Future Trends in CAD Ndash

COMPUTER-AIDED DESIGN & APPLICATIONS, 2017 VOL. 14, NO. 6, 734–741 https://doi.org/10.1080/16864360.2017.1287675

Future trends in CAD – from the perspective of automotive industry

Mario Hirz a, Patrick Rossbacher a and Jana Gulanová b aGraz University of Technology, Austria; bSlovak University of Technology in Bratislava, Slovakia

ABSTRACT KEYWORDS Computer-aided design (CAD) plays a central role in automotive development. 3D-CAD models Future CAD; visualization not only provide geometry information, but also serve as a basis for configuration of modules and technology; adaptable systems, as well as for different simulation and verification processes. Product assemblies within models; generic CAD-platforms include structure-related information, are used for digital mock-up (DMU) investiga- programming; development processes tions and provide lots of data for production and manufacturing engineering. Since first CAD systems have been applied in automotive industry in the 1980s, design software has been developed steadily, so that today’s CAD programs are able to provide far-reaching possibilities for integrated product development. The present paper includes an introduction and evaluation of existing and upcoming technologies for their use in future CAD programs and discusses different scenarios of implementation into automotive development. Vehicle architects, design engineers, project managers, IT-administrators for CAD, stylists as well as styling engineers have contributed to a survey at automotive manufacturer and supplier. The results of this survey are brought into this paper to discuss the future role of CAD in the development of new cars and to define requirements for the next generation of CAD software.

1. Introduction: CAD in automotive development different disciplines are shown in relation to the corresponding phases. The diagram highlights the deep Through the middle 1980s, automotive development pro- integration of CAD into automotive development: all cesses were characterized by a high degree of hardware development disciplines are related to CAD data or pro- and prototype-based optimization cycles. At that time, cesses.Mostofstyling,designandsimulationworksis full-vehicle development had a duration of about 6 years done in CAD or based on CAD data (e.g. in case of and included three prototype phases. The integration of computer-aided engineering, CAE). Even disciplines that virtual, computer-aided methods into automotive devel- do not include CAD work show a certain involvement of opment led to significantly revised processes. In the mid- CAD data: for evaluation purposes, prototyping and data dle of the 1980s, computer-aided design and simulation exchange with supplier. methods began taking over engineering tasks that had In the upcoming years, the share of conceptual work formerly been done via hardware based development. in the area of electronics and communication technology In the closing years of the twentieth century, integrated will increase rapidly. During the past decade, the signifi- CAD/CAE processes enabled network-based develop- cance of these mechatronics technologies has been raised ment in automotive engineering. Virtual prototypes were from comfort-related features to integrated modules with generated, which replaced at least one physical prototype a strong impact on drivetrain, vehicle safety and auto- generation. The application of virtual engineering in full- mated driving functionalities [13]. The high complexity vehicle development fostered worldwide collaboration by ofelectronicsnetworkschallengesestablisheddevelop- bringing together partners and markets from different ment processes and requires new approaches for the inte- countries and regions. Today, full-vehicle development gration of traditional mechanical oriented development projects take 4 years (in case of derivate development and electronics & software development. less than 3 years) and the trend is moving towards an The Definition Phase includes a compilation of additional decrease [11]. characteristics of the new car to be developed. This Figure 1 shows a typical automotive full-vehicle devel- contains market research of future trends, customer opment process. In addition to the main process phases, demands and legislative boundary conditions. In

CONTACT Mario Hirz [email protected]

Figure 1. Process phases and development disciplines in a typical state-of-the-art full-vehicle development process, according to [11].

