All About Automotives Body Weight Reduction

The trend of light weight vehicles took peak during the starting of 20th century with 17.4 million unit’s sale in US annually and sustained at 16 million units through 2007. Though the 2008 debt financing affected the motor vehicle bubble, the investments in research & development of automotives didn’t hinder at the same rate. While the annual U.S. light vehicle sales reached their lowest point in 2009 and started increasing since then. The majority value of the global automotive industry is parts sector, but the importance of light weight vehicles globally gave a penetrating angle for the investors to do investments in the new materials and technologies like light weight & bio-based automotive materials in plastics & metals that are almost replacing  the whole body structures in automotive front-end modules at an accelerated rate.
All these industry efforts are to acquire the untapped market in developed and developing counties that is eagerly waiting for the light weight vehicles because of the high emphasis on growing oil prices and greenhouse gasses concerns. So, these light weight vehicles are going to give more mileage with the same amount of energy compared to regular vehicles. However, the challenge lies at pricing of the end product because of the high costs associated with the development and implementation of these advanced materials and production technologies.

Technological Dimensions Of The Automotive Industry In Producing Light Weight Components

The industry is considering the large scope of potential in novel materials applications focusing on light alloys, thermoplastics, carbon or other fiber-reinforced polymers, composites, advanced steels and tailored honeycombs, foams, multifunctional materials into the body parts, chassis and heavier interior systems that includes optimization of structural layouts, numerical simulation, multi-functional design, testing, manufacturing processes. The standardization issues are considered on the innovative structural layouts that could let new electric vehicles to easily adapt the materials involved in the assembling process in order to improve safety by enhanced energy absorbing capability. Hence, this leads to a better deal with asymmetric crash conditions for the compatibility of size and weight proportion of the vehicle.
Investment in research by the Oak Ridge National Labs and U.S. Department of Energy produced a low cost carbon fiber using lignin as part of an initiative to produce multiple value added streams from biological feedstock and lightweight components for vehicles. While ThyssenKrupp’s has come up with many chassis solutions & concepts that use the potential of high and ultrahigh strength steels for optimization of chassis structure which helps to reduce weight of the vehicle. These concepts are also announced as cost effective and used hot-rolled complex phase steel with yield strength of 680 megapascals that remarkably stronger than the steels used in the chassis designs till now. So, the players in the industry are equipping themselves with the competitive edge to sustain in the coming up competition.

Industry Facts

  • » The global lightweight materials consumption for transportation equipment in 2006 was 42.8 million tons/$80.5 billion that has increased above 9% i.e. 68.5 million tons/$106.4 billion by 2011.
  • » The above metal quantity largest percentage accounts high strength steel and followed by aluminium & plastics.
  • » The passenger cars and light trucks among motor vehicles are the largest end user segment made of lightweight materials.

 

Materials Role In Light Weight Materials For Automotives

Steel: Among the metals and composites, steel is the most adorable component that has been playing an important role in the automotives manufacturing process. It is the major interest area for steel industry and component suppliers who are investing heavily in its innovation. The inherent capability of steel to absorb impact energy in a crash situation led the material to be often a first choice for the automotive designers. While the components in a body in white structure should undergo tests that proves the metal be able to absorb or transmit impact energy in a crash situation to decide about the suitability of the materials for automotive application.

ThyssenKrupp Steel Europe set up modernized mills to produce high tensile steels for lightweight automotive construction, starting material for tin-plate, plus steels for oil and gas pipelines, and electrical steel. While, Chrysler and many foreign carmakers depends on zinc-iron coatings, which can be made by electro galvanizing or by producing galvaneal, which is an inline annealed galvanized steel, on hot dip lines.

New Era For Automotive Remanufacturing

In conjunction with major organizations representing the international automotive remanufacturing industry, APRA has joined to agree on common and fundamental definitions for essential terms related to remanufacturing, following a meeting in Frankfurt, Germany on September 13th, 2016. Below are the agreed-upon definitions:

REMANUFACTURING PROCESS:

•    Remanufacturing is a standardized industrial process* by which cores are returned to same-as-new, or better, condition and performance. The process is in line with specific technical specifications, including engineering, quality and testing standards. The process yields fully warranted products.
*An industrial process is an established process, which is fully documented, and capable to fulfill the requirements established by the remanufacturer.

