5TH ANNIVERSARY OCTOBER ISSUE 2 0 0 5
IN F O R M ATI O N WWW.FEAINFORMATION.COM
COVER STORY
ANSYS DESIGNSPACE HELPS ELEVATOR
MANUFACTURER REACH FOR NEW AND HIGHER
STANDARDS - Champion Elevators Inc.
PRODUCT SPOTLIGHT
AMD To Power NASCAR
FEA INFORMATION INC.
5 TH ANNIVERSARY ISSUE
FEA INFORMATION RESOURCE MAGAZINE FeaInformation.com 1 FEA Information Worldwide Participants
Contents
01 Index 02 FEA Announcements 03 LSTC - LS-DYNA Developments Version 971 Part 4 09 FEA Information Inc. Commentary 11 Audi AG becomes LS-DYNA and LS-OPT user. 12 ANSYS: DESIGNSPACE – Champion Elevators 18 AMD - NASCAR 20 ARUP – Arup Prizes at 7th Int’l Symposium CMBBE 21 Top Crunch News - Benchmarks 25 LSTC - Classes 26 Distribution and Consulting Channels 27 EVENTS 28 LS-DYNA Resource Page 33 Hardware & Computing and Communication Products 34 Software Distributors 36 Consulting and Engineering Services 37 Educational & Contributing Participants 38 Informational Websites 39 Archived News Pages 40 SGI Altix / LS-DYNA System Bundle Editor: Technical Writers: Trent Eggleston Dr. David Benson Managing Editor: Uli Franz Marsha Victory Dr. Ala Tabiei Technical Editor: Suri Bala Art Shapiro Technical Consultants: Graphic Designer: Steve Pilz Wayne L. Mindle Reza Sadeghi
FeaInformation.com 2
FEA Information Announcements
Suri Bala: Technical Writer
We would like to take this opportunity to welcome Suri. Starting November or December Suri will be writing articles on material modeling for Honeycomb, Air- bag leakage modeling, and other topics for the engineering community.
SC/05: International Conference for High Performance Computing Networking and Stor- age – Visit FEA Information Inc. Participants (alpha order/booth) For booth update information: http://sc05.supercomputing.org/
AMD - 614 Fujitsu - 1940 IBM - 1510 NEC - 714 Cray - 1618 HP - 1608 Intel - 1611 SGI - 602
LSTC 9th International LS-DYNA Users Conference 2006:
www.ls-dynaconferences.com Call for Papers on Page and can be downloaded from our conference site:
FEA Information New Developments in LS-DYNA series Continued:
LS-DYNA NEWS – Part 4. Each month, for those readers that have missed LS- DYNA conferences, we will be providing information directly from the Power Point slides at the conferences.
Sincerely, Trent Eggleston & Marsha Victory
The content of this publication is deemed to be accurate and complete. However, FEA Infor- mation Inc. doesn’t guarantee or warranty accuracy or completeness of the material contained herein. All trademarks are the property of their respective owners. This publication is pub- lished for FEA Information Inc., copyright 2003. All rights reserved. Not to be reproduced in hardcopy or electronic copy.
Note: All reprinted full articles, excerpts, notations, and other matter are reprinted with per- mission and full copyright remains with the original author or company designated in the copy- right notice FeaInformation.com 3
LS-DYNA News – Part 4 Version 971 Developments
Warped beam type 11
• An integrated beam element with warpage • Explicit and implicit • Based on Vlasov theory of thin-walled beams with open cross sections. • Seven degrees-of-freedom where the seventh degree-of-freedom represents the warping of the cross section. • Behaves more realistically than beams without warpage. • Beam type 11
Example First two bending modes
FeaInformation.com 4
Eigenvalue Analysis
tt==0.1 tt==0.05 Shell fw fw
Bending about y 264.2 246.1
Bending about z 592.2 587.2
Twist/Bend 1290/1313 851.5
Double twist 1867 975.7 Triple twist - 1053
Warped beam
Bending about y 438.6 429.1
Bending about z 544.9 547.3
Twist 1142/1168 897.5/929.2 Double twist 1292 1040
Triple twist 1431 1162
Warped beam
Bending about y 438.6 429.1
Bending about z 544.9 547.3
Twist 1142/1168 897.5/929.2
Double twist 1292 1040 Triple twist 1431 1162
FeaInformation.com 5
Static Loading
y
z
Load Shell Warped Hughes-Liu direction structure beam beam
Z 0.32 0.32 0.14
Y 0.22 0.25 0.25
FeaInformation.com 6
Warped beam type 12
Based on Battini’s doctoral thesis titled “Co-rotational beam elements instability prob- lems,” Department of Mechanics, Royal Institute of Technology, Stockholm, Sweden, 2002
• Resultant beam that uses LS-DYNA co-rotational frame. • Linear elastic material. Seven DOF per node. Wagner effects considered. • Reference frame located at centroid with e2 and e3 directed along principal axes. • Centroid and shear center can be at arbitrary points of the cross-section. • All cross-sectional properties computed numerically from user-defined dimensions. • Currently twenty-two beam cross-sections available, e.g.
Application: Static, pseudo-static, or dynamic analysis of frame structures. FeaInformation.com 7 Warped Beam
1. Non-linear Torsion (Goyet)
9000 8000
E =×2.1 106 ν = 0.333 7000 M 6000 LS-DYNA 5000 ANALYTIC 4000 3000 100 M Moment, Applied 2000 1000 0 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 10 Rotation about x-axis
0.5
# of Elements Explicit Elapsed Time Implicit Elapsed Time
20 121 seconds 2 seconds
FeaInformation.com 8
Warped Beam
2. Lateral Torsional Buckling (Gruttmann 2000)
P 140 E =×2.1 104 ν = 0.3 120 100
150 80
60 x 40 0.2 2 Applied Axial Force, P Force, Axial Applied 20 10 S C x3 0 0 0.005 0.01 0.015 0.02 0.025 0.03 x Displacement 10 2 Buckling is initialized by a small tip torque 10-5P
Lateral Torsional Buckling Load Flexural Buckling Pure Torsional Load Buckling Load LS-DYNA Theory (For Comparison) (For Comparison)
115.50 115.54 594.06 125.1
*Section_shell
• The shell thickness offset, which is specified by NLOC in the user’s manual, now applies to all shell elements, not just the Hughes-Liu element. NLOC.EQ. 1.0: top surface, NLOC.EQ. 0.0: mid-surface (default), NLOC.EQ.-1.0: bottom surface. • Note that values of NLOC <-1 and >+1 are permissible. If NLOC is defined, the mid-surface is offset along the shell’s normal vector an amount given by:
−×0.50 NLOC ×() average shell thickness
FeaInformation.com 9
FEA Information Inc. Commentary
64-bit computing - Parallel Processing - Contact:
As computer processors increased in in the model increase. Consider the speed and come down in cost, the use of area of crashworthiness. The models as large parallel computer clusters in indus- seen from the table 1 below (Crashwor- try have grown exponentially. This has thiness Engineering Course Notes, P.A. enabled engineers to dramatically in- Du Bois), have continuously increased in crease the accuracy of their simulations size even as the CPU times have in- by using parallel processing with large creased, i.e., single processor speeds of number of processors on very large the world’s fastest vector computers did models. The number of degrees-of- not keep up with the model size growth. freedom is growing rapidly as the details
Table 1: Courtesy of: (Crashworthiness Engineering Course Notes, P.A. Du Bois)
year Model Size CPU-time Vector (elements) (hours) Processor 1988 8-10000 5-10 XMP
1990 15-20000 10-20 YMP
1992 30-40000 20-30 YMP
1994 60-80000 30-40 C90
1998 160-180000 60-80 T90
2000 400-500000 120-160 SX-4/5
FeaInformation.com 10
By the year 2000, computer clusters and run on 16 processors. With such a re- parallel computations were rapidly duction in elapsed time by running LS- adopted by the automotive industry. As DYNA in the MPP (Massively Parallel seen in table 2 (Courtsey P.A. Du Bois), Processing) mode, interest in vector with parallel processing the time needed processing and shared-memory process- to run the 500,000 element vehicle ing (SMP) quickly diminished for crash model to 120ms became an overnight simulations.