addition, manufacturer-related strategic aspects are con- The Pre Development Phase includes a continuation sidered, e.g. integration of the planned model into exist- of concept development under consideration of detailed ing platforms. At the end of the Definition Phase,the technological and economical aspects. This covers final- specification list is defined, which provides requirements ization of styling works, 3D-CAD engineering of all com- definition for subsequent vehicle development. In this ponents and modules, as well as far reaching valida- initial phase, CAD - data of existing car models and plat- tion. In addition to virtual development, prototypes of forms is involved for technical and economic potential- modules and even vehicles are tested and investigated evaluation of the planned new car. on test beds and on road. In this phase, the new car The development process itself starts with the Con- model is completely developed in 3D-CAD including a cept Phase, which comprises the complete vehicle lay- detailed representation in DMU as a basis for produc- out, including styling, vehicle packaging and ergonomics, tion engineering tasks. In this way, supplier are increas- as well as body and component development. Begin- ingly involved into the development. In view of CAD, ning with initial styling works, the vehicle architecture this phase challenges data transfer from the central CAD is build up and all components are integrated. Drive- model to simulation procedures and vice versa, as well as train modules are taken over from existing platforms or between car manufacturer, external engineering partner developed newly, including new technologies, e.g. elec- and module supplier. At the end of the Pre Develop- tric or hybrid drivetrains. The entire concept phase is ment Phase, the new car model is developed including strongly related to CAD in its different types of occur- all modules and technologies, exempt from E/E compo- rence. There are computer-aided styling (CAS) for shap- nents. Due to the different development cycles of elec- ing works, computer-aided design (CAD) as engineering tric/electronic components and software, these elements discipline, as well as related computer-aided engineering are still under development, even after the hardware (CAE). CAE comprises digital mock-up (DMU) and dif- models are finished so far. ferent types of simulation, e.g. multi-body simulation for The Series Development Phase hasastrongrela- kinematics (MBS), finite-elements simulation (FEM) for tion to production development and supplier integra- stress, durability and crash simulation, as well as com- tion including logistics, assembling processes and qual- putational fluid dynamics simulation (CFD) for aerody- ity engineering. In this phase, the virtual vehicle model, namics and heat management investigations. All these represented in a complex CAD structure, serves as a CAE tasks are supplied with geometrical and functional basis for far reaching investigations of production-related data from a central CAD model. Simulation results are procedures. This requires extensively data exchange transferred back into the CAD model and used for design between vehicle engineering and production engineer- confirmation or modification jobs on certain compo- ing, whereby the final design is influenced by require- nents and modules. In this way, the CAD model plays a ments from production. At the end of this phase, both centralroleintheconceptphaseofanewcar. the new car model and its production are completely 736 M. HIRZ ET AL. developed and all interactions with manufacturing facil- design applications. Parameterized CAD programs offered ities and supplier are defined. The development status of additional functionalities, such as data interfaces, inte- the central CAD vehicle model is frozen for production. gration of catalogue and knowledge ware functions, and The final phase of car development includes Pre Series the possibility of macro-based procedures. All of these and Series Production. Final settings of the assembly line functionalities characterize state of-the-art CAD pack- and in the logistics management are done during the pro- ages, which come into use in automotive development. duction of initial pre series models. This includes final adjustmentofmachinesandrobotsaswellasquality- 2.1. Future CAD systems: easy to handle design related investigations, e.g. in the paint shop or in view software or integrated development platform? of tolerancing. As during the entire production development, the central CAD vehicle model provides data One trend in software industry is going into the direc- for manufacturing and assembling fine-tuning. After tion of integrated packages, which combine parametric homologation of the new car in target markets, series design programs (CAD) and simulation software (CAE) production phase starts. During series production, the in the same environment. Although this strategy reduces central CAD model is revised in case of model-related or data interface losses, it has been criticized for result- production-related improvements. ing functional reduction in directly compatible program platforms. Nevertheless, future intelligent geometry data 2. Future trends in CAD exchange formats, which will be able to handle both geometry data and enhanced product information, are First commercial CAD programs came up in the 1970s able to increase the efficiency of virtual product devel- and provided functions for 2D-drawings and data opmentprocessessignificantly.Virtualdevelopmentwill archival. The transition from 2D drawings to 3D models be extended to the entire range of product genera- started in the early 80s, but commercially successful 3D- tion, starting from concept phase, continuing in different CAD programs were firstly introduced about 5 years later. development steps (including manufacturing and pro- 3D-CAD design changed the applied design methods sig- duction engineering), supporting sales and aftermarket, nificantly. The introduction of 3D surface and solid mod- and ending in the organization of disposal processes. This els resulted in an evolution of design methods from static, requires a further integration of product characteristics two-dimensional drawings in several views and sections into 3D models, so that they are able to