Ahead in the clouds
09 October 2009
Process type: Simulate
Advanced 3D inspection software from Geomagic coupled with optical scanning technology is helping Italy-based Scuderia Toro Rosso improve the performance and reliability of its Formula 1 racing cars
If ever there was an industry in which time compression is the name of the game, it’s Formula 1 Grand Prix motor racing. Among the teams competing in Formula 1 is Scuderia Toro Rosso (STR), which is owned by the Red Bull Company. And like all other Formula 1 teams, STR is always looking for new and better ways to compress development and production times and to increase the reliability of its racing cars.
One advantage that the team has over the competition though is the use it makes of Geomagic Qualify 3D inspection software at its headquarters in Faenza, Italy. This has reduced the time required to inspect new parts by an average of 30 percent. It has also given STR the ability to inspect parts that previously could not adequately be inspected within the demanding time frames of Formula 1.
F1 team Toro Rosso used Geomagic technology to help driver Sebastian Vettel win last year’s Italian Grand Prix
Pierluca Magaldi, quality manager at STR, believes that in addition to the reduction in the time needed to inspect new parts, Geomagic Qualify has played a part in enabling the team to achieve the best result in its history last year. During the 2008 Grand Prix season the team earned its most points ever, its first pole position and its first win, fittingly at the Italian Grand Prix in Monza.
Wide-ranging inspection needs
Apart from the engines, which are supplied by Ferrari, around 35% of the components of STR’s F1 cars - including the chassis, rear crash structure, body shell and bonded aerofoil wings - are produced in-house. The remaining 65% - including light metal castings, machined parts and carbon fibre laminates – are produced by external specialists. Final assembly is done completely in-house.
Front brake duct detail on a Scuderia Toro Rosso F1 car: Geomagic Qualify assigns a colour-map to the 3D model, with the different colours representing different degrees of deviation between the physical part and its counterpart 3D CAD model
“Production runs for our components range from one to maybe 30-40 for a complete season,” says Magaldi. “So we are definitely a prototype company, even though the prototypes we produce are used for racing.”
Before implementing Geomagic Qualify, the team used an outside company to inspect parts with complex shapes. Parts with less complex shapes were inspected in-house in the traditional way, using micrometers, vernier calipers and co-ordinate measuring machines (CMMs).
This traditional method required collecting individual measurements at specific points on the part. Those points would then be analysed for any deviation from the nominal as defined on the corresponding 2D part drawings. Inspection was therefore a long and laborious process and only a selection of points on the part could be inspected.
Today, the wide range of inspections carried out at STR starts with a Faro Laser ScanArm scanner and a Laser Line Probe to capture the shape of an object, be it a cast or moulded component, an aerofoil wing, or a casting pattern. The resulting ‘point cloud’ represents the bounding surface of the object to an accuracy of 35 microns. This point cloud is read into Geomagic Qualify to begin the inspection process.
“We still use CMMs for geometric dimensioning & tolerancing (GD&T) checks on machined parts where tolerances are set to a few microns,” explains Magaldi. “But in general, we use the scanner and Geomagic Qualify because the process is much quicker and allows the whole part to be inspected in detail, rather than just a few selected measurements.”
Simple, fast process
The inspection process relies on two inputs to Geomagic Qualify: the 3D scan data of the part to be inspected and the original 3D CAD model of the part from the team’s Unigraphics CAD/CAM system.
The first step is to create a single, unified 3D scan data model of the part by aligning and merging the individual scans taken from different viewpoints. The scans are aligned using automated methods provided by Geomagic Qualify.
Gear box case on a Scuderia Toro Rosso F1 car
When the single 3D scan data model has been produced, datums and features upon which the inspection is going to be based are created on the CAD model. The scan data model is then aligned with the nominal 3D CAD model using both manual and automatic alignment facilities provided by Geomagic Qualify.
The whole process, from reading in the scan data and the CAD model to arriving at the point where the two models are aligned correctly and inspection analysis can start, takes no more than an hour or so to complete.
With the models aligned, the 3D scan data model is automatically analysed against the 3D CAD model to identify and measure any deviations between the physical part and its counterpart 3D CAD model, as well as for GD&T purposes. Geomagic Qualify automatically assigns a colour-map to the 3D model, with the different colours representing different degrees of deviation. Actual deviation values are also shown, along with GD&T call-outs.
Generally speaking, surface form errors at STR are 0.2mm maximum for complex shapes. If appropriate, whisker plots of cross-sections and wall thickness analysis results can also be calculated and displayed by Geomagic Qualify.
Inspection reports are then output as PDFs automatically and sent to the research & development (R&D) department and the design office for any remedial action. If any big non-conformities are discovered, the reports are sent to the original part manufacturer for action.
Benefits all round
At Scuderia Toro Rosso it’s all about maximizing results in the fastest time possible, so the first parts analysed by Magaldi and his team using Geomagic Qualify were those that had an effect on the aerodynamic performance of the car. These included the front and rear wings, as well as their corresponding patterns and moulds.
