels. It also continues to focus on low resource requirements, maintaining its superior speed compared to detailed chemical approaches. The standard ECFM-3Z model and the corresponding databases for laminar flame velocity and auto-ignition delay have been extended to also consider the pre- and post-flame effects as well as flame propagation during the combustion of pure hydrogen. Figure 1: AVL FIRE M simulation of a hydrogen ICE for a heavy-duty application The Use of Multiple Data Sets for Parametrization Within our system simulation tool AVL CRUISE M, the enhancements of the Engine Model Generator and the Engine Parameterization Wizard have received noteworthy improvements. The Engine Parameterization Wizard now allows you to define multiple datasets for steady-state and transient measurement data as a reference. The individual sets are given new identification numbers (ID) for immediate differentiation. In addition, one or more data sets can be provided on the "measurement data selection" input page for the usage in other parameterization wizards, such as the Pressure Drop Wizard, Turbocharger Wizard, and control functions. Model case sets are automatically created for each data set ID, allowing easy switching between operating modes defined by the different data sets. Figure 2: 'Measurement Data Selection' of the AVL CRUISE M Engine Parameterization Wizard Further extensions and enhancements offered with 2022 R1: AVL CRUISE M, Engine Thermodynamics - Additional enhancements of the Engine Parameterization Wizard: . Parameter for simulation end time . Control offset function for waste gate or variable turbine geometry position . New fueling function for engineering-enhanced gasoline cylinder - Gas Property Generator offers simplified fuel specification - Extensions of the Engineering-Enhanced Diesel Cylinder . Now up to 10 injection events . New cylinder de-activation model . Improved level-one emission models . Update regarding the impact of oxygenated fuel compositions . Dedicated model for fuel injection equipment . Improved post-injection model . New engine brake model (Jake model) - Extensions of the Crank-Angle Resolved Engineering-Enhanced Gasoline Cylinder . Reference rail pressure for friction model now provided as regular map of speed and break mean effective pressure . Now supporting multiple intake and exhaust valves - Crank-Angle Resolved Cylinder now supports two-zone scavenging; multiple options available - Extended functionality to support the efficient generation and simulation of 1D gas dynamic networks . Hydraulic diameter and friction coefficient can be specified as function of pipe length . Pipe ends support supersonic flows . Now supporting variable compressor geometries . Additional data bus for 'direct injector' to control fuel evaporation . Cumulated data bus results made available for gas flow loss and mass flow boundary AVL CRUISE M, Aftertreatment - New library components are provided to simplify the coupling of separately generated engine and aftertreatment models - Reloading reaction models created using the User Coding Interface does not overwrite parameters - General gas species transport now fully linked to the material property database of the AVL Simulation Desktop - Filter library of reaction models of the engineering-enhanced aftertreatment components extended with dedicated models for DPF, cDPF, SCRF, GPF and cGPF - Catalyst library of reaction models of the engineering-enhanced aftertreatment components updated for TWC, SCR and ASC, DOC and NSC - Numerous enhancements to support efficient setup of aftertreatment models AVL FIRE M, IC Engine Performance and Emissions - Introduction of 'model-based meshing' philosophy; existing AVL FAME Poly and AVL FAME Hexa meshes can be used by multiple cases - AVL FAME M Engine and AVL FAME M Hexa settings can now be saved in a single file - AVL FAME M Poly now also uses data pool elements - Mass flow inlet boundary definition now allows prescribing a swirling motion - Majority of the 'Thermal Offline Mapping App' inputs are now configurable - Total cell number limit has been introduced for simulations using Adaptive Mesh Refinement (AMR) Simulation has long been a core AVL competence,and our Advanced Simulation Technologies (AST) business unit has solutions for a multitude of applications. They offer high-definition insights into the behavior and interactions of components, systems and entire vehicles. Our simulation solutions drive automotive efficiency, performance and innovation, while reducing development effort, costs and time-to-market. Used on their own, or combined with other methodologies and third-party tools, they support OEMs in the creation of market-leading products that meet global legislation. AVL CRUISE / AVL CRUISE M With more than 11,000 employees, AVL is the world's largest independent companyfor development, simulation and testing in the automotive industry, and in other sectors. Drawing on its pioneering spirit, the company provides concepts, solutions and methodologies to shape future mobility trends. AVL creates innovative and affordable technologies to effectively reduce CO2 by applying a multi-energy carrier strategy for all applications - from hybrid to battery electric and fuel cell technologies. The company supports customers throughout the entire development process from the ideation phase to serial production. To accelerate the vision of smart and connected mobility AVL has established competencies in the fields of ADAS, autonomous driving and digitalization. AVL's passion is innovation. Together with an international network of experts that extends over 26 countries and with 45 Tech- and Engineering Centers worldwide, AVL drives sustainable mobility trends for a greener future. In 2020, the company generated a turnover of 1.7 billion Euros, of which 12% are invested in R&D activities. 