The CAE services supplies a complete support to its clients in all phases of vehicle development from the Concept to the Homologation/Auto certification. The engineering services focus on the development of systems and components with a performance aim to reach.
In the passive safety field, the CAE services does crash simulation with structural and biomechanical evaluation, both on vehicle and components.
A strength point of CAE service of CSI is the strong integration with the experimental areas: for example we can offer service package, for instance passengers protection (FMVSS201, FMVSS214,…), pedestrian protection (ECE-R127 and Euro NCAP), full vehicle impacts, restraint system sled evaluation (frontal and lateral), rollover (with vehicle dynamics and biomechanics simulations, supported by the DOE plans).
In the CAE field, CSI works actively in the development of the new Euro NCAP ratings, with its activity in working group, to be always aligned with the new protocols, by participating firsthand on its development.
Other working groups in which CSI participates include the development of the new aPLI leg impactor (within the Working Group on Pedestrian Safety) and the methodological refinement of the Far Side (within the VTC-Crashworthiness).
In summary, CSI CAE can support its client both on all the “traditional” areas in the vehicle development and on the “niche” areas (for example rollover and lateral sled) that are enhanced by the know-how acquired in years thanks to the continuous works on the methodological development capable of guaranteeing an excellent knowledge of the phenomenon and excellent accessibility of performance and efficiency.
According to the client requests, CSI can provide support using the main FEM and Multibody solvers, like Radioss, LS-Dyna, PamCrash, Madymo and the most popular application of pre and post processing (Hyperworks, Ansa, meta-Post, Animator..). .
Thanks to experience in the testing on the active safety field, CSI is capable to support its clients also with virtual simulation of ADAS system, modeling the vehicle system in its context with the virtual replica of the maneuvers, driver interaction with what it is around him (road, signals and other vehicles) and with active system of autonomous driving (sensors and actuators).
CSI is part of the Euro NCAP VTA - Crash avoidance & Automated driving working group that, starting from an analysis of what is the current scenario, has the aim to refine the simulation methodologies for a better integration of the virtual environment with the virtual one (Vehicle in the Loop approach) with a particular focus on sensor interface (object injection e real perception) to get to the definition of a clear methodologies of correlation numerical and experimental analysis (roadmap 2025).
CSI can support its client also in the Vehicle Dynamics field, though multibody simulation with Adams and Motion Solve codes.
Development object can be the suspension system (in all its types and its components), evaluated thought bench test, both the whole vehicle system and in all its types (everyday use vehicles, sports car, commercial vehicle, motorcycles…) can be studied with virtual bench and on road test. The know-how, available thanks to the constant interaction with testing, is an important plus that allows the simulation to approach the analysis with a dedicated methodology developed over several years of activity.
In synergy with your experimental body, CSI can offer CAE support also on NVH application, simulating the structural behavior of the vehicle on different levels like Body in White, Trimmed Body, Full Vehicle, Subsystems (including batteries).
From the traditional activities of bending stiffness and torsional, to focused studies on fatigue strength evaluation, on sheet metal and welding points, basing on load cycles that can be suggested by the client or CSI based on available know-how.
CFD analyses can be carried out for both external and internal evaluation. The simulations necessary for the evaluation of classic parameters, such as Cx, Cz, frontal area, pressure profiles, etc., are carried out to give the customer indications of any improvements that can be made to reduce, for example, turbulence and, in general, inefficiencies.
As far as interiors are concerned, it is possible to carry out an analysis of the aerodynamic flows of the air duct ventilation on the windscreen and interior cockpit to give indications on comfort and homologation areas of visibility.