AUDI Optimization

New methods for optimization and correlation NVH in the Full Vehicle Analysis
Dr. Eckhard Plank, AUDI AG Antoine Guellec, AUDI AG Willem van Hal, MSC Software
The methods NewChallengefor optimization and correlation NVH in the Full Vehicle Analysis
Optimization and correlation with nastran has been done since a few decades Optimizing and correlating multi-millions of design variables in dynamics is of interest in European automotive Optimizing large assemblies puts extra strain on optimizer and solver and hardware
Dr. E. Plank AUDI AG, A. Guellec AUDI AG, W. Van Hal MSC Software NVH Symposium, Detroit, 10.10.2007 2
The methods for correlation and correlation NVH in the Full Newoptimization /optimizationprocess Vehicle Analysis
Meshing
CAD Redesign
Design Variables Postprocessing
Optimization/Correlation Goal and Constraints
Solving
Topology Optimization in a nutshell New methods for optimization and correlation NVH in the Full Vehicle Analysis
Topology optimization has been used since a decade to determine optimal constructions within a given design space in static and nlstatic loadcases in competitive products on a part level. Topology optimization in the area of modal/frequency/acoustics has been extended since Nastran sol 200 was enhanced with topology functionality and a new optimizer: BIGDOT as well as powerfull solvers. The method shown in this presentation is the start to extend the classical topology optimization from parts towards assemblies in the area of modes, frequency response and acoustics for optimizing as well as correlating models with test data.
Topometry Optimization in a nutshell New methods for optimization and correlation NVH in the Full Vehicle Analysis Topometry is a way to optimize each single referenced element values like thickness, damping, youngs modulus, density. Topometry helps to correlate analysis models with test data when E,Ge or T is defined Topometry can also help to improve the design by defining where the element thickness can be increased or reduced on an element level
Topology vs. for optimization and correlation NVH in the Full New methodsTopometry Vehicle Analysis
Topology can be used within the designspace, the non-designed part of the structure Topometry can be used on the designed part of the structure
E=f(rho)
Topology / Topometry implementation in nastran New methods for optimization and correlation NVH in the Full Vehicle Analysis
Topology (Topvar), Topometry (Tomvar) are a convenient way to define millions of design variables in sol 200 by just a few lines of input, no preprocessor support is needed New responses (frmass,compliance) and manufacturing constraints (extrusion, cast, member thickness and symmetry) have been implemented
Output can be written to a p2.5 asci file which can be read by many 3rd party software like Fegraph, Animator, Meta Post and MSC products, SimX and Patran
Application of topology and topometry optimization within New methods for optimization and correlation NVH in the Full nastran sol 200 in Vehicle Analysis AUDI projects
Topology optimization of the AUDI TT threshold profile (extruded Al.) BIW model correlation : application of topometry optimization Concept investigations with application of large topology and topometry optimization body structure design Example of topology optimization for an acoustic application
AUDI TT- Roadster New methods for optimization and correlation NVH in the Full Use of Analysis Vehicletopology optimization in TTs space frame design
AUDI TT-Roadster full car model
panels load path investigation
Aluminum casting parts
Aluminum extruded profiles