Table 2 Courtesy of: P.A. Du Bois
4 processor SX-4 SMP 24 hours
4 processor COMPAQ SMP 48 hours
16 processor COMPAQ MPP 12 hours
32 processor COMPAQ MPP 6 hours
In many automotive companies today, include the entire model in a single the models are approaching five million automatic contact definition, since this elements, although one to two million approach not only reduces the man elements is more representative. In- hours required to set-up the model, but cluded in these large models are dum- also provides for optimal scaling and mies, airbags, and seatbelts. Today throughput in parallel processing. After nearly all crash simulations are per- element processing, contact is often the formed in parallel and in single precision second most time consuming part of the using 32 bit processors in large clusters. simulation. In modeling vehicle struc- As models increase in size round-off er- tures it is very important to offset spot rors and 32 bit addressing are forcing welded sheet metal surfaces to accu- the migration to 64 bit hardware. rately account for the sheet thickness. The use of contact has become easier as Contact: the pre-processing software can now check for initial penetrations and auto- Contact has always been an important matically correct the geometry. Also, capability of explicit finite element codes the contact algorithms have become like LS-DYNA. In all analyses of impact more tolerant of user input errors by problems and manufacturing problems a tracking small initial penetrations to keep treatment of contact is necessary for a spurious forces from developing. realistic solution. Today, it is common to
FeaInformation.com 11
Press Release 5/2005 Audi AG chooses LS-OPT and LS-DYNA
Stuttgart, Germany, 30 August 2005 – Ulrich Franz, managing director of DY- DYNAmore GmbH, the German LS-DYNA NAmore GmbH, states: „The fact, that distributor, announces that with Audi AG with Audi now five German car manufac- another new important customer from turers are among our LS-DYNA and LS- the automotive industry has become an OPT customers, encourages us to con- LS-OPT and LS-DYNA user. tinue along our technically orientated marketing strategy. The partnership with The optimization software LS-OPT and Audi is based on a long-term relation- the crash simulation software package ship. Thus, joint development projects LS-DYNA, both products of the Liver- and program adaptations to the require- more-based software developer LSTC, ments of the customer will play a signifi- will be applied to improve passenger cant role. “ safety. Dr. Mlekusch, manager for pas- John O. Hallquist, President of LSTC senger safety simulation and interior adds: "Since the foundation in 1987 our modules at Audi AG states: „With LS-OPT software development efforts have fo- we use a powerful software package with cused on simulating complex, real-world special algorithms for optimizing highly problems. Our success in the past years nonlinear problems, which we typically and the recent decision of the Audi AG face in crash and passenger safety simu- encourages us to continue providing lations. LS-DYNA will be used for investi- products with high performance, func- gations to reduce the whiplash risks. The tionality, and scalability that strongly fo- very high quality of the digital BioRID cus on customer needs. Working closely dummy model developed by DYNAmore with our distributors, like DYNAmore in is the reason to use LS-DYNA.” Germany, LSTC will continue the suc- cessful path by enhancing continuously our products LS-DYNA and LS-OPT.”
Further information: DYNAmore GmbH Industriestr. 2, D-70565 Stuttgart Tel.: 07 11 - 45 96 00 – 0 Fax: 07 11 - 45 96 00 - 29 e-mail: [email protected] Internet: www.dynamore.de
FeaInformation.com 12 ANSYS DESIGNSPACE HELPS ELEVATOR MANUFACTURER REACH FOR NEW AND HIGHER STANDARDS - Champion Elevators Inc. © Copyright ANSYS Inc.
INTRODUCTION
Photo of a Champion Elevator installation
during remodeling and expansion of the
Texas Children’s Hospital building in Hous-
ton. Saved 45 pounds per elevator car –
Protected the margins of safety – Allowed
Champion to work easily with materials,
geometry and specifications.