CORE:

•    A core is a previously sold, worn or non-functional product or part, intended for the remanufacturing process. During reverse logistics, a core is protected, handled and identified for remanufacturing to avoid damage and to preserve its value. A core is not waste or scrap and is not intended to be reused before remanufacturing.

European associations have further agreed to the following definition:

REMANUFACTURED PART

•    A remanufactured part fulfills a function which is at least equivalent compared to the original part. It is restored from an existing part (CORE), using standardized industrial processes in line with specific technical specifications. A remanufactured part is given the same warranty as a new part and it clearly identifies the part as a remanufactured part and states the remanufacturer.

The common language is a landmark achievement inautomotive remanufacturing, and offers a bright future for an industrythat has already benefitted from greater awareness, among policy makers and the general public, in recent years. In 2015, the United States Congress passed legislation recognizing the federal government’s responsibility for outfitting its vehicles through remanufacture. The same year the G7 Alliance for Resource Efficiency declared its support for remanufacturing at a summit attended by representatives from business, government, organized labor, research, and science.

Despite the trend toward official recognition and support for the industry, the absence of unified and codified language to describe key terms, threatened to undermine the gains in automotive remanufacturing. The lack of cohesion led to misunderstanding and sub-optimal growth, as well as competition, rather than collaboration, among organizations representing auto remanufacturers, all with a common goal of growing the industry. Early indications suggest that this state of affairs is over.

As the Asia-Pacific partner of the APRA (Automotive Parts Remanufacturers Association), a non-profit trade association representing more than 1,000 automotive remanufacturers, Duxes has a history of engagement with and support for the automotive remanufacturing industry.With the release of the reman terminology, we will take the responsibility of promoting the terms and definitions in China and Asia Pacific area, and inform the rapidly expandingremanufacturing industryof the prospect for increased efficiency, and cooperation with international partners, offered by the new terminology, as well as the potential for futurelegal recognition.

About Duxes Reman Consulting

Duxes Reman Business was started in 2008 afterthe NDRC’sintroduction ofan automotive parts remanufacturing pilot program. Following a partnership agreement between Duxes and the Automotive Parts Remanufacturers Association (APRA) in 2015, Duxes has assumed the role of the APRA’s Asia Pacific Agency.This platform has enabled Duxes to carry forward its mission of promoting the development of the remanufacturing industry in the Asia-Pacific region, and facilitating industrial relations among remanufacturing companies and related organizations around the world.

Car Market Brings In Recession Fears

The world is in a pitiful state in the wrap of debts and deflationary forces.

It has been a crucial year for Australia’s once extremely booming car industry. A series of bad news for the Australian car market: last May Ford had announced its decision to shut down all manufacture in Australia, and next in line was General Motors in December to announce the same.

Toyota, will gradually shut down its assembly lines by 2017 emphasizing that the slow death of car manufactures in Australia could be a sign of warning for an impending recession. Toyota revealed that is was heartbroken to initiate a shutdown in the southern state of Victoria while condemning the Australian dollar for its rigidity.

Around 2,500 Toyota workers will lose their jobs. The economic impact however will be much far-fetched than can be imagined at the moment with a huge unemployment rate in the automotive supply sector and even farther than that. This can completely wipe off AU$21bn (US$19bn) from the national economy, leaving as many as 2000,000 jobs at risk: even sectors from transport, logistics and other business services.

“We are now really starting to experience some of the worst [economic] conditions that other nations such as Britain and parts of Europe have faced,” says associate professor John Spoehr, executive director of the Australian Workplace, Innovation and Social Research Centre at the University of Adelaide.

According to him the states of Victoria and South Australia which are primarily into manufacturing, might be engulfed in recession soon enough.

“This is the death of the car making industry as we know it,” he told the BBC, adding that the impact on the workforce would most definitely be “terribly dislocating as a greater number of people experience long-term unemployment from which they find it difficult to recover”.

“We should have recognised some time ago that the future of assembly manufacture in car making was limited and we should have prepared for this day” – Prof Roy Green UTS Business School .

The Labor party is of the opinion that Australia could now witness the next Great Depression, post the 1930s.The government makes it clear, given the situations, that it is working out a plan to aid workers who might be affected by such recession.

So what can possible happen to the 50,000 people, come 2017?

Research studies, purely academic, suggest that one-third of the total unemployed by this turn of events in the car manufacturing sector, will never work again. However there could be some hope for several others, according to Professor Roy Green, the Dean of the Business School at the University of Technology, Sydney.