Today, the software’s use has been extended to just about every kind of part that is manufactured, either in-house or by third-party suppliers. These include cast, machined and carbon fibre laminate parts, as well as the patterns and moulds used to produce them. Because of the small batch numbers involved and the automation and speed provided by Geomagic Qualify, STR is now able to inspect every part produced for its Formula 1 cars.
Front wing support on a Scuderia Toro Rosso F1 car
Magaldi and his team have also gone beyond using Geomagic Qualify just to inspect individual components. It is now used in the assembly process as well to check, for example, the correct insert positioning for structural composite parts.
“There’s no doubt that the use of Geomagic Qualify has brought us a number of very real benefits,” says Magaldi. “For a start, we are now more confident that parts conform correctly to what was designed. We are also able to inspect parts that previously we couldn’t inspect fully, either because we didn’t have the technology or because of time constraints – or a combination of both of these. This gives us a better understanding of what we are going to assemble on a race car which will help towards better performance and reliability.”
www.scuderiatororosso.com
www.geomagic.com / www.faro.com
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On the right track
09 October 2009
Process type: Collaborate
Driverless personal transport is to become a reality at London’s Heathrow Airport. DS’s V5 PLM helped ensure that this futuristic system was designed and manufactured in a single enivironment
Driverless vehicles that effortlessly deliver passengers in futuristic automatically guided luxury pods may be the stuff of science fiction, but they will soon become a reality when they are unveiled to the public at London’s Heathrow Airport later this year. The ULTra Personal Rapid Transportation (PRT) programme is the first project of its kind and heralds a new era in transportation.
With its aluminium chassis, air conditioning, LED screens displaying journey information, and cameras the Heathrow ULTras are well equipped, sleek and appealing. Smart scheduling reduces waste in use by optimising journey routes while onboard systems compensate for wind, obstacles and other obstructions that might be encountered.
400 of these vehicles are to serve all terminals at Heathrow Airport
The driverless vehicles run on a dedicated lightweight guideway, the cost of which is relatively low compared to roadways and light rail, as is their cost of installation. Operational costs are also low since there are no drivers, and the environmental benefits are significant with zero emissions at the point of use and no empty busses needlessly cruising around.
The company responsible for design engineering and production of the vehicles is ARRK R+D, based in Basildon. Jason Roberts, ARRK Director, provides the details. “This project includes development of 21 initial vehicles that will run on a dedicated track much of which is elevated. This was fitted on site at Heathrow at up to 80m per night and will carry passengers to their destination at up to 40km/h.”
The first 21 vehicles are for Terminal 5. However, it is planned to eventually have 400 vehicles running at Heathrow serving all terminals. Despite this level of service, the economics of this type of transport system are very promising and the entire Heathrow project will cost around €30m including vehicles.
From digital prototyping to testing, ARRK relied on a single system for the development of the ULTra. “Our work was carried out using the Dassault Systèmes’ V5 PLM suite,” explains Jason. “This delivered the advantages that we experience in our other work, which includes the benefit of operating on a single software platform for prototyping, tooling, testing and surfacing. Suspension durability testing was carried out using Abaqus and the software helped to provide the vehicles with their highly accurate tracking characteristics.”
“We cut tooling direct from 3D Catia models and can easily accept third party software input from stylists and others in the supply chain, incorporating it to develop 3D data for our purposes,” adds Phil Griffiths, General Manager, Engineering Group.
Future vision
ARRK sees a strong future for ULTra with interest coming from around the world including Middle Eastern cities, leisure resort hotels and other mixed usage environments that would replace bus services or conventional transport with this modern alternative system. When this happens the company is ready to react. “Our technological position means that we are the data holder for the ULTra project and since we have more than 300 seats of V5 PLM within Europe alone, we will be able to deal with any level of demand,” concludes Phil Griffiths.
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Green energy design
09 October 2009
Process type: Design
The need to develop new ways of harnessing green energy has never been greater. From wave power to solar energy, Stephen Holmes looks at how engineers around the world are using the Earth’s renewable resources to full effect
Solar Gain
Harnessing the power of the sun used to be the hobby of choice for Bond villains - now it is proving a clean way of obtaining renewable energy.
Concentrating Solar Power (CSP) and solar thermal power towers have been a proven technology for many years, but until now no one has been able to make a cost-effective, utility-scale plant. The team from eSolar has worked hard to change this.
The eSolar Sierra SunTower power plant in Southern California uses small, flat mirrors that track the sun with high precision and reflect its heat to a tower-mounted receiver, which boils water to create steam. The resulting steam powers a traditional turbine and generator to produce electricity.
The eSolar Sierra SunTower power plant in Southern California
Rick Ianello, VP of manufacturing at eSolar, reveals the secret to be smaller is better, “We use hundreds of thousands of small mirror assemblies to focus the sun’s energy onto our receiver. Because of the large number of assemblies we are able to take advantage of the economies-of-scale to drive down the material costs. The assemblies are prefabricated at the factory to increase quality and consistency while minimising assembly time in the field.