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AVL Simulation Suite 2021 R2 | 31.0 Gb Product:AVL Simulation Suite Version:2021 R2 Build 115 Supported Architectures:x64 Website Home Page :www.avl.com Languages Supported:english System Requirements:Windows ** Size:31.0 Gb The software developer Advanced Simulation Technologies (AST) is pleased to announce the availability of AVL Simulation Suite 2021 R2 is a comprehensive solution that covers all aspects of powertrain concept, the e-motor, e-axle, power electronics, fuel cell, battery and control functions layout and integration. Release 2021 R2 Updates and improvements to AVL's simulation solution The latest release of AVL's ICE Performance and Emissions Simulation solution - version 2021R2 - includes a range of enhancements that bring a variety of benefits to its users. About 18 months ago, we introduced you to our Engine Model Generator and Engine Parameterization Wizard. Since then, the two applications have been continuously developed and now offer you enormous time and cost savings through the combination of integrated expert know-how with a high degree of automation. Based on engine specification sheets, measurement data and user-defined default names for measurement positions, the Engine Model Generator and Engine Parameterization Wizard allow you to create thermodynamic engine models. Despite the minimal effort, these are highly accurate and suitable for HiL applications. With release 2021 R2, the Engine Parameterization Wizard is extended by a thermal model. This is used to simulate the temperature of the coolant and oil circuits and to take their influence on engine performance, fuel consumption and emissions into account. For the purpose of On-Board Diagnostics (OBD) Analysis, dedicated actuator channels are provided for the components intake and exhaust manifold, turbine outlet and intercooler thereby enabling leakage to be taken into account. To facilitate vehicle system simulation, the already available software ECU is extended by an idle speed controller. The components air cleaner, charge air cooler, high pressure EGR and EAS (exhaust gas aftertreatment system) are additionally equipped with dedicated pressure drop and heat transfer characteristics derived from validated engine models. This allows you to make accurate predictions over a wide range of operating conditions, which is a key criterium for high-quality models. Further highlights in 2021 R2 include: AVL CRUISE M, Engine Thermodynamics - Speed-up of Crank-Angle Resolved Cylinder - Introduction of a Zero-Volume Node and an Advanced Junction Model to the gas path - Gas pipe extended to account for bending radius and changing wall temperature over pipe length AVL CRUISE M, Exhaust Gas Aftertreatment - Online modification of UCI modelled reaction parameters enabled - Engineering Enhanced Catalyst Models offered as new components in the standard CRUISE M EAS library - New real-time capable pressure drop model dedicated to passive regeneration and all sorts of catalytical conversions in catalytically supported particulate filters AVL FIRE M, IC Engine Performance and Emissions - FIRE M Engine Component Finder now capable to automatically detect up to three spark plugs - Enabling the use of custom Tabkin Knock databases - Improved setup of multi-cycle simulations using ECFM-3Z AVL FIRE, IC Engine Performance and Emissions - Tabkin FGM has been coupled with the FIRE Eulerian Flame Tracking Model - Tabkin table generation now available also for Windows systems Committed to our customers, always having the global automotive markets and trends as well as the current legal guidelines in mind, we at AVL are constantly working on the future development of our solutions, services and methods. With our second release 2021, we are again launching new highlights in the field of ICE Durability an NVH, which we would like to present to you here. Lubricated Sliding Contact Analysis Slider Bearing Internal Thermal Analysis Extended Thermal Boundary Condition Options To further improve the accuracy of the calculated local structure and oil temperatures, the possibilities to define initial and boundary conditions are extended. For the internal used boundary structure (ring) of each connected body, e.g. shell and journal, used by the approach, you can now define individual boundary conditions for the ring surfaces. These boundary conditions can be either of the type "Fixed temperature", "Fixed heat flux", "Heat transfer coefficient" or "Adiabatic". Input are temperature, heat flux or heat transfer coefficient (HTC) profiles. Temperature Equilibrium as Initialization Step In case structural heat up should not be calculated until the thermal stationary state is given, a new option is provided which allows you to obtain mechanical results that are unaffected by any temperature changes. The structure heat up is now treated as a thermal initialization step. The initialization phase ends either when thermal stationary conditions are converged out, or new - a predefined number of heat cycles - is reached. The thermal conditions reached are then used for a final standard dynamics calculation of a few engine cycles at stationary temperature conditions. Piston Ring Analysis - Additional Ring End Gap Designs Two new ring end gap designs have been introduced, the 'Stepped' and the 'Double Sealed' end gap. For both designs, the dynamic axial displacements of the ring ends are considered when using the 3D ring model, and for the double sealed design, the radial displacement is also taken into account. The gas flow coefficient for the ring end gap has been replaced by three separate gas flow coefficients, one for each throttle at the ring end gap. This allows you to adjust the model to even more demanding geometric designs that are not directly covered by the general designs. Valve Train Analysis Overhead Valve (OHV) Trainwith Swing Arm The OHV train templates