“We should have recognised some time ago that the future of assembly manufacture in car making was limited and we should have prepared for this day.” “We didn’t, but we still have time to organise a successful transition for the workers involved, for the industry and indeed for the future of Australian manufacturing,” he says.

Many politicians, like Federal Labor MP Kelvin Thomson, feel that there needs to be restrictions on the surge of foreign workers and jobless locals should be given opportunities first.

How to defuse hackers

Technology can often have its own disadvantages: vulnerability to cyber threats and of course hackers is definitely one of them. This has begun to apply to car technologies as well. Vehicle security is crucial and car companies want to ensure that hackers are kept away from their customers.

Tesla Motors in this respect has begun hiring the best hackers in the industry who will be outperforming ones who are not the best hackers in the respective industry. This means that hackers not related to the automotive industry, will not be able to crack codes easily, anymore. The recent programming conference attended by the company (Def Con security conference) in Las Vegas, Nevada, USA was in line with its hacker recruit. Kristin Page, Tesla’s security expert, recruited the automotive industry’s best talent. He was inclined to employ binary code-adroit tech experts.

There arises a possible question as to why is Tesla losing its sleep over this?

Two incidents sparked off such aggressive hire.

In the first case, a Model S owner was able to crack into his own car’s systems and access a non-standardized web browser on the car’s large, 17 inch display central screen. Somehow, Tesla was warned of the incident and ended up sending a warning letter to the car owner, regarding suspension of the vehicle’s warranty if such activities persisted. The customer did comply but this definitely raised some issues.

In the second, one of the most bizarre incidents, a Chinese tech conference called SyScan put up a cash prize of $10,000 challenging tech nerds to hack into the Model S’s computer system to take control of some major and significant functions of the car make. In this contest, one group managed to remotely activate the car’s headlights, horn, and sunroof. Needless to mention , that Tesla was in real anguish. It wanted to secure its electronically dependent vehicles, at the earliest.

Bypassing the computer firewall of the Model S may be more damaging than a non-standardized web browser or let’s say an unruly sunroof. Tesla is a rolling computer that sends updates to the car through the web and this makes it vulnerable to be remotely located, and controlled partially by way of a simple laptop.

Tesla has begun believing in the “know your enemy approach” and is certainly trying to look at preventing hackers from wirelessly taking command on its electronically potent vehicles.

Caution Needed Say IDTechEx Analysts

Launches of fuel cell cars are reportedly planned by up to six carmakers from 2015 including Tata Motors of India, owners of Jaguar Land Rover. They are portrayed as pivotal in creating success for pure electric cars but the truth is very different. More is explained in the IDTechEx report Future Technology for Hybrid and Pure Electric Cars 2015-2025.
Toyota has been the first to declare its hand with full details of its contribution the Mirai. People listen to Toyota because it is way ahead as leader in EVs overall with sales about four times those of number two according to analysts IDTechEx. It was right to say that affordable pure-electric cars using batteries were not ready for prime time and right to persevere with hybrids. It knows about pure electric vehicles: it is global leader in pure electric forklifts.
However, Toyota is wrongly reported as “betting the shop” on fuel cell cars. Indeed, a managing director of Toyota Satoshi Ogiso has joked that their Chairman Mr Takeshi Uchiyamada, who was behind the hugely successful Prius hybrid during its ten wilderness years and is behind their fuel cells, is now a Don Quixote figure.
Fuel cell rollout projects across the world are actually extremely cautious and modest. For example, the European HyFive program involves Toyota, BMW, Daimler, Honda and Hyundai. It only aims to get 110 fuel cell vehicles on the road by contributing $45 million.
Progress is still slow, following the invention of the fuel cell in 1839 and Honda having arguably the first production fuel cell car the FCX Clarity and the Toyota FCEV Highlander appearing in 2008, only tiny numbers being deployed. Indeed, IDTechEx puts fuel cell cars at only 1% of all hybrid and pure electric cars sold worldwide in 2024.
Franco Gonzalez, EV analyst at IDTechEx explains, “Fuel cells will not be competitive with conventional engines in up-front cost for at least 15 years. Indeed, they need very expensive new hydrogen fuelling infrastructure in addition.”
He continues, “The Germans may achieve that and the Californians are sprinkling 100 across the state by 2017 but that still means frequent diversions into further grid-locked roads to find the stuff. Fuel cells could eventually make sense for fleets such as forklifts and buses because providing their hydrogen refue?ling is trivial, given their fixed routes. Indeed, fuel cells are in about 8000 forklifts in the USA where hydrogen is cheaper. Reduced cost of ownership and no local pollution could become market drivers in closed systems”.
“While it is commendable that fuel cell car production costs have tumbled to the order of $100,000 each, that is still a long way from being competitive. Therefore we are not surprised that the Toyota Mirai fuel cell car, costing a premium $57,000 in the USA and £63,104 in the UK before grants, is constrained to test levels of only 700 worldwide in 2015 despite initial orders for 1500. Only about 2,000 units will be very expensively made in 2016 and approximately 3,000 units in 2017 – then only tens of thousands in the 2020s, says Toyota”.
“So far, compared to a regular car, the fuel cell car offers bottom end range of only 300 miles, unimpressive acceleration and fuel cost, probably a poor resale price and diversion to refuel with the hydrogen from non-sustainable sources (just as electricity and gasoline to charge cars usually comes from non-sustainable sources). The Toyota Mirai is very much a work in progress with its poor headroom in the back due to passengers sitting on the large hydrogen tanks. Many find it ugly due to the huge air scoops at the front for the extra radiators cooling the fuel cell”.