behave as in to dynamic, three-dimensional virtual geometric product reality. models. Besides a detailed and near-real-life representa- This time, there are several integrated development tion of product geometry, these models included a variety platforms available, but they suffer from high complexity, of additional information and characteristics. With the leading to disadvantages in operation efficiency and user help of 3D design, it was possible to integrate production- handling. Overloaded with interlinked software modules relatedknowledgeandassembly-relatedinformationinto for design, digital mock-up, simulation and data man- the models [11]. agement, these platforms have grown to huge software Direct data exchange between design and simulation giants, which offer more functionalities than ever before. started in the 90s through the use of standardized neu- Future development platforms have to provide a smarter tral data exchange formats. In this way, it was possible integration of different disciplines, so that they are more to use geometry data defined in design software pack- efficient and easier to handle. Besides that, the licens- ages for the description of product geometries in simula- ing strategies have to change from rigid, module-oriented tion processes. Imported geometry was used to generate systems to flexible accounting, which is able to consider meshes for finite element simulations, the representation individual software usage. of dimensions and inertia characteristics for multibody Alternatives to traditional CAD software will come simulation, or for other types of calculations. up with an increasing share of open-source CAD sys- The parameterization of geometry data represented tems [15], [1]. Today’s open source CAD, like BRL- a significant evolutionary step in 3D-CAD processes. CAD [6], are not so widespread yet, but there is a big Parametric-associative 3D-CAD software separated the demand for simple, flexible CAD programs especially in administration of geometry and its controlling parame- small- and mid-size supplier companies. Similar to Linux ters. A logical and precisely defined linkage of param- [16], OpenOffice [22] or Firebird [10], this type of pro- eters and geometry in the geometry-creation programs will be based on open-source platforms like the cess produced fully parameterized geometry models. Open CASCADE engine [21], and be able to provide The parameter-based control of geometrical model sufficient functionalities for product and systems design characteristics opened up a wide field of problem-specific [27].Onebigchallengeforthedevelopmentofthese COMPUTER-AIDED DESIGN & APPLICATIONS 737 software packages represents the possibility of integrating difficult integration of descriptive technical information created data into existing data management structures of into visualization technologies. In this way, future CAD big (car) manufacturers. systems will work within virtual environment to gather In general, collaborating CAD systems and environ- boundary conditions for subsequent technological devel- mentsplayanincreasinglyimportantroleintheworld- opment of components and systems. CAD models will wide acting automotive industry. To face this challenge, be integrated in holographic DMUs to be investigated, future CAD systems will provide functionalities of cloud- and information will be fed back into design processes. based development that enables every engineer on a One big future challenge in the development of compre- design team simultaneously work together using a web hensive virtual environment for product design includes browser, phone or tablet, as it is provided by some pro- the integration of the mentioned working steps into one grams today, e.g. [20]. In this way, compatibility between efficient workflow. different CAD platforms and data management systems represents itself a pre-condition for a high level of inter- 2.3. 3D printing and adaptable hardware models operability [7]. Because of high complexity, automotive development process data management is performed by 3D printing has been established as a capable way to Product Data Management Systems (PDM), which rep- produce hardware models out of virtual 3D-CAD geom- resent a part of Product Life Cycle Management Sys- etrydata.Duringthepastyears,newtechnologiespro- tems (PLM). These platforms represent much more than videdthepossibilitytousenewmaterialswithspecific purely data management software: Comprehensive func- characteristics, e.g. different types of plastics, metal and tionalities are provided to support the entire chain of even textile and ceramics. This allows in-time generation development, production and utilization phases. In this of hardware models during product development, with way, PLM tools are integrated into data transfer, visu- characteristics near to those out of serial production. Due alization and evaluation processes [11]. Development to enhanced production capabilities, 3D printing is actu- trends in data management are treated in several litera- ally able to even supply mass production processes. The ture, e.g. [28], [25], [2]and[14]. Target is an increased reduction of costs makes 3D printing interesting for a integration of design, engineering and data management deep integration into future product development, with for the global acting industry. a certain share of virtual modelling and hardware-based innovation finding. To bring hardware and virtual modelling closer into 2.2. Visualization and user interfaces one development process, new “intelligent” materials are State-of-the-art CAD systems are controlled by keyboard topic of research. Exemplary, Dynamic Physical Render- in combination with operators like mouse, space mouse ing (DPR) is a collaborative research project between or pads. With introduction of virtual and augmented Carnegie Mellon University in Pittsburgh and Intel [8]. reality technologies, additional functionalities of virtual Target is the development of flexible material based on model visualization and handling came up during the nanotechnology that can be controlled in two ways: by past decade. This time, new technologies are approach- geometry information from virtual 3D-CAD models and ing, which provide an integration of 3D models, virtual by manual manipulation. Once being modified by hand, and