AUDI TT- Roadster New methods for optimization and correlation NVH in the Full topology optimization of the threshold profile (extruded Al.) Vehicle Analysis
Targeting increase global torsion mode constraint on global mass Conditions 650.000 variables extrusion and symmetry design constraint
previous design
optimization model
result of the optimization
last design (serie)
the functional benefit to the previous design is a reduction of the BIW mass of 2 kg while increasing the entire car torsion mode of 0,8Hz
Application of topology and topometry optimization within New methods for optimization and correlation NVH in the Full nastran sol. 200 Vehicle Analysisin AUDI projects
Topology optimization of the AUDI TT threshold profile (extruded Al.) BIW model correlation : application of topometry optimization Concept investigations with application of large topology and topometry optimization body structure design Example of topology for an acoustic application
AUDI TT- Roadster New methods for optimization and correlation NVH in the Full BIW model correlation / application of topometry optimization Vehicle Analysis Description
Test FE
0,631 0,222
0,4900,888
0,557 0,492 0,598
0,4880,4710,291 0,346 0,716 0,359
Sum Shaker 1
0,472
MAC Criterion FE-Modell
Sum Shaker 2
Test-Modell Sum Shaker 3
FRAC Criterion
Very good correlation of the modes frequency range. Bad correlation of vectors and amplitudes
AUDI TT- Roadster New methods for optimization and correlation NVH in the Full BIW model correlation / application of topometry optimization Vehicle Analysis Targeting of the topometry optimization
{H A }T {H X }H FRAC = ({H A }T {H A }H )({H X }T {H X }H )
2
{HA}
{HX}
- the analytical frequency response

function matrix - the experimental frequency response function matrix
Objective: maximization of FRAC Variables: YoungModulus of the joints
Results: Sensitivities to a better correlation of FRFs
Optimization of the joint stiffness as a way investigating which are the sensitive parts of the structure to differences between test and simulation
AUDI TT- Roadster New methods for optimization and correlation NVH in the Full BIW model correlation / application of topometry optimization Vehicle Analysis Results of the Optimization
First step: joint stiffness optimization
Aluminum casting parts in the AUDI TT body structure 2nd step: shell thicknesses optimization
joint optimization shows main discrepancies around the aluminum casting parts. The modelization inconsistencies of the casting parts were investigated more in detail in a second optimization of shell thicknesses. AG, refinement of Van Hal MSC Software NVH Symposium, Detroit, 10.10.2007 A A. Guellec AUDI AG, W. the mesh confirmed this result. Dr. E. Plank AUDI
15
Topology optimization of the AUDI TT threshold profile (extruded Al.) BIW model correlation : application of topometry optimization Concept investigations with application of large topology and topometry optimization body structure design Example of topology for an acoustic application
AUDI A3 New methods for optimization and correlation NVH in the Full Concept investigations body structure design Vehicle Analysis Strategy / load case
road excitation: body acceleration
1
base variant rigid body

A3 full car NVH model
Response Sum function body
influence of body elasticity

0,1
Response
Excitation
0,01 10 12 14 16 18 20 22 24 26 28 30
frequency (Hz)
The important influence of the body elasticity on comfort relevant vibrations in a low frequency range in combination with light weight requirements dictate to track the right energy flows in the structure in order to design a robust body.
AUDI A3 New methods for optimization and correlation NVH in the Full Concept investigations body structure design Vehicle Analysis Strategy / target
Topology
base variant result optimization rigid body
Topometry
Sum function body
0,1
0,01 10 12 14 16 18 20 22 24 26 28 30
frequency (Hz)
Combination topology and topometry
The goal of the optimization is a reduction of the maximal amplitude of a sum function on a relevant frequency range. Comparison of 3 optimization strategies (topometry, topology, both combined)
18
Dr. E. Plank AUDI AG, A. Guellec AUDI AG, W. Van Hal MSC Software NVH Symposium, Detroit, 10.10.2007
AUDI A3 New methods for optimization and correlation NVH in the Full Concept investigations body structure design Vehicle Analysis Results
topology
topometry
combination of topology and topometry

AUDI A3 New methods for optimization and correlation NVH in the Full Concept investigations body structure design Vehicle Analysis Results comparison of the 3 strategies
Topology and topometry optimization provide good results, fast convergence and easy interpretation Best strategy would be combination of topology and topometry optimization: it allows to investigate the best choice between shear fields and profile structure Bad convergence of a combined topometry and topology optimization. Results are still difficult to be interpreted
Example of beta optimization and correlation acoustics New methods foroptimization in low frequency NVH in the Full Vehicle Analysis
Sensitive panel
1,00E+01
Sound pressure level (dB)
1,00E+00
Acoustic cavity
Trimmed body acoustic model
1,00E-01
1,00E-02
Frequency (Hz)
86 89 83 95 98 92
Result topology optimization