Transmission Control Units

Modern day cars are offered with both Automatic and Manual Transmission as per the customer choice. In comparison to manual transmission, automatic transmissions enhance the driving comfort and also fuel efficient as it independently determines the point where engines run most efficiently. There are various aspects to discuss about the Advancement of Technology in Transmission Control Units.

Going High-tech: Modern Transmission Control Units are designed to meet high precision digital intelligence in order to find out engine’s ideal operating point, the control unit posses high-tech computer enabling complex operation of various kinds of automatic transmission systems.  The processing speed of a modern transmission unit is incredibly faster than the computers used in the lunar mission.

Conventional Automatic: A conventional automatic transmission uses various programs stored in the control unit to shift the gears. Most of cars are equipped with a switch strategically placed on the steering helping the drivers to shift gears avoiding errors and adds precision transmission power. Most common conventional transmission is designed with 6 gears though some ultra-efficient versions are designed with 9 gears.

Automated Manual Transmission: An Automated Manual Transmission, abbreviated as AMT, is a combination of manual and automatic transmission. It offers the best of comfort and convenience of an automatic with an individual control of manual transmission. The clutch opens during the idling condition and utilizes the energy generated when it’s closed. This transmission drastically reduces carbon emissions and saves fuel in the process.

Dual Clutch Automated Transmission: This type of transmission comprises two separate transmissions. One is used for even gear shift and other one for odd gear shift. Both clutches shift back and forth between the transmissions within a fraction of second, allowing precision gear shift. The complex coordination in a dual clutch transmission is possible due to sophisticated transmission control system by a powerful processing.

Continuously Variable Transmission: Abbreviated as CVT, used without any shifting points that completely eliminates shifting response delays. As result, allowing the driver to accelerate accurately without any interruptions as the driving force is available all the times. The vehicle does not even shift back and forth between fixed shifting points, a feature most essential during steep inclines. CVT is widespread in Asia and North American markets.

e-Clutch: An e-Clutch provides the comfort of any automated to a manual transmission in a cost effective way.  Drivers can shift into gear one by just stepping into gas pedal, the e-Clutch automates the clutch but not the transmission. The clutch pedal produces an electrical signal and sends it to the actuator, which decouples the clutch. This affordable transmission acts as an alternative to a fully automated transmission essentially useful for the drivers of compact cars who find themselves in a stop and go traffic within the urban spheres.

The Next Thing In Automobile Industry

Google’s self-governing auto program has a tendency to stand out just enough to be noticed when examining the tech monster’s auto activities. Anyway hiding out of sight is a more prompt extend that can possibly at long last “disturb” (as Silicon Valley sorts are so attached to stating) online auto deals.

The last gathering to endeavor such a deed was Truecar, an imaginative and well meaning-organization that eventually ran afoul of merchants, controllers and the Oems. Truecar was compelled to force itself back from the verge and re-concoct itself as a more merchant-accommodating organization.