In the heavily regulated world of high- mills and bridges. Six Champion eleva- rise construction, rack-and-pinion eleva- tors are on New York City’s George tors that move workers, tools and mate- Washington Bridge. Champion elevators rials to upper stories on a tower must are also in mines and tunnels. meet two different sets of standards. One set of standards is comprised of Champion Elevators’ basic design is a building and electrical codes that are es- tower assembled from standard seg- sentially regulatory. The other is safety ments, rigid ties to connect it to the ex- standards that are essentially physical terior of the structure, electrically pow- properties. ered rack-and-pinion drives, sheet metal elevator cars, automatic braking (in case Located just west of Houston’s Hobby of power, over speed or safety device Airport, Champion Elevators Inc. is the failures) and spring-like buffers at the acknowledged leader in the design and bottoms of the towers. The towers are installation of rack-and-pinion driven rectangular tubes with channels and elevators. Aside from construction, its stiffening grids fabricated in five-foot biggest market, Champion elevators are sections. The rack for rack-and-pinion on offshore oil and gas rigs, refineries drive is pre-mounted on the tower’s ex- and power plants; in port facilities and terior. shipyards and on ships; in or on the out- sides of buildings, towers, iron and steel FeaInformation.com 13 P.E., Senior Engineer. “We use the de- CHALLENGE formation information for verifying con- formance to codes because that is how After almost three decades in the busi- codes are expressed,” he noted. “The ness, the people at Champion Elevators forces generating those deformations Inc., Houston, know that conformance to have to be derived for each installation. building codes is a must. Given the obvi- They are always different.” ous risks, engineers at Champion run every job through analysis. The beam package used by Champion does static and dynamic analysis in steel, Assuring safety and conformance to the concrete and composite-materials de- codes and regulations fall into two very signs. It can calculate section properties different types of engineering analyses. of custom and built-up shapes including Safety assurances of the elevator — es- area, moments of inertia, section sentially measuring maximum stresses modulus, center of gravity, shear center, and ensuring adequate safety margins — and torsional constants. The package is is handled with ANSYS DesignSpace® built around the codes of the American software for finite element modeling and Society of Civil Engineers (ASCE) and is finite element analysis (FEM/FEA) from configured to show conformance to spe- ANSYS Inc. cific sections of this most fundamental construction-engineering code. Code and regulatory conformance of the tower is verified with beam modelers de- Without 3-D solid meshing, however, signed with specific regulatory codes at beam modelers cannot generate suffi- their analytical hearts. Sometimes called cient data for the stress calculations that “stick modelers,” these packages allow lie at the heart of margins of safety. Nor for rapid modeling and analysis of the can they be used very effectively for de- towers. sign verification, the task for which ANSYS originally conceived DesignSpace. Champion Elevator runs all its analysis software on a Dell Computer Corp. D- 530 workstation with dual Intel Corp. Xeon CPUs totaling 3.8 gigabits of ran- dom-access memory (RAM) running at 1.5 gigahertz. Disk drive capacity is 39 gigabytes. Operating systems are Micro-
ANSYS DesignSpace screen image of the soft Corp. Windows 2000 and NT server. redesigned elevator car drives and un- counter-weighted mountings by Cham- What sets Champion Elevators apart pion Elevators. Redesign increased from competitors is its ability to custom strength and made the ride smoother engineer unique products. From a manu- while saving weight. facturing and operations standpoint, it is a custom fabrication shop. There are no Like DesignSpace, beam modelers sup- assembly lines. Each product is made to port finite-element modeling and analy- rigid specifications, as determined by the sis. “Here at Champion, the physical val- client and its own engineers. The com- ues generated for the codes by the beam pany employs 150. modelers are used as input to Design- Space,” explained Bradley D. Oliver, Champion sees the high-rise construction part of its business as “commercial.” FeaInformation.com 14 Embracing refurbishing and demolition, Added Bob Meiresonne, Engineering these installations are almost always Manager: “We analyze every job. Our temporary. In most cases, these sys- products may be standardized but the tems are rented. Champion has one of applications always vary. Both code con- the industry’s largest such “fleets” of formance and margins of safety have to equipment. be verified,” he added. “Customers doing due diligence often ask for the standard- Many of the safety challenges of high- ized DesignSpace reports that are gener- rise construction also apply when inside ated automatically. buildings and underground, but the busi- ness environment is substantially differ- SOLUTION ent. Champion categorizes these more or less permanent installations as “indus- “On commercial jobs we usually just do trial.” worst-case analyses and provide the cus- tomer with specific loading criteria for Codes and Design Refinement* the building ties,” Meiresonne added. In addition to ASCE, the list of regulatory “Some of these ties are standard but codes to which elevators must conform is some are specially engineered to the long: condition of the building’s exterior, its -- AISC for steel fabrication. age and what is being done to it.” For -- AGMA for rack and pinion offshore oil rigs and ships, Champion drives. submits its analyses to the American Bu- -- AWS for anything that is reau of Shipping (ABS) or Det Norske welded. Veritas (DNV). Without an okay from one -- ASTM for anything that is gal- of these industry “classification socie- vanized. ties,” insurance coverage will be denied. -- The U.S. National Electrical Code and its international coun- “The truly interesting thing with Design- terpart in Europe. Space is that you can really refine a de- -- ANSI for permanent construc- sign,” said Meiresonne. “In a particular tion and temporary elevators. installation, you can determine where -- UBC for earthquakes the problems are most likely to be. It will show you where you need to strengthen Also, there are countless local building the design versus just adding steel, codes that Champion has to verify with which adds weight,” he pointed out. “The the city and county where the system beam modelers cannot do that.” will be installed. Analyzing a multitude of points of stress Plus, there is weather with which to con- became vital when the company began tend. “Along the coasts we have to meet re-engineering its products in 2000 to hurricane standards,” Oliver pointed out. reduce weight and cost and simplify “We have to determine and verify that manufacturing. “DesignSpace shows you our installation will withstand sustained that the stresses are not always where loading, parallel and perpendicular, of you might think they would be,” he winds of 125 miles per hour (MPH) and added, pointing out that this is why Des- 150 MPH on Guam. Wind-load details ignSpace requires specific numerical val- are generated in the beam modeler with ues and not just standard data from the ASCE codes. codes. “In other cases it exposes bad as- sumptions and keeps you from just FeaInformation.com 15 throwing metal at a problem. Around sions of all the components. “We like the here weight is very important.” report generator and we use it a lot for due diligence,” he noted. “First, we get a Oliver elaborated. “Our analysis jobs al- good solid model file, then we import it ways start with a mathematical calcula- right into DesignSpace,” he added. “We tion package,” he said. “We use the usually get dimensions and specifications math package to derive the forces for that way.” entering into DesignSpace. We do the analysis with the actual numbers taken Modeling is done in Champion’s software from the codes. The math package is for computer-aided design used because the codes just give us re- [EDS/Unigraphics Corp.’s Solid Edge] sults, specific values that must be met. but, again, without meshing. All of We have to work backwards to get the Champion’s DesignSpace analyses are relevant numbers for each part of the for static loading, not dynamic, and all code.” are linear, not nonlinear.
The beam modeler lets him create simple Design Specifics models quickly and run them past a solu- tion engine, which compares the design Champion’s design efforts focus on cut- with the relevant codes. The result is a ting weight and cost from its elevator yea or a nay. “This is sufficient for build- cars. The goal was two-fold: to increase ing codes, windstorm resistance, ABS payloads and therefore customers’ prof- and DNV,” Oliver noted. “The beam its while cutting its own fabricating and modeler analyzes our tower design and shipping costs. Once the design is done, forces acting on buildings and struc- Meiresonne noted, the basic tower and tures,” he continued. “This is non- elevator car structures do not change. meshed modeling, but it goes quite far beyond sticks and simple solid elements, In addition, Champion redesigned its straight line forces and beams.” landing gates, the doors at the tops and bottoms of its elevator towers; the wall ties that attach the elevator towers to the customer’s structure, and the eleva- tor cars’ fabricated steel feet.