available in AVL EXCITE Power Unit and AVL EXCITE Valve now support swing arm configuration in addition to the tappet configuration already available. The contact between lever and pushrod is considered by a ball/pen contact. If necessary, hydraulic lash adjuster insets can be used at the pushrod-side lever arm. Other configuration options, such as multi-valve actuation with and without bridges, are also possible with the new configuration. Interfaces AVL EXCITE Power Unit - Interface to Model.CONNECT The new "Model.CONNECT Element" component has been implemented in EXCITE Power Unit, providing an interface for co-simulations via AVL's neutral model integration and co-simulation platform that connects virtual and real components. This enables you to co-simulate EXCITE with a wide range of tools accessible through Model.CONNECT, e.g. AVL CRUISE M, MATLAB/Simulink and Python scripts. The EXCITE interface is similar to the already existing MATLAB and FMU interfaces with the main difference - EXCITE is just one client in the co-simulation, started and controlled by Model.CONNECT. With this release version, the interface supports applications that require motion quantities of bodies and sensors provided by EXCITE and receive forces and moments from tools connected via Model.CONNECT. The data is exchanged in EXCITE time steps for time-based simulations. Concept Analysis Torsional Vibration Damper Analysis Rubber TVD Durability - Geometry-Based Stiffness and Stress Calculation Using an additional geometry input, you can calculate the dynamic shear stress by AVL EXCITE Designer as a result of the torsional vibration analysis. Furthermore, the geometry can be used together with the rubber shear modulus to determine the torsional stiffness of the TVD. Three basic design variants are implemented: flat, cylindrical, or TVD with conical rubber layer. In case of strongly deviating designs, the moment of resistance to torsion and/or the gap dimensional factor can be adjusted manually. TVD Temperature Calculation - Option for Calibration The TVD temperature calculation App provides now two more result curves, outer surface and maximum temperature. In order to better consider the influence of real TVD design and surrounding air boundary conditions by the simplified model, as well as to achieve a higher accuracy, especially regarding amplitudes, the simulation results can be calibrated be measurement data. Based on the additional input of the measured temperature on the TVD outer surface for a certain engine speed, a temperature correction factor is determined. Hardly any other industry has been undergoing as much change in recent and coming years as the automotive market. In order to support you in the best possible way, we are constantly developing our solutions for you. Here you get an overview of the latest features of Release 2021 R1 in our Solution Area Transmission and E-Drive. AVL EXCITE for e-axle REXS Import Interface With the release 2021 R2 EXCITE provides you with the Reusable Engineering EXchange Standard (REXS) Import Interface. It defines an industry-wide standardized interface for a simple exchange of gearbox data. The Research Association for Drive Technology e. V. (FVA) has developed this format in close cooperation with its member companies. Their experience in the field of gearbox software ensures that the concepts developed are suitable for practical use in an industrial context. In REXS, the components of a gearbox are defined on the basis of common parameters. The REXS specification contains everything you need to define a gear unit model. Essentially, this includes the machine elements, their attributes and the relationships used to define the connection between the individual machine elements. Bevel Gears The already existing model for the representation of bevel gears in AVL EXCITE Power Unit is now also made available to you in EXCITE for e-axle with enhanced usability. To support bevel gears in EXCITE for e-axle, the following functionalities have been added: - New components are introduced: The new components include a new bevel gear body as a stand-alone body, as well as a new bevel gear subcomponent, e.g. for use on shafts, and the actual bevel gear joint. - Detailed 3D Visualization: There is a great variety of manufacturing/machining techniques for bevel gears, each resulting in specific shapes for the tooth trace along the width of the gears. In order to provide a reasonable and realistic 3D representation for all kinds of straight and spiral bevel gears, the most generic representation through spherical involutes has been applied. To complete the gear mesh, a generic root curve has been added. - Gear geometry input: The definition of bevel gear geometry has been improved following ISO 23509:2016, but also taking into account typical data sheet specifications for automotive and industrial applications. - Kinematic solution in the GUI: In the GUI-internal kinematic solution, the specific bevel gear geometries are now taken into account. This provides you with a kinematic animation, automatic repositioning as well as motion export for subsequent CFD oil-flow calculation. Elasto-Plastic Clutch Joint With this release, the elasto-plastic clutch joint (EPCL), already known from the AVL Workspace GUI, is migrated to EXCITE for e-axle. In order to easily connect the coupling joint to car bodies using the connection functionality, a new body sub-component, the friction plate, is introduced. In general, you can use the elasto-plastic clutch for modeling any type of friction clutches in a transmission or driveline, regardless if dry or wet. For wet (multiple-disk) clutches you are offered an additional option for calculating the drag torque. New e-axle App in the Transmission and E-Drive Solution Area One of the biggest new features of the 2021 R2 release is the new "e-axle" solution app that has been added to the AVL FIRE