What Truecar did was mutilate the data asymmetry that auto merchants depend on to profit. Truecar could give information on everything from merchant receipt to transaction costs and permitted merchants to contend with each one in turn for a deal – a significant forbidden in the realm of auto deals.

Presently, Google is taking off an administration, the creatively named Google Cars, past its beginning Bay Area test business sector. Purchasers will have the capacity to log onto Google Cars and utilize the helpful one-stop channel box (as opposed to navigating different menus and sub-menus to help a given site’s online visit number) and get stock, evaluating and retailer data for the precise auto they’re searching for, down to the color. With 66 percent of merchant site visits touching base from Google, it just bodes well for the tech monster to attempt and catch some of that esteem. Under the Google program, clients can search for their autos by means of the first page of any given Google seek. Google will get at least $10 for every lead, which is dictated by an offering framework. One California Toyota merchant toldautomotive News that he was paying $22 for every auto and $26 for every truck or hybrid, marginally more than the $20 paid to contending administrations.

Audits have been blended, as per AN. A few merchants like the adaptability of offering for leads, while others communicated disappointment that potential clients can contact merchants namelessly (through disposable telephone numbers or email accounts, which terminate after a set number of unanswered calls or messages), which they say decreases the adequacy of the leads.

Despite the potential issues, Google Cars can’t be disregarded. Google’s huge size and assets will permit it to be significantly more forceful than Truecar ever was when collaborating with merchants and Oems. Controllers may be a headache for Google (keep in mind the campaigning force of NADA and other merchant bodies), yet once more, it has the assets to set up a legitimate battle against the generally predominant substances.

On a more modest scale, Google Cars is liable to cause a considerable measure of migraines for the secured players in the online auto retail spaces. Current juggernauts like Edmunds, Kelley Blue Book, Cars.com and even Truecar are all undermined by Google Cars, because of the quality of the Google brand and above all, the prevalent client experience. When customers realize that they can get to a fantastic-auto shopping apparatus while never leaving Google and have the profit of Craigslist-style namelessness it will be an intense offer for alternate destinations to recover their clients. About the main feedback demanded at Google Cars around there is the absence of substance, in the same way as auto surveys and car news. Be that as it may Google has never been a substance organization and they are shrewd in staying away from this space. Better to total the close-vast measure of car substance (conglomeration is one of Google’s qualities, when its all said and done) that will probably be devoured by committed auto aficionados as opposed to shoppers. An effective Google Cars could likewise cause acid reflux further down the on-line natural way of life, at locales that live basically off offering leads, and who spruce-up the lead era with substance, which again and again is not their own.

Automotive Platforms

The worldwide market for trucks industry is widely divided into two sectors:

The First: Europe, North America, Japan & other industrialized East Asian nations
The Second: BRIC countries & other emerging markets which are highly cost conscious and experiencing faster growth.

The developed markets have always been characterised by high level of environmental regulations and increasing demand for sophisticated technological improvements.

However, with the growing competition in emerging markets, the increasing demand for quality, features & services is now playing a pivotal role in intensifying industry dynamics. The customer demands are driving the shift from merely being low-cost solutions towards higher value, heavier trucks, aftermarket sales & latest innovations.

For the global truck industry, the latest growing trend in the segment of Innovative products is “Introduction of Telematics-enabled services”.

Globally, telematics technology is expected to become a standard automotive equipment by 2020.

Till now, the Indian telematics market has grown at a steady pace owing to factors like early adoption, upgradation of infrastructure and government regulations. After 2010, companies like Ashok Leyland, Mahindra & Mahindra and TATA have ventured into the telematics business. But, in the coming years, with the increase in awareness level, the growth of Telematics industry is a necessity. It has to happen.

In India, Heavy commercial vehicles (HCVs) have accounted for majority of the market share till now. However, with the increasing need for fleet management, Medium Commercial vehicles (MCVs) are also expected to register significant growth in telematics market over the coming years.

India’s Commercial Vehicles Telematics Market will exhibit rapid growth in the coming years. Initiatives like Toyota’s “Toyota Connect” for cars, “Tata SkoolMan” for school buses, “Tata FleetMan”, Eicher Drive Telematics, JCB’s “Livelink” and Mahindra & Mahindra’s “Digisense” from the major CV players of India prove that our market is placed in the right direction for growth in the Telematics segment.