real environment, e.g. the Microsoft HoloLens [19]. the geometrical modifications are transferred back into Most of these applications stem from gaming industry, the CAD system automatically. The technology is based butarenowonahighertechnologicallevelsothatthey on millions of so-called catoms that represent tiny par- can be used in industrial development processes, too. ticles within a type of plasticine. A 3D printing process Holographic animation of virtual models will be used for forms a hardware model out of these catoms, and after- styling, design and DMU applications including manip- wards the model can be reshaped with fingers. All geo- ulation and kinematics simulation. metrical modifications are handed over to the CAD sys- Especially the integration of DMU and real scenar- tem and modify the behind lying virtual model. Because ios enables real-time development and evaluation in a of high computational effort to manage shaping of mil- collaborative way, independently from the actual geo- lions of catoms into dynamic 3D forms, new approaches graphic location of involved engineers. These might be for reliable and robust software programs are required. the biggest benefits of holographic technologies: styling The DPR concept, also known as “Claytronics”, opens evaluation, packaging and assembly investigations. From awidefieldofapplicationsinfutureproductdesign. engineering-oriented point of view, holographic Once available for industrial use, this technology will technologies are seen more critical yet. Component directly support styling and shaping work because of and module design and engineering come with a more the possibility to integrate intuitive-oriented artwork 738 M. HIRZ ET AL. and technological-oriented engineering tasks. In addi- The development of complex components, modules tion, resource-consuming loops of clay modelling, 3D and systems, as they occur in automotive industry, often scanning and shape optimization of virtual models will includes an optimization of numerous, partially con- be reduced, and focusing on creative and productive flicting aspects. Higher design engineering quality leads works will be assisted. The integration of DPR into to lower number of modification cycles, more efficient technological-oriented engineering processes is a bigger development processes and better product quality. Qual- challenge. 3D-CAD modelling of components and mod- ity of results depends on the experience of involved ules requires the integration of numerous technological, design engineers, but the support of applied software functional and production-related aspects into product also plays an important role. Facing this challenge, future creation.Timewilltellifandhowthisnewtechnol- CAD systems will increasingly provide optimization ogy will be integrated into technical product design and functionalities, which are able to assist engineers when evaluation processes. starting from initial product creation phases. One topic of research includes the implementation of genetic programming into CAD environment that uses evolutionary 2.4. CAD specialization and generic programming algorithms to optimize populations of designs accord- State-of-the-art CAD systems provide functionalities for ing to certain criteria. Originating from the development knowledge-based engineering to support the integra- of computer programs, genetic programming offers new tion of template models, automated computation rou- approaches for the design of complex products that are tines and even programs into CAD models. These pos- composed of numerous components. sibilities offer a good basis for shortening development time and increasing product quality at the same time 2.5. Upcoming technologies require new [24]. Although opportunities of customizing are given development processes in modern CAD systems so far, both functionalities and handling show drawbacks in comparison with commer- Increasing integration of electrics and electronics (E/E) cial available scientific programs, like MATLAB [17]. systems into cars is motivated by aspects of comfort The applied programming languages, e.g. VBScript [18] and communication, but also by continuously strength- are not up to date for efficient programming within ened legislative boundary conditions for exhaust emis- CAD environment, because they show disadvantages in sionsandvehiclesafety.Inamodernmidsizecar,the deployment and portability as well as in complex pro- share of averaged value creation of E/E reaches more gramming, e.g. ontological and generic functionalities, than 30%, and this value will further increase during workingwithclasses.Inaddition,theyofferjustrestricted upcoming years. Modern cars are equipped with up to support of enhanced operations and collaboration with 80 electronic control units (ECU), which transfer data other software packages. via a network of communication systems [23]. Today, Future CAD platforms will provide enhanced object- E/E research focuses on two main groups: efficient driv- oriented programming with integrated functions and etrain technologies including hybridization and electric operations for the efficient creation of problem-specific drives as well as technologies for comfort and automated solutions [12]. Design processes will increasingly change driving. The second group includes camera and radar from purely geometry creation to integrated develop- systems for obstacle detection on road, car to car and car ment cycles including efficient layout and simulation. to infrastructure communication and the development of This will be enabled not only by use of integrated stan- newuserinterfacesforcarcontrol.However,E/Eresearch dard simulation packages, but also by specialized CAD and development has overtaken traditional mechanical- automatisms, which support design engineers in their oriented development tasks and it will become more work without overloading them with management of important during the next years. Although car man- confusing software packages. In addition, future CAD ufacturer are investigating the integration of mechan- systems will be able to learn from previous development ical, electrical and electronics development (e.g. [4]), to support the engineers with optimization processes the corresponding development processes do not follow in the background. In this way, the engineers will be the comprehensive new requirements so far, and applied supplied with suggestions for their actual design prob- development software lacks in this context, too. lem, which are based on knowledge delivered by auto- Future CAD systems have to face these new prod- mated algorithms and databases. In this way, future CAD uct characteristics by provision of enhanced develop- programs will be able to provide an enhancement of ment methods for mechatronics systems, which sup- state-of-the-art knowledge based engineering, [11], [5] port simultaneous development of mechanical, electrical and [3]. and electronics systems including software. 