The enterprise FEAC Engineering P.C. based in Western Greece region, has joined the Action “Upgrading micro & small businesses to develop their skills in new markets” with a total budget of 310 million €. The Action aims at the upgrading of the competitive position of very small and small enterprises.
The investment’s total budget is 53.891,00 € out of which 21.556,00 € is public expenditure. The Action is co-financed by Greece and the European Union – European Regional Development Fund.
The approved subsidised Business Plan includes investments in the following categories:
Buildings, other facilities and surrounding area
Machinery – Equipment
Wage costs for personnel (current and /or new employees)
Through the participation in the Action, the enterprise achieved:
Increase of profitability
Reinforcing an extrovert business profile
Market expenditure by adopting new products and services
Creating better quality products and services
Increasing productivity and improvement of operational procedures
Creating / maintaining job positions
The support of EPAnEK proved beneficial, not only for the enterprise but for the competitiveness of the national as well as the local economy.
Thermal simulation to assist the design of Aerospace systems
Aerospace systems experience a typical range of temperatures from -250 °C to 300 °C. Given this extremely hot to cold commutation, and vice versa, thermal space simulations are essentials to model the thermal protection system. Firstly, the main design of the satellite determines the way and the location heat fluxes (radiation, convection) are entering and moving inside the structure. Secondly, to avoid temperature from rising above the maximum allowable operating temperature, scientific studies based on thermal mechanics of composite materials, so that the structure could withstand these boundaries conditions without structural failure. Space Shuttle Thermal Protection System (TPS) is the barrier that protects a spacecraft during the searing heat of atmospheric reentry from friction and temperatures while in orbit. Multiple approaches for the thermal protection of spacecraft are in use among them ablative heat shields, passive cooling and active cooling of spacecraft surfaces.
Figure 1: The command module of Apollo 8 with evident signs of heavy thermal loads
The meaning of a succeed mission in space is vital since both human lives and earth resources are ‘’invested’’ to discover the hidden technological opportunities far away of our planet.
Generally, the mechanisms to transfer heat are conduction, convection and radiation.
Conduction is the energy that transfers across a system boundary due to temperature difference by the intermolecular interaction. In space thermal analysis heat loads are generated by electronic systems on the PCBs, such as batteries.
Convection is the transfer of heat between the solid surface and the liquid. Concerning thermal space simulation convection heat transfer is mainly negligible and it is generated in the inside area of the satellite since the energy is traveling through the vacuum of space.
Radiation is the transfer of heat by electromagnetic waves and does not require the presence of a material medium to take place. The Direct Solar Energy from Sun and the Solar Energy Reflected from Earth are responsible for the major amount of thermal radiation heat.
The mission requirements including operational temperature limits and orbit specifications are essential for thermal analysis. Specifically, orbit type according to altitude classifications (low Earth, Medium Earth, Geosynchronous – Geostationary) and orbit date and positions determine the space radiation.
Simcenter™ 3D Space Systems Thermal software is the space industry vertical application that provides a comprehensive set of tools to conduct orbital thermal analyses within the Simcenter 3D environment. It is ideal for orbital vehicle applications with complex geometry-based models. The solver enables engineers to handle large thermal models with specific thermal features that must be defined to validate the thermal results against the real state problem.
Figure 3: The Orbit Visualizer windowin SImcenter 3D displays the aim, align, satellite-sun and satellite planet vectors
The benefits from using Simcenter 3D Space Systems Thermal are summarized below:
• Predict thermal performance for orbiting vehicles accurately and quickly
• Reduce costly physical prototypes by using thermal simulation to understand product performance
• Increase collaboration and team productivity with a thermal analysis solution that is easily integrated with your design and engineering process
• Leverage all the capabilities of the Simcenter 3D integrated environment to make quick design changes and provide rapid feedback on thermal performance
• Maximize process efficiency with a highly automated solution that requires no additional input files and carries out analysis in a single pass
As an engineering office, FEACENGINEERING P.C is committed in delivering multi-physics simulation services covering, amongst others, the entire space system development. By utilizing the Simcenter 3D Space Systems Thermal Solver we can solve steady-state and transient models of linear and non-linear problems with great accuracy and consequently guide the design early in the design cycle instead of just verify it.
The Aerospace industry is one of the most powerful industries worldwide and, as it stands today, supplies 4 basic markets: military aircraft, missiles, space and commercial airliners. Only the commercial aircraft industry, operates more than 20,000 aircrafts at 3,500 airports and is expected to double over the next decade. Considering the global economic state and the more and more strict regulations about flights, aircraft designers have to build more fuel-efficient aircrafts and also make air transportation safer. The only way to accomplish this goal, is by designing planes which generate more lift but produce less drag at the same time. In order to design such aircrafts, it is necessary to have a deep understanding in the aerodynamics of the planes. The most crucial aerodynamic element of an aircraft is the wings. But how do wings actually work?