M One of the biggest new features of the 2021 R2 release is the new "e-axle" solution app that has been added to the AVL FIRE™ M. Using the app, you can now import surface and motion definitions of e-axle bodies from EXCITE for e-axle. The bodies are inserted into the FIRE M model as embedded bodies. AVL FIRE M Import Transmission Model from AVL EXCITE for e-axle By selecting the model file from which to export the EXCITE model, you import the surface models (.stl files) of transmission components and their motion over time. These objects are then used as embedded bodies directly in the FIRE M model. You can control the rest of the model, e.g. fluid definition, directly via the FIRE M GUI within a few minutes. Poor Quality Embedded Body Surface Meshes Supported Poor quality surface meshes for embedded bodies may contain gaps, overlaps, inner walls and inconsistently aligned surface parts. Nevertheless, you can use the solver will attempt to account for surface defects up to a certain size. In addition, FIRE M offers you the possibility to define this size yourself, or the solver will determine a suitable value. In general, this size should be chosen to be smaller than the geometric surface features to be resolved in the simulation. However, it should be larger than the surface defects. y+ Results Around Embedded Bodies As of the current version, you can visualize y+ values around embedded bodies in 3D results in both single-phase and multi-phase simulations. This is done by simply activating the corresponding 3D result. In addition, you can also examine the mean y+ values for each of the embedded bodies with 2D results. Automated Workflow for Simulations of E-Machine Cooling An automated simulation method for studying the cooling process of E-machines is an important step forward. This covers the entire workflow from mesh preparation, setup preparation, computation, and post-processing once you import an E-machine CAD geometry into the system. Starting with the Release 2021 R2 of FIRE M, this automated process is integrated using a solution app. Now you can simulate thermal analysis using oil and/or air-cooling system in a typical E-machine more efficiently and less time-consuming. In recent years, the global automotive landscape has undergone a major transformation and with it the needs of our customers and the end users. In order to meet your requirements and to provide you with the best possible support, we are constantly working on updating and improving all our products and services. In all our disciplines and areas of expertise, we have once again made a large number of updates for you. Below you will find some of the highlights of the latest release in our battery solution area. Solution: Battery Thermal Analysis The latest version of AVL FIRE M has been enhanced with the ability to use electrothermal battery models in electrically unresolved active layers. Each battery cell is now represented by an electrical node. Here, the current sources are prescribed in the electrically conducting parts touching the battery and the reaction heat source is evenly distributed in the battery cell volume. With this new approach, you no longer need special meshing approaches for battery cells and ultimately least to shorter turnaround times. This optimization allows you to perform fast and efficient simulation of battery modules and packs. Solution: Battery Layout The already existing model generators in AVL CRUISE M are extended with this release by a special model generator for battery modules and packs. For the creation of a high fidelity battery pack model the Batemo Pack Generator offers you a kind of configuration questionnaire. It takes into account all electrical and thermal aspects that are essential for you for concept phase studies and assessments. Since the entire generator process is supported by text and graphical outputs, you always receive immediate feedback on your chosen configuration. The process already starts on cell level. Here you can choose from a library of cylindrical, prismatic and pouch cells (Batemo Cell Library) or have a Batemo Custom Cell model. Futhermore, you have the possibility to choose from different options of air and water cooling concepts, either in reduced or more detailed form. The KPIs of cells, modules and packs are summarized for you and, if suitable, the actual CRUISE M model is automatically created. The main advantage of this new feature is that it allows you to independently set up a battery pack from scratch within 5 minutes. This makes it easier for you to perform battery concept studies without the hassle manual model creation. In addition, Batemo's extensive cell database allows for a comprehensive evaluation of the pack, to be carried out even without detailed knowledge of the properties of the respective cells. Solution: Battery Electrochemical Analysis AVL CRUISE M 2021 R2 offers you a new dedicated Batemo battery component.The component is part of the battery module introduced in the first release of this year. Using this new component, you can now build a cell, module or pack by upscaling. This maintains the accuracy of the Batemo cell models without having to specify complex details of the module or pack design. As with the battery module component, you can choose between the two modelling options "Batemo cell library" and "Batemo cell custom". Here you can draw from most common cells on the market (cylindrical, pouch and prismatic cells) from manufactures such as LG, Samsung, Panasonic, Murata and others. All models are "ready to go", which means they can be used by engineers who are not specialists in electrochemistry and battery material properties. Cell aging issues are addressed by a descriptive approach. This allows to parameterize different types of cell losses. The upscaling of the single cell model to the level of a module or pack can be configured by you according