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Figure 2. Diﬀerent domains and computer-aided applications in an automotive development process according to the V-model. software development follows different rules than hard- the Component level. Cross-domain implementation is ware development, because of differing behavior in view performed at the bottom level of the V-model in the of complexity management, occurring errors and fail- course of component integration. Today, this is mainly ure, durability and lifecycle. In this way, future CAD done by product-oriented processes, which focus on systemswillprovidefunctionalitiesnotonlytoimple- product characteristics and functionalities, but not by ment an electric motor or a camera system into a DMU, effective process integration. but also features to consider functional aspects of imple- TherightbranchoftheV-modelincludesprototyp- mented modules. For the applied CAD platforms, this ing, testing and optimization at component, module and requires interfaces to software development programs system level. After being tested, components are built and evaluation tools for testing of complete mechatronics together to modules, which are integrated and tested systems. according to their specific functionalities. In the final Sys- Figure 2 shows a typically development process of tem level at the top end of the right branch, all elements automotive mechatronics systems according to the so- are assembled to a full-vehicle prototype and tested for called V-model [9]. The V-model represents a special product confirmation according to initially defined spec- case of a waterfall model that describes sequential steps ifications. Typically for development according to the of product development [26]. The process begins at the V-model is a close interaction of design and testing. In top end of the left branch with product specifications that this way, data and information exchange between prod- resultfromalistofrequirements.Theentireleftbranch uct design (left branch) and integration & testing (right focusses on product design and is divided into a sequen- branch) supports efficient improvements and optimiza- tial chronology of increasing levels of detail. The System tion. In case of highly complex products, e.g. cars, the level includes full-vehicle related development, e.g. vehi- development process is run through several times, espe- cle architecture, packaging, and of course styling. After cially on module and component level. Both duration having defined main characteristics on full-vehicle level, and complexity of these development cycles differ sig- the Module level includes a breakdown of complex sys- nificantly in the three domains, which leads to varying tems into several modules, e.g. vehicle body, drivetrain, levels of maturities in mechanic, hardware and software chassis, comfort and driving assistance modules. The dif- development. ferent modules are designed under consideration of their Figure 2 also points out different domains that occur interaction with other modules and in accordance with in the development of mechatronics systems: mechan- full-vehicle related specifications. Finally, modules are ics (blue), and electrics/electronics (E/E) (orange). E/E divided into their components, which are developed in is divided into hardware (dark orange) and software 740 M. HIRZ ET AL. development (light orange). Bars next to the left and right verification, and that by simultaneous reduction of CAD branch indicate the application of different computer- program complexity. New technologies for holographic aided tools during the development process. The colors visualization and 3D printing of adaptable hardware of the bars correspond with the development domains models have potential to kick-off disruptive technology mechanics, hardware and software. “Traditional” devel- steps for product modeling, which might lead to com- opment disciplines in the mechanical domain are dom- pletely new product styling, design and verification pro- inated by CAD-related applications, e.g. CAS, DMU, cesses. Implementation of knowledge into CAD mod- CAP and different types of CAE, e.g. finite-elements els by problem-oriented specialization and generic pro- simulation (FEM), multi-body simulation (MBS) and gramming will lead to more efficient development pro- computational fluid dynamics simulation (CFD). Due cesses. A new challenge for future CAD represents the to the central role of CAD-based product models, increasing product complexity caused by upcoming tech- which contain geometrical, functional, structural and nologies, especially in the area of electrics and electronics. manufacturing-related information, several disciplines at In any way, CAD models play a major role in the devel- therightbranchoftheV-modelarealsorelatedtoCAD, opment of new cars and new technologies, today and in e.g. CAT, CAM, RP and many aspects of CAQ. In today’s upcoming years. development processes, E/E development is quite decou- pled from mechanics development. There is a certain ORCID interaction in the areas of ECAD and ECAM, but not in Mario Hirz http://orcid.org/0000-0002-4502-4255 software development, integration and testing. Patrick Rossbacher http://orcid.org/0000-0002-9184-1870 In general, the V-model represents itself as a well- Jana Gulanová http://orcid.org/0000-0003-2041-1993 established approach for the development of mechatronics systems, but with rising complexity and increas- References ing share of E/E, it shows disadvantages in terms of [1] Alesandra B.; Cazzaniga A.; Durelli G.C.; Santambrogio efficient cross-domain integration. 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