“The key that makes all of this work is our tracking software, which can accurately and precisely focus all of the mirror assemblies to maximise the energy to the receiver.”
Because of the demanding environment the equipment must survive in, and because of the precision it must maintain for 30 years, eSolar ran FEA and fatigue tests on almost every part. “We ran countless simulations on concept designs before we cut the first metal,” says Rick. “We did this to minimise the risks, speed time to market and reduce prototype expenses.”
SolidWorks was used for the mechanical design of the parts, with the team testing parts in a variety of software including Ansys Mechanical and CFX for FEA and fluid flow analysis. Complex issues like thermal simulation and the plant operation were completed using Flow Master and Thermal Flex to optimise the electricity generated.
The eSolar plant features hundreds of thousands of mirrors which track the sun with high precision
Rapid prototyping played a key role early on in development as the team built test parts in a Fused Deposition Modelling (FDM) machine to validate parts or to help visualise the assembly processes in the factory. The first prototype was put through wind tunnel testing.
“The schedule was extremely challenging making long hours and countless trips to our suppliers necessary,” says Rick. “But the most difficult element was our extremely aggressive cost targets We knew we needed to find ways to reduce the amount of steel we used, the time to install the product in the field and the time to commission a plant in order to make this a truly competitive technology anywhere in the world.”
The finished plant is an incredible design; the pre-fabricated mirror frames fit easily into standard shipping containers for delivery to the site; it can be installed using basic hand tools; the turbine is a standard model, and the tower is a standard 150 foot tall wind tower component. Deployment is fast, efficient, and requires a minimum of surveying, training and heavy machinery, making it a universal means of generating clean energy.
Fuel for thought
Bio fuel is a growing alternative fuel choice. Commonly used to power vehicles and heat homes, it substitutes the use of rapidly depleting fossil fuels with newly ‘grown’ plant-based renewable energy.
Producing bioethanol requires an efficient pre-treatment and fermentation system
Danish firm BioGasol, a spin-out of research being done at the Technical University of Denmark, develops and designs process technologies for the production of second-generation bioethanol, sometimes called cellulosic ethanol. Based on a new technology, it is being developed to derive sugars out of plant-based biowaste, rather than from food crops, and ferment these sugars into ethanol.
To produce bioethanol, BioGasol needed to design an efficient pre-treatment and fermentation system for processing the raw material that would eventually become the final product.
The team, based in Ballerup, designed the various components of the processing plant using Pro/Engineer, giving them the option to be able to scale the plant from a small demonstration model to a full-size production version, fully able to process more than 24,000 pounds of raw material - or biomass - per hour.
This second-generation bioethanol costs less to produce than conventional bioethanol and does not rely on food crops as an energy source, and produces even less greenhouse gas than first-generation bioethanol.
BioGasol began using Pro/Engineer as a design tool for building the C5 [sugars used to create bioethanol] fermentation systems. Engineering manager Rune Skovgaard-Petersen, explains the evolution of the design workflow, “We began by having brainstorming sessions and doing the rough sketches, then we used Pro/Engineer to draft up ideas and see how it works and how it all fits together.”
Buoyant with possibilities
The Wave Treader is mounted on the base of a static offshore structure, such as a wind turbine
With 70 per cent of the earth’s surface covered by water mankind has long taken sustenance from it. Now engineers are developing new ways to harness its power and transform it into electricity.
UK-based Green Ocean Energy is developing two devices that will harness the waters of the north Atlantic: the Ocean Treader and Wave Treader.
Both are designed to bob on the surface of the ocean while waves cause attached floating arms to move up and down, powering on-board generators, which then send electricity back to shore via underwater cables.
The Ocean Treader is much like a buoy with a pair of arms, and is meant to be moored one to two miles offshore in open water. The Wave Treader shares a similar design but is mounted on the base of a static offshore structure, such as a wind turbine or tidal turbine.
Autodesk Inventor was used to design the mechanical parts for both variations, giving the designers the necessary model to begin the arduous testing needed to give the Treaders their expected 25-year life. This is a tough target to achieve considering that the machines must withstand the rough waters and gale-force winds of the Atlantic Ocean.
Each machine is designed to produce 500 kilowatts of electricity, enough to power 125 homes, with the idea for ‘farms’ of the Treaders being placed in the water - 30 such devices would generate 15 megawatts of power.
The arms on Green Ocean Energy’s Treaders bob up and down with the waves to produce electricity
“Because prototypes cost over $3 million dollars each and take months to construct, numerous rounds of hardware test-and-redesign cycles are impractical,” says George Smith, MD of Green Ocean Energy.
Instead, the company utilises the hydrodynamic and structural analysis tools from Ansys in the design process to help reach the balance between structural strength and optimal weight.
“The virtual prototyping capabilities of the Ansys tools have been a critical element in getting the products to produce maximum energy output as well as to operate effectively for decades,” adds George.
The digital prototypes have allowed the firm to begin extensive indoor wave-pool testing, before raising funds to develop a full-size prototype to start offshore testing in 2011.