to the actual conditions. This flexibility is also provided for the thermal integration of the Batemo battery component into the CRUISE M cooling networks. The electrochemical battery model in CRUISE M has also been expanded in this release. - Thus, online analysis of battery health is now enabled by new output channels for SEI and Li-plating thickness, as well as analysis of the remaining capacity of the cell. - A concentration-dependent cation transference number is added to the property database. This allows an additional part of the migration effect, i.e. the drag of lithium ions with the ionic current is considered in the model. - The property database is enhanced with cation diffusion coefficients dependent on the lithium concentration in the electrolyte. Solution: Battery Thermal Analysis For easy setup of complex discretizations as well as efficient model setup, the updated Discretized Solid 3D component in CRUISE M now features UI support. This allows you to check (view, rotate, zoom, etc.) the structure and discretization of the 3D object. Furthermore, any selection of cells or cell surfaces can be defined to represent heat connections and measurement positions. The focus in this release of FIRE M has been placed on ease of use and efficiency in performing simulation tasks. Therefore, it comes to the biggest and most profound change in the workflow, since the introduction of FIRE M. These innovations allow you to define the entire simulation setup based on clean and discrete geometry. The lengthy meshing process is now the first step of the simulation and only after that the actual calculation is started. With the extension of the FAME M project tree and its preprocessing capabilities, you can now perform preprocessing directly in AVL FIRE Home. This allows you to set up the simulation from scratch without waiting for meshing. By selecting one of the options listed below when starting FIRE M, you enable targeted support for your model setup. 1. Use a Solution App FIRE M has a variety of solution apps tailored for specific applications, such as our Thermal Runaway Workflow App. The app allows you to set up complex Thermal Runaway simulations within minutes with best practice solver settings and meshing parameters. 2. Use a Custom App: By using the API, the application supports you in creating customized workflows and using them in a FIRE M model. 3. Use Generic Workflow: If you want to set up the simulation in the "traditional way", you can do it using the generic workflow. Flexibility has always been one of FIRE M's key strengths. All new features are built on the strengths of existing ones. FIRE M therefore also allows you to fall back on a generic, meshing-based setup approach at any time. Solution: Battery Safety Analysis This release introduces dedicated Solution apps for battery safety. A special focus has been placed on optimally supporting you in performing your tasks in connection with the thermal runaway of batteries. In particular, in deriving simulation inputs from measurement data and the generation of simulation models for thermal runaway. Thermal Runaway Workflow App:To save you valuable turnaround time when performing thermal runaway simulations, we have transferred our expert knowledge into an app. From now on, you will be supported by best practice mesh settings as well as automated solver setup with optimal parameters. The app allows you to reduce setup time from hours to minutes. Its ease of use makes it especially suitable for new users. Based on the groups that the app finds on the specified mesh, the materials are automatically assigned according to their names. You also have the option to adjust all the required materials yourself. Furthermore, there is a connection to the Property Database (PDB). This guarantees you access to all available materials. Thermal Runaway Measurement Fitting App:If you already have your abuse measurement data, you can now process it using this app. In addition to reading and processing the data, it creates the necessary input data for your simulation. All this happens within minutes and you always have full visual control. The latest release of AVL's Virtual Fuel Cell Development Solution - 2021 R2 - includes various new features and functionalities for fuel cell analysis at system and component level. The following release note provides a short summary of the main highlights of this release. You can find more specific details in the product release notes of AVL CRUISE M and AVL FIRE™ M. Fuel Cell System Layout and Integration Freezing and Defrosting The simulation-based development of PEM fuel cell cold-start strategies requires stack models that have the right physical depth to serve you as digital twin in office simulation and on virtual testbeds. Therefore, the reduced dimensionality PEM fuel cell model in CRUISE M is extended to handle liquid and frozen water in the gas diffusion layers. In addition to the existing membrane humidification model, you can now optionally activate models for liquid/frozen water formation. CRUISE M thus allows you to calculate the corresponding balance equations for water and thermal conditions of the stack. Furthermore, you can adjust the related formation rates and set the impact of liquid/frozen water on the fuel cell performance accordingly. Based on suitable parameterization, the model can be aligned with experimental data and is thus able to physically respond to different defrosting strategies. Peroxide and Platinum Band formation The chemical fuel cell degradation model in CRUISE M is complemented in the new release by a model for hydrogen peroxide formation in the catalyst layer and a model describing platinum band formation in the membrane. When dissolved, platinum ions diffuse from the catalyst on the cathode side into the membrane and come into contact with hydrogen originating from the anode side. The cations are