The major re-engineering effort went into the structure of the elevator car to reduce its weight, simplify its manufac- turing processes and cut costs. “But we ran into a few little problems,” Meiresonne said, “which we worked out
ANSYS DesignSpace screen image of the with DesignSpace.” wall toes that link elevator car track to existing walls. Champion Elevators. One of the biggest of the challenges was This kind of analysis is performed on vir- not inside the car but underneath it, the tually every job done with Champion’s buffers that ensure a safe, soft landing products. regardless of what might go wrong. For more than 20 years, Champion had re- Oliver also likes the DesignSpace capa- lied on four coil springs formed from bility of displaying all materials used, the heavy steel rod, 3/4 inch or more in di- specifications of the steel, and dimen- ameter. Over the years, the springs’ FeaInformation.com 16 prices kept going up. The car redesign more than 0.3 inch, well within the stan- replaced the four springs with two ure- dard’s allowable limits. Oliver also ana- thane shock absorber systems. They lyzed the new hinge mountings and weigh less, cost less, and simplified frame supports. manufacturing since only two buffer at- tachment points were needed rather A mundane steel fabrication is, in Oliver than four spring pods. and Meiresonne’s view, the best illustra- tion of DesignSpace use. It is the car “However, having just two contact points “feet,” the forklift lifting point and test beneath the car rather than four doubled stand mounting, four to a car. “The re- the stresses on the contact points,” design made them made smaller and Meiresonne pointed out. “And for vari- stronger,” Oliver said. “In fact, we got a ous reasons, the new contact points much better safety factor so lighter steel were not beneath the cars’ centers of could be used. We used DesignSpace to gravity. This created eccentric loadings. make sure the margins of safety were We used the ‘microanalysis’ capabilities protected. of DesignSpace to redesign the car bot- tom with tapered trusses.” “We saved 45 pounds of steel per eleva- tor car,” he added. While this might “The maximum buffer loads which are seem trivial, those 45 pounds no longer experienced under conditions defined by have to be hauled up and down the side the Elevator Safety Code were up to the of every Champion tower countless yield points of the steel structurals that times. make up the underside of the elevator car floor,” Oliver recalled. The two buff- BENEFITS ers were offset toward the tower. This generated a cantilevered load that “What we like about DesignSpace is that Champion did not have before. “Some it works the way a design engineer works redesigns of the trusses were required,” with materials, geometry and specifica- he said, “but in one case we just added a tions,” Oliver said. “We use stresses from simple fish plate as a stiffener.” DesignSpace for safety factors. We use the report generator to print out all the A new landing gate door was designed steps taken and results generated when- not by engineers armed with computers ever customers ask for it. We put in lots and finite-element software but by a of comments into the reports, in a for- long-time employee who did his calcula- mat not unlike PowerPoint, as to where tions by hand. Billy McCoy, General Su- we get the values we used in the model- perintendent, created the design on his ing and calculations.” own initiative and showed it to Founder and President Walter Manning. Manning Champion’s analysis needs are simplified liked what he saw and the new design by the fact that it buys its drives, braking soon landed on Oliver’s desk for verifica- systems and rack and driving pinion tion. components. Suppliers are responsible for those analyses, noted Oliver, adding, He tested it for load deformation. The “we specify that they design in an eight- applicable codes required the door panel to-one safety margin for the racks and to withstand a load of 1,125 pounds, de- pinions.” Once assured these specifica- forming no more than 0.75 inch. Design- tions have been met, Champion only has Space and physical tests showed that to analyze and verify the drive systems’ Champion’s door panel would deform no alignments and mountings. FeaInformation.com 17 struction — Champion’s core market — is The only concern with tower-mounted to some extent recession resistant. racks, he and Meiresonne observed, is Builders traditionally take advantage of precise alignment of tower components low interest rates to build in advance of for smooth rides up and down. This is as the economy’s inevitable recovery and much an on-site installation concern as upturn. Clearly, thanks to product re- one of fabricating in Houston. A jerky, design with DesignSpace, and to on- bumpy or clattery ride will be rightly per- going analysis, Champion Elevators is ceived as a poor installation or a bad de- ready. sign in the first place. *The building code abbreviations are Having tightened up its manufacturing AISC for the American Institute of Steel and shipping costs, privately held Cham- Construction, AGMA for the American pion is thriving. In contrast to most U.S. Gear Manufacturers Association, AWS for manufacturers, it is shipping systems to the American Welding Society, ASTM for the low-manufacturing-cost countries on the American Society for Testing and Ma- the Pacific Rim. An office in South Korea terials and ANSI for the American Na- was opened in early in 2002. tional Standards Institute. UBC is the Uniform Building Code. Employment is 150, up from about 35 ten years ago. In the shorter term, con-
FeaInformation.com 18
AMD To Power NASCAR
AMD Brings the Power of AMD64 Technology to the Fastest Growing Sport in America as the First Offi- cial Technology Partner of NASCAR-
SUNNYVALE, CA -- October 6, 2005 --AMD (NYSE: AMD) today announced it will become the Official Technology Partner of the National Association for Stock Car Auto Racing, Inc. (NASCAR), the fore- most sanctioning body of stock car racing in North America. Through this unique relationship, AMD plans to play a critical role in helping NASCAR im- prove competition on the race track and enhance the safety of its participants.