As an aircraft flies through the sky, the air follows the curvature of the wing surface. Because of this curvature, the air on the top travels faster than the air on the bottom. As a result, the pressure on the top surface is lower (suction surface), and the pressure on the bottom surface is higher (pressure surface). It is this pressure gradient that generates the lift, a force which acts perpendicular to fluid motion, making it possible for aircrafts to fly. Modern wings, are able to generate lift at zero angle of attack, and lift increases as angle of attack increases. The relative motion between air and wing causes friction, and as result a second force acts in a direction which is opposite to the motion of the aircraft. This force is called drag.
In order to find more efficient designs and try different modifications of original wing geometries, aerospace industry has turned to CFD packages with which the fluid flow over a wing can be simulated using computers instead of setting experiments. Computational Fluid Dynamics is the analysis of systems involving fluid flow, by means of computer-based simulation. CFD analysis is a dominant key for aerospace industry, in order to design and optimize an aircraft, and this is because it costs less and gives valuable results faster.
It is much more cost-effective to simulate the flow around an aircraft (or a part of an aircraft such as a wing), in order to get essential engineering data, than using physical experiments. With the rapid development of computers, the cost of simulation is likely to decrease, and with the ability of testing numerous models, and several modifications of the original geometry, the development process of an aircraft can be much more economical.
CFD simulations can be performed in a “short” period of time (depending on the computer available), especially if it is compared with physical experiments, where, in some cases, only setting the experiment can take months. With CFD analysis several models can be tested on a daily basis, making the designing process of an aircraft a lot faster.
CFD analysis is a tool that can actually predict the future. In other words, several “what if” scenarios can be examined and evaluated, judging which design gives the best results, and finally constructing only one prototype, the one with the best performance. By comparing simulation results with experiments, we can be confident that the model represents real physics of the problem, and use it in other cases as well. For instance, the same model can be used, examining different angles of attack and finding the one, which generates the higher lift.
Onera M6 CFD simulation
In this case study, a steady state simulation of the Onera M6 is performed using ANSYS and the results are compared with experimental data obtained from NASA experiment and from a simulation, conducted by NASA. Onera M6 is a well-known wing in aerospace industry, which has been used many times for validating CFD codes. In order to get correct results from the model a mesh with high quality, and the best suitable turbulence model is used. Its simple geometry, can give a deep understanding on how the air flows over a wing, and the pressure distribution on the surfaces.
The experimental data of Pressure Coefficient have been obtained at the seven different measurement positions as it is shown in the picture above. The profile of the wing is symmetrical, which means that a positive angle of attack is necessary in order to generate lift.
The values of interest for this study are the pressure distribution on wing surfaces and calculating the pressure coefficient (Cp). The formula that calculates (Cp) is:
Pressure Coefficient is a dimensionless number that is used a lot from aerospace industry, and the reason is that different wing shapes and geometries can be compared, regardless of their dimensions.
CFD Results vs. Experimental Data
In the figure above, the key areas of interest when examining wing pressure distribution are highlighted. We note that, as the air flows over the top surface, the pressure is decreasing rapidly. This area of wing contributes to 70% of the total lift generated. At a point, the pressure becomes minimum and then starts to recover. Note that on the leading edge Cp equals one.
An overall good agreement between simulation and experimental data is observed. At y/b=0.99 CFD analysis gives less accurate results due to the wingtip vortex that is created in this region of wing. The rotation of the vortices create strong 3-dimensional effects and this is why it is difficult for the model to predict accurately the pressure coefficients in this region. In addition, the diameter of the wingtip vortex is very small making it difficult to be accurately simulated with the present model.
The left picture shows the pressure distribution from a CFD simulation done by NASA for Onera M6. We note that our simulation is at good agreement with NASA. Both analyses predict the lower pressure on the suction surface. Also, the distribution of the pressure, and how it recovers along the wing are very similar.
From the figure below,we note the corellation between pressure and velocity. On the suction surface where the pressure is low, the air is accelarating at values exceeding Mach=1. We also observe on the leading edge, where air is forced to stop moving, that pressure is maximum.