reduced and form a crystallite platinum band, with the catalytic activity of the platinum band promoting the oxidation of hydrogen, the formation of water and electrical potential. In addition, hydrogen peroxide diffuses into the membrane, where its spatial concentration distribution can be interpreted as precursor for further radical formation and ionomer degradation. This implementation also gives you maximum access to the model parameters with their default values based on literature data. Joule-Thomson Effect The Joule-Thomson effect describes the fact that real gases change temperature when being compressed or expanded at isenthalpic conditions. This effect is specific to different gases and the heating/cooling depends on the applied pressure and temperature level. Hydrogen compressed at atmospheric pressure and 100K heats up while it cools down at 300K. While the Joule-Thomson effect can be neglected for air at atmospheric or moderate pressure levels, it must be taken into account to correctly describe the compression/expansion of hydrogen when filling / emptying high pressure gas tanks. CRUISE M 2021 R2 offers an enhanced gas property treatment accounting for the Joule-Thomson effect for the species hydrogen, methane, oxygen, nitrogen, etc. The real-gas properties are derived following the state equation by Peng-Robinson with the data compared to NIST REFPROP database. Fuel Cell 3D Multiphysics Analysis Platinum Particle Degradation Effects With AVL FIRE M 2021 R2 we now offer you models for platinum dissolution and redeposition. This includes Ostwald Ripening, i.e. the effect of platinum dissolution on particle size, as well as for particle detachment and agglomeration. In addition, a particle size distribution (PSD) is introduced for the catalyst particles that changes due to degradation effects. The newly added degradation models are based on an extended version of the carbon corrosion, carbon oxidation and platinum oxidation models and can be used in steady state and transient simulation modes. The new degradation models allow you to analyze in detail effects such as catalyst layer and membrane thinning, reduction of exchange current density, increase of diffusion resistance in the ionomer film and the changes of the local current and heat sources. Membrane Humidifier Water management in low temperature PEM fuel cells is one of the most important factors in avoiding performance degradation and improving cell reliability. For external humidification, the preferred technology is a membrane humidifier since there are no moving parts and no additional power supply is required. Membrane humidifiers use the properties of ionomer membranes to transfer heat and water from the exhaust gas to the fresh gas. The latest version of FIRE M offers you the possibility to simulate such membrane humidifiers in both tubular and planar design. Water Separator Liquid water in the gas media supply paths of PEM fuel cell systems can negatively impact overall performance and significantly affect the cathode air compressor and other BoP components. FIRE M 2021 R2 gives you all required advanced dispersed multiphase capabilities including a coupled thin liquid film model. This enables you detailed analysis and evaluation of water separation efficiency and pressure drop minimization in any complex water separator configurations connected to the fuel cell system. Workflow Automation An automated workflow for the simulation of a PEM fuel cell stack or even a single cell is provided to you by the current release of FIRE M. Starting from the CAD data, you are guided through the complete setup of the 3D multi-physics simulation tasks. Based on best practice, mesh settings are automatically set and can be further customized at your request. In addition, the complete simulation solver and physical model settings are initialized and the individual domains are set up based on predefined data sets. Finally, you can have an automatic report generated. AVL ISAC 6 Component Library With AVL CRUISE M 2021 R2, the AVL ISAC 6 testbed models are made available to you for office simulation. The release brings a new toolbox holding the ISAC 6 components Automated Gearbox, Driveline, Vehicle, Driver and Track, ready for the setup of drivetrain models assembled out of ISAC 6 and CRUISE M component. The behavior of ISAC 6 testbed models can be assessed in pure office simulation, ISAC 6 testbed models can be extended by CRUISE M components to describe more complex gearbox configurations, hybrid-electric or pure electric drivetrains. Mechanical Network Customization: FMU-Based Models Simulating connected mechanical systems is always a challenge. To simplify your model setup and ease the limitations, the latest version of CRUISE M offers you a new mechanical coupling component. When you load a custom model into the dedicated mechanical Functional Mockup Unit (FMU) component, you are precisely guided through the different modeling options and coupling variants. This ensures that you end up with a runnable model. Mechanical component models created in Dymola or Amesim, for example, and exported as model-exchange FMUs can now be seamlessly integrated into CRUISE M at system level. Driving Task: Braking, Thrusting, Coasting To model and simulate vehicle evaluation tasks like braking, coasting or thrusting (BCT) in a straightforward way, you are now offered new components. When you pull the BCT task from the component library, you now get the possibility to configure different powertrain settings. For example, you can decide whether braking is done with or without gear shifting, downshifting is done during the deceleration phase or whether you should opt for clutch pedal actuation at braking. Driving Task: Full Load Acceleration The further development of the Task Full Load Acceleration (FLA) component, which was released for the first time with CRUISE M 2019 R2, has