“Technology is as critical to NASCAR as fuel, tires and communications. AMD will “This watershed agreement opens an help NASCAR to run faster, smarter and important new category to NASCAR,” safer,” said Gustavo Arenas, corporate said George Pyne, chief operating officer, vice president, Pan-Americas Region, NASCAR. “With Sprint Nextel as title AMD. “AMD’s position as the Official sponsor of NASCAR’s premier series, and Technology Partner will help create a AMD as our Official Technology Partner, new presence for AMD in one of the most we will benefit from extraordinary tech- powerful business-to-business platforms nology companies helping lead us into in professional sports and increase AMD’s the future. AMD, a global technology brand awareness among the more than leader in high-performance computing, 75 million NASCAR fans. We are excited will help our sport run smarter, safer and about maximizing the power of the more efficiently.” NASCAR brand with our customers and partners.” This new agreement is expected to have a major impact on the NASCAR Research AMD computer technology solutions are and Development Center in Concord, planned to be deployed extensively North Carolina, a state of the art facility throughout NASCAR, on and off the that focuses on improving safety, com- track, to help improve such critical func- petition and cost-saving strategies. tions as timing and scoring, research and AMD64 technology, the gold standard of development, wind tunnel testing, and 64-bit computing, will help provide crash simulation. AMD plans to enhance NASCAR better processing power for NASCAR’s official timing and scoring sys- data collection and analysis in studying tems through the use of AMD64 proces- crashes and performing wind tunnel sor-powered servers by creating mobile analysis. timing-and-scoring command centers capable of processing more than a half Capturing the spirit of NASCAR, two million data points per race. These mo- AMD64 processor-powered, NASCAR- bile units will travel to each NASCAR branded PCs from ZT Group are now NEXTEL Cup, NASCAR Busch Series and available in North American retail stores NASCAR Craftsman Truck Series event. including CompUSA. The NASCAR note- FeaInformation.com 19 book computer is powered by AMD Tu- NASCAR is the fastest growing major rion™ 64 mobile technology, combining sport in the U.S. – holding 17 of the top AMD64 performance with true mobility. 20 attended sporting events in the U.S., In addition, award-winning AMD Athlon™ and is the second highest-rated regular 64 technology is available in a NASCAR- season sport on television. Currently, branded desktop PC. 75 million Americans call themselves NASCAR fans and races are broadcast in AMD is committed to helping leaders in 150 countries around the world. the sports and entertainment industries break free from traditional technology NASCAR consists of three major national barriers through the use of innovative series, NASCAR NEXTEL Cup Series, AMD64 solutions. In addition to NASCAR, NASCAR Busch Series and the NASCAR AMD is a technology partner of the Craftsman Truck Series as well as seven Fédération Internationale de l’Automobile Regional Tours and one local grassroots (FIA), Scuderia Ferrari Formula One series. NASCAR sanctions 1,500 races at team, the Sauber Petronas Formula One more than 100 tracks in 38 states, Can- team, seven-time Tour de France Cham- ada and Mexico. Based in Daytona pion Lance Armstrong and the Discovery Beach, NASCAR has offices in Charlotte, Channel Pro Cycling Team, and Trek Bi- Concord, North Carolina, Conover, North cycles. AMD is also helping to change the Carolina, Los Angeles, New York, Mexico digital media and entertainment field City and Toronto. through relationships with the industry’s leading organizations, such as Industrial About AMD Light & Magic, DreamWorks Animation SKG, and the Austin City Limits Music AMD (NYSE:AMD) designs and produces Festival and Austin City Limits music innovative microprocessors, Flash mem- television show. These collaborations ory devices and low-power processor so- have led to the introduction of a number lutions for the computer, communica- of innovative break-through products in- tions and consumer electronics indus- cluding the AMD-powered HP Special Edi- tries. AMD is dedicated to helping its tion L2000 Notebook PC, the Acer Ferrari customers deliver standards-based, cus- 4000 Notebook, and now ZT Group’s tomer-focused solutions for technology Cisnet NASCAR computer systems. For users, ranging from enterprises and gov- more information about the new NASCAR ernments to individual consumers. For branded computer systems, visit: more information, visit www.amd.com. www.animink.com/cisnet/more_info.html AMD, the AMD Arrow logo, AMD64, AMD Athlon, AMD Turion, and combinations About NASCAR thereof are trademarks of Advanced Mi- cro Devices, Inc. Other names are for The National Association for Stock Car informational purposes only and may be Auto Racing, Inc. (NASCAR), which be- trademarks of their respective owners. gan in 1948, is the sanctioning body for one of America's premier sports.
FeaInformation.com 20
7th International Symposium on Computer Methods in Biomechanics and Biomedican Engineering.
Location: Hotel Ambassadeur – Juan-les-Pins Cedex, FRANCE Register on line: http://medweb.uwcm.ac.uk/cmbbe2006
Symposium Coordinators: • Prof. John Middleton Dental School, Wales College of Medicine, Cardiff University • Prof. Malcolm Jones Dental School, Wales College of Medicine, Cardiff University • Prof. Nigel Shrive - University of Calgary, Canada Arup Prizes: • Outstanding contribution to Impact/Crash Simulation (€ 700) • Best Poster Presentation (€350)
Scope and Objectives: This symposium, The key objectives of the symposium are the 7th in the series, follows previous to highlight areas of future potential and successful meetings held at Swansea, here, for instance, the inclusion of, Barcelona, Lisbon, Rome and Madrid. mechanotransduction, micro/macro and The focus of this symposium series is to nanobiomechanics, injury/forensic bio- communicate innovations and to ex- mechanics, bioreactor simulation, change views in the scientific develop- cell/ECM interaction, movement science ment of biomechanics and biomedical and simulators for medical trainers (see engineering and to further stimulate the topics) reflect the many advances that expanding area of computer and bio- are presently taking place in computer computational technologies, which are based simulation. In addition this series now being successfully applied within the aims to promote closer international col- medical technology and healthcare sec- laboration with those involved in the ad- tor. The meeting will focus on the impor- vances that are taking place in biomedi- tance of integrating such disciplines as cal engineering throughout the world bioengineering, medical device technol- which we believe is evidenced through ogy, simulation of biological structures the many well known research groups and to the rapidly expanding field of and organizations involved in supporting modelling clinical and surgical proce- this meeting. dures.