22
80
Structure enhancement around the critical panel
Dr. E. Plank AUDI AG, A. Guellec AUDI AG, W. Van Hal MSC Software NVH Symposium, Detroit, 10.10.2007
Solver method selection New methods for optimization and correlation NVH in the Full Vehicle Analysis
First step, focus on the right solver Second step, focus on the right parallel method
Solving methods optimization and correlation NVH in the Full New methods for selection, Topology Vehicle Analysis Statics: Sparse (assemblies) Casi, element based iterative solver (solid parts, reduced assemblies dmig) Modes, Modal frequency response: SMP Lanczos, single shift DMP dof domain Lanczos Acoustics / Driving point responses: DFreq DMP Mfreq ACMS
0,6 0,5 0,4 0,3 0,2 0,1 0
AUTOMOTIVE ASSEMBLY
0,7
DFREQ ACMS Lanczos

1 10 100 1000 10000
Hz
Statics: Sparse Decomp vs Iterative methods New methods for optimization and correlation NVH in the Full Vehicle Analysis
The decision should be made upon amount of subcases and conditioning of the K matrix The type of sensitivities can influence the solver selection
Solver method selection STATICS New methods for optimization and correlation NVH in the Full Vehicle Analysis In statics we can choose between a 2 Iterative solvers and a sparse solver In Nastran the sparse solver is default. The Iterative solver can be chosen in the case control section by: SMETHOD= ELEMENT $ For the CASI element based iterative solver SMETHOD= MATRIX $ For the matrix based iterative solver ______________________________________________________________ Due to the mix between shells and solids we used the sparse solver for the Audi TB. When the just the design space is run, 6mil elements can be run in 20min/SC on IT2 with casi.
MODAL vs DIRECT Methods New methods for optimization and correlation NVH in the Full Vehicle Analysis
Modal methods are needed if modes need to be tracked Modal methods may run into numerical side effects due to changes in modal densities: = o x E = Eo xp
Direct can be an advantage if little excitations have to be calculated and/or if dmp is possible
Solver method selection MODES / correlation NVH in the Full New methods for optimization andMFREQ Vehicle Analysis Modal method selection In modes calculation, there are 2 general economic possibilities: ACMS and Lanczos The decision which solver to choose will be dependent on 2 variables: amount of solids, amount of modes. In general below 70-100 Hz or upto 70 modes, the Lanczos solver will be as good as acms and will outperform acms for the case the amount of solids increases. ACMS will be the choice when many modes are calculated and a limited amount of very dense solids. A Full Vehicle up to 50 hz with 3 mil solid topo variables is done best by Lanczos whereas an acoustic model with a double layer of shells (for stiffness or damping) for acoustics is handled faster by ACMS. High frequency domain with acoustics and solids might be covered by sol 108 as well. ______________________________________________________________ Most Audi models shown, were run with the SMP variant from lanczos. This choice was made based on robustness and performance and modal density.
Lanczos Performance New methods for optimization and correlation NVH in the Full Vehicle Analysis
Lanczos: the choice for problems with little modal density and increasingly dense problems Lanczos can be run in SMP,DMP (dof,freq,geom) mode. SMP (2 cpu) mode is economical when 1 shift can be used and most time is spend in decomp. Factorization cost go up if many dense solids are added 50-70% speedup is possible on 2 cpus for the situation that factorization is the major cost factor DMP: DOMAINSOLVER MODES (partopt=dof) could be an alternative as well as ACMS and is a working solution for most TB/GFZ Models.
Modal (lanczos and acms) Performance (2) New methods for optimization and correlation NVH in the Full Vehicle Analysis Avoiding changes in the modal density in order to avoid performance problems: When K drops faster then M, the modal density might increase at once resulting in a dramatic performance decrease (SQRT(K/M)). K and M can be influence by: A) Topvar , power variable (field 8). B) E and Rho on the mat1 card. Under the assumption that we will add little mass, a material with reduced rho is beneficial for the performance AND when you want to know where you could add material without adding a significant amount of mass then the assumption be valid. C) Dynamic dampers can be avoided by this assumption DFREQ (sol 108) wouldn't show this problem and is a viable option for the higher frequency domain.