simplified its use for you. With manual powertrains, you now have the option of controlling the clutch via a closing time or a launch speed range. For automated powertrains, you can brake for a defined time while pressing the accelerator pedal as well as ramping up engine speed before starting the vehicle. With the new open-loop option in the Driver component, it is possible to forward the request signal of the FLA component directly to the powertrain model. This allows you to configure task variations that you apply to a specific plant model directly from the Simulation Desktop (SDT) parameter backend. Crank Angle Cylinder: Calculation Speed-Up To increase the physical complexity of latest combustion models, the implementation of the cylinder code in CRUISE M has been revised. This brings you an acceleration of about 30% compared to the privious version. Gas Path: Advanced Junction Model This release also adds a new option to the gas flow junction element for modeling the pressure drop. To determine the geometric arrangement you have to specify the number of individual branches at the junction as well as the two angles of each branch. The additional visualization of the entered data allows you to check the arrangement simultaneously. Engine Parameterization Wizard - Cooling Function Model Another innovation relates to the engine parameterization wizard. This is extended by a simple thermal model. To simulate the temperature of the coolant and oil circuits, the wizard/generator adds a function to the model. This allows the thermal model to be provided as source code, thus enabling any type of customization. Start-Stop System A completely new component is the "start-stop system". In a driveline model, the Start-Stop System is wired between the cockpit and engine components and supports the control of engine operating conditions beyond the sole on-off signal provided by the cockpit. This "Start-Stop System" component is dedicated to support modeling of hybrid-electric vehicles as it simplifies the logic required to control the engine operation. Model Export: Specification of Tunable Parameters When exporting a CRUISE M model, the model is packed into an FMU. Furthermore, CRUISE M provides you with input (actuator) and output (sensor) channels. This allows you to monitor all kind of model states and to actuate a wide range of model parameters. With this version of CRUISE M, you can choose whether a model parameter should be exposed as FMU channel or as tunable parameter. This is advantageous for you when working with long lists of channels, many of which serve only as parameters. Scenario Export to and Import from MS Excel You can now export most scenarios to MS Excel and import them from MS Excel, both in the GUI and the SDT scripting API (using sdt.project.Scenario.export and sdt.project.ScenarioSet.import_scenario). The automotive industry is in a constant state of change and along with it your needs. To meet these needs, we at AVL are permanently working on the further development of our products and services to support you in fulfilling your daily tasks. The latest release of our simulation solution for virtual function development, 2021 R2, includes the extension of the usability, integration, and automation capabilities of AVL Scenario Designer. This is complemented by extended scripting and interfacing features of Model.CONNECT and an even tighter integration of open-source codes such as CARLA and esmini. With the release of the open-source project Eclipse OpenMCx, we show you the strategic direction to support a scalable scenario-based ADAS validation process in a modular development environment. AVL Scenario Designer Integration With AVL SCENIUS First of all we would like to introduce you to the newly released AVL ADAS test preparation suite AVL SCENIUS. Along with AVL Scenario Data Manager and AVL Test Case Generator, AVL Scenario Designer is a part of the SCENIUS suite. With a built-in interface to the scenario database, Scenario Designer offers you a seamless test preparation workflow from scenario creation and editing to the execution in the various test environments (office, lab, proving ground). The new version of AVL Scenario Designer brings you several usability improvements. Not only does it allow you to drag and drop catalogs, timelines, events and actors more easily. According to the received user feedback, additional warnings and a clearer display of element properties have also been introduced. This has resulted in a significant acceleration of the daily work steps. The complete list of new add-ons in the latest version can be found in the release notes for the product itself. Model.CONNECT Interfacing for ADAS and vECU SiL Applications The strategic orientation of the Model.CONNECT framework is to support the automated background execution of complex co-simulation systems in a consistent manner. This is done regardless of the environment from which the applications are controlled. With additional API and scripting support for model creation, parametrization, execution and optimization, Model.CONNECT supports you in the different applications. This ranges from virtual ADAS validation and virtual ECU calibration in HiL and SiL environment, such as the recent ones: - ADAS corner-case extractor with AVL CAMEO active DOE set-up - Virtual validation out of the AVL Test Case Generator with automatic scenario and actor's variation and road statistics based parametrization - ADAS test coverage optimization using different ontology-based, game-based and AI based optimization methodologies - Online calibration of virtual ECU in a SiL set-up from an AVL Smart Mobile Solution web front-end for electric vehicles - Online optimization of virtual ECU in a SiL set-up in the cloud for hybrid light duty vehicles - Deployment of the Model.CONNECT XCP-communication libraries to a RT system for online calibration of vECU in a HiL