FeaInformation.com 21 TOP CRUNCH NEWS – Benchmarks On Line Dr. David Benson – www.topcrunch.org - 09/02 – 09/16 Vendor/ Computer Processor #Nodesx Time/ Benchmark Submission Submitter Org. Interconnect #Processors (Sec) Problem Date per Node x #Cores Per Processor = Total #CPU CRAY CRAY XD1/RapidArray AMD Dual 64 x 2 x 2 = 1696 3 Vehicle 09/02/2005 Inc./CRAY Inc. Core Op- 256 Collision teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 32 x 2 x 2 = 2416 3 Vehicle 09/02/2005 Inc./CRAY Inc. Core Op- 128 Collision teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 24 x 2 x 2 = 2981 3 Vehicle 09/02/2005 Inc./CRAY Inc. Core Op- 96 Collision teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 16 x 2 x 2 = 3846 3 Vehicle 09/02/2005 Inc./CRAY Inc. Core Op- 64 Collision teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 12 x 2 x 2 = 5226 3 Vehicle 09/02/2005 Inc./CRAY Inc. Core Op- 48 Collision teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 64 x 2 x 2 = 184 neon_refined 09/08/2005 Inc./CRAY Inc. Core Op- 256 teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 32 x 2 x 2 = 239 neon_refined 09/08/2005 Inc./CRAY Inc. Core Op- 128 teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 24 x 2 x 2 = 280 neon_refined 09/08/2005 Inc./CRAY Inc. Core Op- 96 teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 16 x 2 x 2 = 342 neon_refined 09/08/2005 Inc./CRAY Inc. Core Op- 64 teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 12 x 2 x 2 = 417 neon_refined 09/08/2005 Inc./CRAY Inc. Core Op- 48 teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 8 x 2 x 2 = 569 neon_refined 09/08/2005 FeaInformation.com 22 Inc./CRAY Inc. Core Op- 32 teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 4 x 2 x 2 = 993 neon_refined 09/08/2005 Inc./CRAY Inc. Core Op- 16 teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 2 x 2 x 2 = 8 1820 neon_refined 09/08/2005 Inc./CRAY Inc. Core Op- teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 1 x 2 x 2 = 4 3516 neon_refined 09/08/2005 Inc./CRAY Inc. Core Op- teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 8 x 2 x 2 = 7591 3 Vehicle 09/08/2005 Inc./CRAY Inc. Core Op- 32 Collision teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 4 x 2 x 2 = 14078 3 Vehicle 09/08/2005 Inc./CRAY Inc. Core Op- 16 Collision teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 2 x 2 x 2 = 8 26230 3 Vehicle 09/08/2005 Inc./CRAY Inc. Core Op- Collision teron 2.2 GHZ CRAY CRAY XD1/RapidArray AMD Dual 1 x 2 x 2 = 4 49460 3 Vehicle 09/08/2005 Inc./CRAY Inc. Core Op- Collision teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 64 x 2 x 1 = 226 neon_refined 09/14/2005 Inc./CRAY Inc. ray Core Op- 128 teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 48 x 2 x 1 = 258 neon_refined 09/14/2005 Inc./CRAY Inc. ray Core Op- 96 teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 32 x 2 x 1 = 315 neon_refined 09/14/2005 Inc./CRAY Inc. ray Core Op- 64 teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 24 x 2 x 1 = 384 neon_refined 09/14/2005 Inc./CRAY Inc. ray Core Op- 48 teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 16 x 2 x 1 = 527 neon_refined 09/14/2005 Inc./CRAY Inc. ray Core Op- 32 teron 2.2 FeaInformation.com 23 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 8 x 2 x 1 = 877 neon_refined 09/14/2005 Inc./CRAY Inc. ray Core Op- 16 teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 4 x 2 x 1 = 8 1607 neon_refined 09/14/2005 Inc./CRAY Inc. ray Core Op- teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 64 x 2 x 1 = 2135 3 Vehicle 09/14/2005 Inc./CRAY Inc. ray Core Op- 128 Collision teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 48 x 2 x 1 = 2654 3 Vehicle 09/14/2005 Inc./CRAY Inc. ray Core Op- 96 Collision teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 2 x 2 x 1 = 4 3126 neon_refined 09/14/2005 Inc./CRAY Inc. ray Core Op- teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 32 x 2 x 1 = 3393 3 Vehicle 09/14/2005 Inc./CRAY Inc. ray Core Op- 64 Collision teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 24 x 2 x 1 = 4586 3 Vehicle 09/14/2005 Inc./CRAY Inc. ray Core Op- 48 Collision teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 16 x 2 x 1 = 6652 3 Vehicle 09/14/2005 Inc./CRAY Inc. ray Core Op- 32 Collision teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 8 x 2 x 1 = 12222 3 Vehicle 09/14/2005 Inc./CRAY Inc. ray Core Op- 16 Collision teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 4 x 2 x 1 = 8 22475 3 Vehicle 09/14/2005 Inc./CRAY Inc. ray Core Op- Collision teron 2.2 GHZ CRAY CRAY XD1/ RapidAr- AMD Dual 2 x 2 x 1 = 4 43615 3 Vehicle 09/14/2005 Inc./CRAY Inc. ray Core Op- Collision teron 2.2 GHZ PathScale/Path Microway AMD Opteron 16 x 2 x 1 = 480 neon_refined 09/16/2005 Scale, Inc. Navion/PathScale In- 2.6 GHz 32 finiPath/Silverstorm IB switch FeaInformation.com 24 PathScale/Path Microway AMD Opteron 8 x 2 x 1 = 790 neon_refined 09/16/2005 Scale, Inc. Navion/PathScale In- 2.6GHz 16 finiPath/Silverstorm IB switch PathScale/Path Microway AMD Opteron 4 x 2 x 1 = 8 1477 neon_refined 09/16/2005 Scale, Inc. Navion/PathScale In- 2.6 GHz finiPath/Silverstorm IB switch PathScale/Path Microway AMD Opteron 2 x 2 x 1 = 4 2802 neon_refined 09/16/2005 Scale, Inc. Navion/PathScale In- 2.6 GHz finiPath/Silverstorm IB switch PathScale/Path Microway AMD Opteron 1 x 2 x 1 = 2 5285 neon_refined 09/16/2005 Scale, Inc. Navion/PathScale In- 2.6 GHz finiPath/Silverstorm IB switch
FeaInformation.com 25
LSTC Michigan Classes
LSTC Michigan Classes: Jane Hallquist, Training Coordinator LSTC California ([email protected]) Jane: 925-449-2500
Michigan Location: 1740 W. Big Beaver Rd. Suite 100 , Troy , MI 48084 voice: 248-649-4728; fax: 248-649-6328 www.lstc.com
New class added:
Date: Nov 16th to Nov 18th. Three days Title: Introduction to ALE with emphasis on airbag modeling Instructor: Ian Do
CALIFORNIA Nov. 08-11 Introduction to LS-DYNA - US$750 Geomaterial Modeling Nov. 15-16 US$750 Early Registration US$850 After Oct. 18 Nov. 29-Dec. 02 Introduction to LS-OPT - US$750
Additional courses will be offered. Please let me know of your interest in par- ticular topics; customized curriculum is available upon request.
Jane Hallquist - [email protected]
FeaInformation.com 26
LSTC Distribution & Consulting Channel – Oct.