From the last Cp chart (y/b=0.99), we observe the difficulty of the model to predict the pressure coefficient accurately, at the wingtip. In order to get more accurate results, in this region as well, a refinement in this area should be considered. Generally, a good agreement between experimental data and CFD simulation can be observed. Thus, the air flow over a wing can be simulated with high level of accuracy. From the present analysis we can conclude that, Computational Fluid Dynamics is a tool that can be used with confidence, replacing physical experiments, in order to develop and evaluate new aerodynamics devices, used in aircrafts. Apart from aerospace industry, CFD can be used in other applications as well, such as automotive, hydrodynamics of ships, Internal Combustion Engines, turbomachinery, external and internal environment of buildings: wind loading and heating/ventilation, marine engineering: loads of offshore structures, hydrology and oceanography: flows in rivers and oceans, meteorology: weather prediction…
FEAC Engineering P.C. has joined the Siemens PLM Software Partner Community to enhance its suite of offerings. As a result, FEAC Engineering is the exclusive authorized reseller of the CAE SIEMENS PLM portfolio to current and future customers, the same Siemens software technology that companies around the world depend on every day to enhance product development decision making and produce better products.
As part of the partnership, FEAC Engineering is able to offer its customers:
Simcenter 3D software, the industry-leading simulation software delivering a unified, scalable, open and extensible environment for 3D CAE
Femap software, the industry standard finite element modeling solution
NX CAE software, a leading integrated solution for computer-aided engineering (CAE)
HEEDS, the leading software in design exploration and product optimization
NX NASTRAN, the world-famous solver for structures
in Greece, Cyprus & Malta.
FEAC’s Engineering depth of industry expertise combined with Siemens PLM Software’s industry leading PLM technology provides customers with high quality PLM products and services allowing them to maximize their PLM investment.
“Siemens PLM Software is committed to using our channel-centric strategy to continually enhance customer access to our industry leading PLM technology,” said Bas van Dijk, Channel Manager Greece, Siemens PLM Software. “This partnership with FEAC Engineering expands our reach and execution capability in Greece, Cyprus & Malta to help customers leverage PLM to capitalize on growing market opportunities.”
“FEAC Engineering is excited to join Siemens PLM Software’s partner community. The strength of our two organizations working together is expected to deliver significant value to our customers,” said Mr. Sotiris Kokkinos, CEO, FEAC Engineering.
About FEAC Engineering
FEAC Engineering is a leading solutions provider in Simulation Driven Engineering. Founded in 2014 and based in Greece, the company applies simulation expertise and operational experience to solve challenging & complex problems. FEAC operates in the global market and collaborates and partners with engineering companies, product manufacturers, research centers and universities. FEAC Engineering P.C. provides state of the art solutions throughout the product development cycle, from concept design to prototype testing. With the use of Advanced Computer Aided Engineering tools (CAE) such as Femap, NX CAE, Simcenter 3D,STAR-CCM+ & HEEDS, FEAC achieves substantial reduction of cost, time and risk while ensuring optimal product performance. FEAC Engineering conducts both Finite Element Method (FEM) & Boundary Element Method (BEM) to offer fast, efficient and highly-accurate results to our partners and clients. Our experienced world-class team has developed unique solutions in a wide range of sectors by optimizing products, systems, entities, phenomena and processes under real-world conditions.
FEAC Engineering wishes you Merry Christmas & Happy holidays, filled with happiness and joy!!! We also wish all our clients, partners, employees as well as friends of our company a very merry Christmas and a happy new year 2019.
FEAC simulation depicts the multiphysics of the Nb3Sn (Cb3Sn) superconducting accelerator magnet in the CERN Hadron Collider.
The Best-in-class award was passed onto FEAC for their simulation of the Nb3Sn (Cb3Sn) superconducting accelerator magnet in theCERNLarge Hadron Collider (LHC).
By replacing the 8.33 T NbTn (CbTn) dipol magnets with 11 T Nb3Sn dipol magnets, additional cryo collimaters could be spaced into the LHC system. This created challenges, however, such as iron saturation, coil magnetization/fabrication, transfer function matching, quench protection, thermal analysis of the coils, rigid mechanical analysis and integration.
By integrating the CAD tools and FEA multiphysics of ANSYS, control of the system remained in one workbench with easy management of files, data and CAD designs.
The design of the parametric model was done inCATIAand transferred into ANSYS DesignModeler for all the necessary modifications. The electromagnetic physics were analyzed using Emag (3D) and ANSYS Maxwell (2D and 3D) for comparison. In Maxwell, the Lorentz forces were determined using a direct linkage between the structural analysis. However, APDL macros were used to determine the Lorentz factors for Emag.
Due to the extreme cryogenic cold of the system (1.9 K), the thermal analysis (2D and 3D) was performed by ANSYS Mechanical and APDL macros.
The results of the FEA were compared to strain gage valves and were seen to have great correlation.