Example MFREQ, TB (not shown) correlation NVH in the Full New methods for optimization and + Design Space Topology in dynamics Vehicle Analysis
Modes up to 50hz, 8 frequencies, 1 subcase sum over max of acceleration of 10 grids. Determine where to stiffen between 2 spring struts 6.2 Mil design elements (12.4 mil desvar) 12 mil dof (G), 8 mil dof (A) 20H/ cycle 85% solving 15% optimizing I8 with 14gb memory used in SMP mode Extremely dense design space
Direct frequency optimization and New methods for response: DFREQcorrelation NVH in the Full Vehicle Analysis Dfreq can be a economical choice if: The modal density gets too high as design elements go down the highest request frequency DFREQ can be run in DMP with an almost linear speedup DFREQ can be used economical to combine Topology with acoustics.
Solving methods optimization and correlation NVH in the Full New methods for selection, Topometry Vehicle Analysis Mostly shell based, or dominated structures, no extra dof are added or numerical difficulties are not to be expected
Statics Sparse, Sparse smp/dmp
Modes, Dynamics / Acoustics ACMS > 100 Hz in both smp or dmp mode Single shot lanczos (1 shift) < 70 Hz I8 might be beneficial for mfreq with many excitation frequencies for speeding up adjoint sensitivities Dfreq
Conclusion New methods for optimization and correlation NVH in the Full Vehicle Analysis
Large assemblies can be optimized with multi million desvar due to efficient solvers for various problems and efficient optimizers Topology optimization can be used to determine load path within the non-designed structure Topometry can be used to define model improvements within the designed structure Topometry can be used to easily define design variables for correlation
Outlook and possible enhancements New methods for optimization and correlation NVH in the Full Vehicle Analysis
Glueing might be a good way to easily define design spaces as congruent meshes are not needed Frac and Mac values should be considered as responses in nastran as well as a more simplified test data input. Relative/percentage output Ease of use topometry interface: TOMVAR (MD2.1) to be released
Credits New methods for optimization and correlation NVH in the Full Vehicle Analysis
Special thanks to .. Ludger Lagerman, EDAG for the meshing efforts and Nastran Devl: Xiaoming Yu, Shenghua Zhang, Joe Cole, Peter Schartz, Mike Reymond and Erwin Johnson for enhancing Nastran in the area of performance and functionality.
The credits, for the correlation data method, go to Andreas von Mach / Von Mach engineering.
New methods for optimization and correlation NVH in the Full Vehicle Analysis
Thank you !! Questions?

AUDI Optimization

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New methods for optimization and correlation NVH in the Full Vehicle Analysis

Design Variables Postprocessing

Optimization/Correlation Goal and Constraints

panels load path investigation

Aluminum casting parts

Aluminum extruded profiles

result of the optimization

last design (serie)

0,557 0,492 0,598

0,4880,4710,291 0,346 0,716 0,359

MAC Criterion FE-Modell

Test-Modell Sum Shaker 3

- the analytical frequency response

Objective: maximization of FRAC Variables: YoungModulus of the joints

Results: Sensitivities to a better correlation of FRFs

base variant rigid body

Response Sum function body

influence of body elasticity

base variant result optimization rigid body

Sum function body

Combination topology and topometry

combination of topology and topometry

Sound pressure level (dB)

Trimmed body acoustic model

Result topology optimization

Structure enhancement around the critical panel

DFREQ ACMS Lanczos

Statics Sparse, Sparse smp/dmp

Thank you !! Questions?

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