FEA Participants for LS-DYNA Sales – Support –Training – Benchmark – Consulting
quartier generale dal 1994 nella Canada – MFAC prima cintura di Torino e due sedi operative a Lecce e Milano, Metal Forming Analysis Corpo- aperte rispettivamente nel 2000 ration (MFAC) is a full-service e nel 2001. A direct LSTC dis- supplier to the metal forming tributor in Italy. industry. Headquartered in On- tario and the direct LSTC local distributor Korea –Kostech
Germany – Dynamore Kostech provides Total Solu- tions for all your CAE, DYNAmore is dedicated to sup- CAD/PDM, e-Business, and Sys- port and distribute LS-DYNA tem related needs. A direct and related software products LSTC distributor in Korea. for crash analysis, metal form- ing, optimization and much
more. A direct LSTC distributor UK – ARUP in Germany
Oasys and Arup have been dis- Italy – Altair Italy tributing and working closely
with Livermore Software Tech- Altair Engineering è una mul- nology Corporation (LSTC) and tinazionale statunitense pre- LS-Dyna for over fifteen years. sente sul mercato da quasi un The direct LSTC distributor in ventennio nel settore della pro- the UK. gettazione e della sperimentazi- one virtuale. In Italia ha il suo
FeaInformation.com 27 EVENTS
If you want your event listed please
send the information to:
October 30 – Nov. 03 November 29-30, 2005 76th Shock & Vibration Symposium Japanese Users Conference – Destin Florida, USA (Nagoya) LS-DYNA (JRI)
May 02-04, 2006 November 09-11, 2005 2006 International ANSYS 23rd CADFEM Users’ Meeting – Int’l Conference, Pittsburgh, PA., US Congress on FEM Tech. W/ANSYS CFX & ICEM CFD Conference, June 04-06, 2006 Bonn, Germany LS-DYNA 9th International LS-DYNA Users Conference – Deerborn, MI, US November 12-18, 2005- (LSTC) SC/05 Gateway to Discovery Seattle, WA USA July 16 –22, 2006 7th World Congress on Computa- November 25, 2005 tional Mechanics, Korean Users Conferece – California, US. LS-DYNA (THEME)
FeaInformation.com 28
LS-DYNA Resource Page Interface - Hardware - OS And General Information
Participant Hardware and OS that run LS-DYNA (alpha order) All Hardware and OS listed have been fully QA’d by Livermore Software Tech- nology Corporation AMD Opteron Linux CRAY XD1 Linux FUJITSU Prime Power SUN OS 5.8 FUJITSU VPP Unix_System_V HP PA8000 HPUX HPIA64 HPUX or Linux HP Alpha True 64 IBM Power 4/5 AIX 5.1, 5.2, 5.3 IBM Power 5 SUSE 9.0 INTEL IA32 Linux, Windows INTEL IA64 Linux INTEL Xeon EMT64 Linux NEC SX6 Super-UX SGI Mips IRIX6.5 SGI IA64 Altix/Prism FeaInformation.com 29 LS-DYNA Resource Page MPP Interconnect and MPI FEA Information Inc. Participant’s (alpha order)
Fully QA’d by Livermore Software Technology Corporation
Vendor O/S HPC Intereconnect MPI Software LAM/MPI, InfiniBand (Silver- AMD Opteron Linux MPICH, HP MPI, Storm), MyriCom SCALI CRAY XD1 Linux FUJITSU Prime SUN OS 5.8 Power FUJITSU VPP Unix_System_V
HP PA8000 HPUX
HPIA64 HPUX
HP Alpha True 64
IBM Power 4/5 AIX 5.1, 5.2, 5.3
IBM Power 5 SUSE 9.0 LAM/MPI LAM/MPI, InfiniBand (Vol- INTEL IA32 Linux, Windows MPICH, HP MPI, taire), MyriCom SCALI
LAM/MPI, INTEL IA64 Linux MPICH, HP MPI
LAM/MPI, InfiniBand (Topspin, MPICH, HP MPI, INTEL Xeon EMT64 Linux Voltaire), MyriCom INTEL MPI, SCALI NEC SX6 Super-UX
SGI Mips IRIX6.5
SGI IA64 Altix/Prism
FeaInformation.com 30
LS-DYNA Resource Page Participant Software Interfacing or Embedding LS-DYNA
Each software program can interface to all, or a very specific and limited segment of the other software program. The following list are software programs interfacing to or hav- ing the LS-DYNA solver embedded within their product. For complete information on the software products visit the corporate website.
ANSYS - ANSYS/LS-DYNA www.ansys.com/products/environment.asp ETA – VPG www.eta.com ANSYS/LS-DYNA - Built upon the suc- cessful ANSYS interface, ANSYS/LS- Streamlined CAE software package pro- DYNA is an integrated pre and postpro- vides an event-based simulation solution cessor for the worlds most respected ex- of nonlinear, dynamic problems. plicit dynamics solver, LS-DYNA. The eta/VPG's single software package over- combination makes it possible to solve comes the limitations of existing CAE combined explicit/implicit simulations in analysis methods. It is designed to ana- a very efficient manner, as well as per- lyze the behavior of mechanical and form extensive coupled simulations in structural systems as simple as linkages, Robust Design by using mature struc- and as complex as full vehicles tural, thermal, electromagnetic and CFD technologies. MSC.Software “MSC.Dytran LS-DYNA” www.msc.software.com AI*Environment: A high end pre and Tightly-integrated solution that combines post processor for LS-DYNA, MSC.Dytran's advanced fluid-structure AI*Environment is a powerful tool for interaction capabilities with LS-DYNA's advanced modeling of complex struc- high-performance structural DMP within tures found in automotive, aerospace, a common simulation environment. In- electronic and medical fields. Solid, novative explicit nonlinear technology Shell, Beam, Fluid and Electromagnetic enables extreme, short-duration dynamic meshing and mesh editing tools are in- events to be simulated for a variety of cluded under a single interface, making industrial and commercial applications on AI*Environement highly capable, yet UNIX, Linux, and Windows platforms. easy to use for advanced modeling Joint solution can also be used in con- needs. junction with a full suite of Virtual Prod- ETA – DYNAFORM uct Development tools via a flexible, www.eta.com cost-effective MSC.MasterKey License System. Includes a complete CAD interface capa- ble of importing, modeling and analyz- ing, any die design. Available for PC, LINUX and UNIX, DYNAFORM couples af- fordable software with today's high-end, low-cost hardware for a complete and affordable metal forming solution. FeaInformation.com 31 a specific Crash workbench on the GPS workspace, the application enhances CATIA V5 to allow finite element analysis models to be output to LS-DYNA and then results to be displayed back in CATIA. Gateway for LS-DYNA supports explicit nonlinear analysis such as crash, drop test, and rigid wall analysis.
Side Impact With Fuel Oil Inside
MSC.Software - MSC.Nastran/SOL 700
The MSC.NastranTM Explicit Nonlinear product module (SOL 700) provides MSC.Nastran users the ability access the explicit nonlinear structural simulation capabilities of the MSC.Dytran LS-DYNA solver using the MSC.Nastran Bulk Data input format. This product module offers unprecedented capabilities to analyze a Gateway products provide CATIA V5 us- variety of problems involving short dura- ers with the ability to directly interface tion, highly dynamic events with severe with their existing corporate simulation geometric and material nonlinearities. resources, and exchange and archive as- sociated simulation data. MSC.Nastran Explicit Nonlinear will allow users to work within one common mod- eling environment using the same Bulk Data interface. NVH, linear, and nonlin- ear models can be used for explicit appli- cations such as crash, crush, and drop test simulations. This reduces the time required to build additional models for another analysis programs, lowers risk due to information transfer or translation issues, and eliminates the need for addi- tional software training.
The MSC.Nastran Sol 700 will be re- leased in November 2005. Beta release is available now !
MSC.Software – Gateway for LS-DYNA
Gateway for LS-DYNA provides you with the ability to access basic LS-DYNA simulation capabilities in a fully inte- grated and generative way. Accessed via FeaInformation.com 32
Oasys software for LS-DYNA www.arup.com/dyna
Oasys software is custom-written for 100% compatibility with LS-DYNA. Oasys PRIMER offers model creation, editing and error removal, together with many specialist functions for rapid generation of error-free models. Oasys also offer post-processing software for in-depth analysis of results and automatic report generation.