Connecting Present Through Future

The worldwide market for trucks industry is widely divided into two sectors:

The First: Europe, North America, Japan & other industrialized East Asian nations
The Second: BRIC countries & other emerging markets which are highly cost conscious and experiencing faster growth.

The developed markets have always been characterised by high level of environmental regulations and increasing demand for sophisticated technological improvements.

However, with the growing competition in emerging markets, the increasing demand for quality, features & services is now playing a pivotal role in intensifying industry dynamics. The customer demands are driving the shift from merely being low-cost solutions towards higher value, heavier trucks, aftermarket sales & latest innovations.

For the global truck industry, the latest growing trend in the segment of Innovative products is “Introduction of Telematics-enabled services”.

Globally, telematics technology is expected to become a standard automotive equipment by 2020.

Till now, the Indian telematics market has grown at a steady pace owing to factors like early adoption, upgradation of infrastructure and government regulations. After 2010, companies like Ashok Leyland, Mahindra & Mahindra and TATA have ventured into the telematics business. But, in the coming years, with the increase in awareness level, the growth of Telematics industry is a necessity. It has to happen.

In India, Heavy commercial vehicles (HCVs) have accounted for majority of the market share till now. However, with the increasing need for fleet management, Medium Commercial vehicles (MCVs) are also expected to register significant growth in telematics market over the coming years.

India’s Commercial Vehicles Telematics Market will exhibit rapid growth in the coming years. Initiatives like Toyota’s “Toyota Connect” for cars, “Tata SkoolMan” for school buses, “Tata FleetMan”, Eicher Drive Telematics, JCB’s “Livelink” and Mahindra & Mahindra’s “Digisense” from the major CV players of India prove that our market is placed in the right direction for growth in the Telematics segment.

The vehicle OEMs and telematics suppliers are upbeat about the increasing demand as awareness is on the rise with government involvement on passenger safety. With policy initiatives by central and local government, a prerequisite of 400,000 new buses is required by 2017. Such Initiatives, rising fuel prices and minimal profit margins in transportation industry are forcing the fleet operators to gain an edge through adoption of features such as vehicle tracking, route calculation, checks on fuel pilferage and other telematics capabilities.

Simulation-Based Engineering

The global automotive industry has been growing constantly. Technologies such as connected transport, smart driver experience, improved battery management systems and better fuel efficiency are reforming the automotive industry.Innovation never stops!

Automotive manufacturers are required to work in uncertain conditions with increasing complexity as a result of wide range of products available to the customer, changing technologies, increasing pressure to innovate, environmental concerns and globalization.

Simulation-based engineering

Engineers are constantly under pressure to develop products that are future-proof. Hence, it is vital to bring the right expertise together that can combine multiple engineeringdisciplinesto handle challenging applications that lead to faster production.

Simulation-based engineeringhelps develop the products in a risk-free environment. This is a faster and more cost effective way to test the products when the expectations are high and failure can be disastrous.Simulation is the key to shorteningtime tomarket as it will accelerate the workflow from design to prototype.

COMSOL Multiphysics enables automotive engineersto accurately investigate design concept to production and fully benefit from the virtual prototyping capabilities that it offers. With COMSOL Multiphysics engineers can couple electromagnetics with heat transfer, structural mechanics, fluid flow, and other physical phenomena, allowing them to accuratelysolve real world problems.

A thermoelectric cooler application is one of 50 app examples available with COMSOL Multiphysics. The user may test different geometries, thermocouple configurations, and material selection in order to determine the ideal cooler option for a specific configuration or an optimized design for best performance.

Researchers working within the automotive industry have used COMSOL Multiphysicsto study corrosion in automotive parts found in car paneling, for example. Simulation helpsresearchers investigate electrochemical reactions on the surface of the rivet, analyze decay in sheet metal, and understand the effects of geometry in the corrosion process.

Multiphysics for everyone

It’s important to support the experts who often have to serve the entire organization while covering a diverse range of simulation needs,by bringing simulation to a larger group of people. The latest version of COMSOL Multiphysics and its Application Builder provides simulation experts with the tools needed to turn their detailed physics and mathematical models into easy-to-use simulation apps for use by everyone in their organization and beyond.

Designers can easily build a simplified interface based on their model in order to let anyone in the product development team test different operating conditions and configurations. Given how competitive the automotive industry is, building simulation apps for an entire team will allow designers to maketheir expertise easily available and free up resources to develop new concepts.