environment (with several improvement to the XCP functionalities) New Integration Components for AVL EXCITE and "Compiled Function" (C/C++) You can use the new Model.CONNECT component "Compiled Function" for adding control units or user defined models into the co-simulation system. This offers you numerous advantages such as: - Using input scalars, functions, and maps as parametrizable elements - Automatic unit conversion support - Separate initialization and integration code parts - Error messaging and debugging support - Improved performance and functionality Enriching AVL EXCITE Power Unit by adding new system components from AVL CRUISE M or new control components from "Compiled Function", Simulink, or python is now possible with a dedicated EXCITE interface component in Model.CONNECT (and vice versa). Model.CONNECT Integrates ADAS Open-Source CARLA, esmini, SUMO, ROS/ROS2, etc. The importance of open-source environment simulation tools is in providing a low-cost alternative to the commercial tool with a good coverage of many realistic use cases in development and validation (especially for the large-scale variation and optimization use-cases in the cloud). It also provids a great agility in development and involvement of different stakeholders. Model.CONNECT support SUMO and CARLA as the most popular open-source environment modelling tools and the integration of additional sensor and control modules using ROS/ROS2 libraries. There are several improvements added in Model.CONNECT for the latest version of CARLA with an addition of a direct interface to the Unreal Engine within, which enables insertion and configuration of scenario players and direct access to their properties. Model.CONNECT python interface provides a basic integration of esmini, the first open-source ASAM OpenSCENARIO player with 3D visualization and several interfacing options. This allows for the import of the driving scenarios created by AVL Scenario Designer and executing them in Model.CONNECT in the closed loop with other vehicle, sensor and ADAS functions models OpenMCx - a referent implementation of the FMI co-simulation standard In order to promote co-simulation methodology based upon standards, we contributed AVL's basic FMU-based co-simulation technology as an open source project Eclipse OpenMCx within Eclipse Mobility OpenADx working group. It is an open co-simulation engine using Modelica simulation standards, such as FMI and SSP, with aim to support advanced simulation applications in a heterogenous toolchain. For now, only the co-simulation Functional Mock-up Units (FMUs) are supported, while the configuration and parameterization of an OpenMCx co-simulation models and components is based on Modelica System-Structure and Parameterization (SSP) standard. OpenMCx enables its users to combine various simulation models from different vendors and sources, using standardized interfaces, into one co-simulation model and run it in a remote computing environment. The general idea of the co-simulation model is to provide a virtual validation framework for ADAS/AD function development but is not restricted to this use-case only. With its open and modular architecture, OpenMCx provides a framework for the users to implement interfaces for their own simulation models and integrate them into the co-simulation middleware. Besides that, OpenMCx allows for adopting the existing or adding new methods for data exchange, data analytics, job scheduling and execution management. More about the project and how to contribute can be found on ecplise.org: https://projects.eclipse.org/proposals/eclipse-openmcx https://github.com/eclipse/openmcx AVL VSM - Vehicle Model Factory and Integrated Control Units The latest version of AVL VSM - 2021 R1.1 - brings you two new major features: - Vehicle Model Factory - supports you in automated parameterization and validation of simulation models based on road measurements. This brings you a significant reduction in time and effort in creating validated digital twins for ADAS function development - New Integrated Control Units - for Traction Control (now available for all editions of AVL VSM) and Torque Vectoring Simulation has long been a core AVL competence,and our Advanced Simulation Technologies (AST) business unit has solutions for a multitude of applications. They offer high-definition insights into the behavior and interactions of components, systems and entire vehicles. Our simulation solutions drive automotive efficiency, performance and innovation, while reducing development effort, costs and time-to-market. Used on their own, or combined with other methodologies and third-party tools, they support OEMs in the creation of market-leading products that meet global legislation. AVL EXCITE With more than 11,000 employees, AVL is the world's largest independent companyfor development, simulation and testing in the automotive industry, and in other sectors. Drawing on its pioneering spirit, the company provides concepts, solutions and methodologies to shape future mobility trends. AVL creates innovative and affordable technologies to effectively reduce CO2 by applying a multi-energy carrier strategy for all applications - from hybrid to battery electric and fuel cell technologies. The company supports customers throughout the entire development process from the ideation phase to serial production. To accelerate the vision of smart and connected mobility AVL has established competencies in the fields of ADAS, autonomous driving and digitalization. AVL's passion is innovation. Together with an international network of experts that extends over 26 countries and with 45 Tech- and Engineering Centers worldwide, AVL drives sustainable mobility trends for a greener future. In 2020, the company generated a turnover of 1.7 billion Euros, of which 12% are invested in R&D activities. 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