EASI-CRASH DYNA www.esi-group.com/SimulationSoftware/EASi_CRASH-DYNA
Interfaced to the latest version of LS- LS-DYNA/MADYMO coupling capabilities DYNA Easi-CRASH DYNA supports LS- for pre- and post processing. With direct DYNA Version 970. EASi-CRASH DYNA read in of LS-DYNA® data it has highly has powerful editing features, such as optimized loading and animation of LS- automesh and remesh. DYNA results for design
FeaInformation.com 33
Hardware & Computing and Communication Products
www.amd.com www.fujitsu.com
www.hp.com www-1.ibm.com/servers/deepcomputing
www.nec.com www.intel.com
www.cray.com www.sgi.com
FeaInformation.com 34
Software Distributors Alphabetical order by Country
Australia Leading Engineering Analysis Providers www.leapaust.com.au Metal Forming Analysis Corporation Canada www.mfac.com
ANSYS China China www.ansys.cn
MSC. Software – China China www.mscsoftware.com.cn
CAD-FEM Germany www.cadfem.de
DynaMore Germany www.dynamore.de
GissETA India www.gisseta.com
Altair Engineering India India www.altair-india.com
Altair Engineering Italy Italy www.altairtorino.it
Numerica SRL Italy www.numerica-srl.it
Fujitsu Limited Japan www.fujitsu.com
The Japan Research Institute Japan www.jri.co.jp
CRC Solutions Corp. Japan www.engineering-eye.com
Korean Simulation Technologies Korea www.kostech.co.kr
Theme Engineering Korea www.lsdyna.co.kr FeaInformation.com 35
Software Distributors (cont.) Alphabetical order by Country
Infinite Simulation Systems B.V Netherlands www.infinite.nl Strela, LLC Russia www.ls-dynarussia.com
Engineering Research AB Sweden www.erab.se
Flotrend Taiwan www.flotrend.com.tw
FIGES Turkey www.figes.com.tr
Engineering Technology Associates USA www.eta.com
Dynamax USA www.dynamax-inc.com
Livermore Software Technology Corp. USA www.lstc.com
ANSYS Inc. USA www.ansys.com
Oasys, LTD UK www.arup.com/dyna/
FeaInformation.com 36
Consulting and Engineering Services Alphabetical Order By Country
Australia Leading Engineering Analysis Providers Manly, NSW Greg Horner [email protected] www.leapaust.com.au 02 8966 7888
Canada Metal Forming Analysis Corporation Kingston, Ontario Chris Galbraith [email protected] www.mfac.com (613) 547-5395
India Altair Engineering India Bangalore Nelson Dias [email protected] www.altair-india.com 91 (0)80 2658-8540
Italy Altair Engineering Italy Torino [email protected] www.altairtorino.it
Italy Numerica SRL Firenze [email protected] www.numerica-srl.it 39 055 432010
UK ARUP Solihull, West Midlands Brian Walker [email protected] www.arup.com 44 (0) 121 213 3317
USA SE&CS Windsor, CA Len Schwer [email protected] www.schwer.net/SECS (707) 837-0559
USA Predictive Engineering Corvallis, OR George Laird (541) 752-3871 www.predictiveengineering.com [email protected]
FeaInformation.com 37
Educational & Contributing Participants Alphabetical Order By Country
China Dr. Quing Zhou Tsinghua University
India Dr. Anindya Deb Indian Institute of Science
Italy Professor Gennaro Monacelli Prode – Elasis & Univ. of Napoli, Frederico II
Russia Dr. Alexey I. Borovkov St. Petersburg State Tech. University
USA Dr. Ted Belytschko Northwestern University
USA Dr. David Benson University of California – San Diego
USA Dr. Bhavin V. Mehta Ohio University
USA Dr. Taylan Altan The Ohio State U – ERC/NSM
USA Dr. Ala Tabiei University of Cincinnati
USA Tony Taylor Irvin Aerospace Inc.
FeaInformation.com 38
Informational Websites
The LSTC LS-DYNA Support site: www.dynasupport.com
FEA Informationwebsites www.feainformation.com
TopCrunch – Benchmarks www.topcrunch.org
LS-DYNA Examples www.dynaexamples.com (more than 100 Examples)
LS-DYNA Conference Site www.ls-dynaconferences.com
LS-DYNA Publications www.dynalook.com to Download On Line
LS-DYNA Publications www.feapublications.com
LS-DYNA CADFEM Portal www.lsdyna-portal.com.
FeaInformation.com 39
Archived News Page
Sept 05
CRAY: Cray and LSTC Partner to Offer LS-DYNA on the Cray XD1 Supercomputer
LSTC: Conference Information
Distributors: Flotrend – Taiwan Strela – Russia Korean Simulation Technologies – Korea Dynamore - Germany
Sept 12th
HP: Processor: 900 MHz and 1 GHz PA-8800 and 1.1 GHz PA-8900 dual-core processor modules provide 2-way capability at 1-way price and 4-way performance at a 2-way price
ANSYS: Continuing what avid ANSYS users consider a CAE tradition, preparations are under way for the 2006 International ANSYS Conference to be held from May 2-4, at a new venue this year
Predictive Engineering: Predictive Engineering is a mechanical engineering consulting com- pany specializing in finite element analysis (FEA).
Distributors: Altair – Italy Altair – India FIGES – Turkey Infinite – Netherlands
Sept 19th
LS-DYNA and SGI Altix System Bundle SGI - -Intel - LSTC
Distributors/ Consulting Numerica – Italy Predictive Engineering – US SE&CS – US CADFEM – Germany
FeaInformation.com 40
LS-DYNA and SGI Altix System Bundle
Legendary SGI speed running LS-DYNA, now available at a new bundle price! SGI® Altix® systems available with 12, 16, 32 and 64 CPUs
Bundled Price starting at $69,400* (Available in North America Only)
Bundle Includes:
• Paid up LS-DYNA and PBS ProTM Licenses, Intel® Itanium® 2 Processors and Linux® Operating System
• SGI® NUMAlink™ Interconnect for Hi-Speed I/O Ask about our complete solutions with scalable CPU, advanced visualization and data management for workflow process improvements.
www.lstc.com [email protected] For Sales Contact: Tel: 925-449-2500 Tel: 1-800-800-SGI1 (7441) Email: [email protected]
*Starting price is in U.S. dollars for an SGI Altix system with 12 Intel Itanium 2 processors, including paid-up LS-DYNA and PBS-Pro licenses. Tax and shipping not included. Bundle only available in North America through Silicon Graphics, Inc. This promotion is limited and subject to change without notice. Certain restrictions apply. Silicon Graphics, SGI, Altix and the SGI logo are registered trademarks and NUMAlink is a trademark of Silicon Graphics, Inc. in the U.S. and /or other countries worldwide. Intel, Intel Inside, the Intel Inside Logo and Itanium are trademarks or registered trademarks of Intel Corporation or its subsidiaries in the United States and other countries. Linux is a registered trademark of Linus Torvalds in the U.S. and other countries. Car and airbag models were developed by FHWA/NHTSA National Crash Analysis Center of the George Washington University. CH-47 Helicopter Water Impact Simulation is courtesy of The Boeing Company. Copyright © 2005 Livermore Software Technology Corporation and Silicon Graphics, Inc. All Rights Reserved.