The medical industry, particularly the orthopedics sector, faces a significant challenge in validating biomechanical models due to the complexity of materials, scarcity of experimental data, and the lack of representation of variability. These models are crucial in understanding and predicting deformities and fracture risks of biological tissue when subjected to external forces. The challenge is further compounded by the multifactorial nature of the studied phenomena, which include biological and chemical parameters that influence the mechanical behavior. The need for personalized medicine, especially in orthopedic surgeries, adds another layer of complexity, as it requires bone implants with shape and characteristics personalized to each patient.

Digital Architects, an Austrian-based architectural firm, was tasked with the challenge of building a simple, robust, and sustainable roof structure for a prosthesis lab at the Centre medico-chirurgical de l'Ulcère de Buruli, a hospital in Bouaké, Ivory Coast. The hospital specializes in treating Buruli Ulcer, a skin and soft tissue infection common in tropical and subtropical climates. The project was initiated by two Masters’ degree students at the University of Innsbruck, who had gathered charitable contributions and their own savings to design and build a workspace for the construction and use of prostheses for the patients at the hospital. The project was coordinated with the Vatelot Foundation, a non-profit organization that built the hospital in 2013. The challenge was to operate within an extremely tight budget and use available materials for building the roof of the laboratory. The team needed to calculate the use of variations of small L-shaped profile steel for a simple and robust setup that would not immediately require full assembly.

Dimensions Furniture, Inc., a furniture designer and manufacturer, faced a unique challenge. Their primary customers were internet and catalog-based retailers who demanded a large variety of models but in low volumes. This was a stark contrast to big-box retailers who required fewer models but in higher volumes. To meet this demand, Dimensions needed to design a plethora of new models. However, their existing design process, which primarily involved 2D tools like Adobe Illustrator and Photoshop, was not efficient enough to churn out the required volume of designs. They needed a better design tool that was not only efficient but also allowed for more free-flowing creativity.

Shanghai Arts and Crafts Factory, a provider of high value-added design services and handicrafts, was facing a challenge in advancing from their current 2D drawing approach to full 3D models and renderings. The factory's designers were using 2D drawing software like Photoshop to represent their ideas, especially for float design projects. They would quickly draw a main view of the float with dimensions and then transfer it to the float makers. However, this process was proving to be inefficient as it was hard to explain all the intricate details with just one side view. The designers had to communicate each detail to the manufacturer and discuss several times. Adding another view of the drawing created in Photoshop would take additional time. The factory was in search of a new tool to improve this process.

Race Face, a leading designer and manufacturer of performance cycling products, was faced with the challenge of designing and manufacturing a bicycle crank with increased stiffness and strength targets, without adding any weight to the current aluminum alloy part. The new crank also had to maintain strength targets. The constraints were to manufacture in a cost-effective way that minimized tooling cost and processing of each part. Traditionally, Race Face attempted to maximize stiffness using an I-beam cross-sectional design, optimizing the crank arm at the moment of inertial at various sections. From there, Race Face would run a finite element analysis, make changes and recheck until stresses were minimized for the desired shape and weight.

Acclaimed Architect Peter Macapia was seeking to change perceptions and convictions about how buildings could look and how they impact their environment. He was exploring new frontiers in architectural design that simultaneously employed principles of architecture and engineering to produce totally new insights and types of structures. Macapia initially worked independently to carry through research started in the 1960s and ‘70s in Japan, efforts that had produced genetic-type algorithms for structural morphology. However, these early computational methods were primitive in their applicability by today’s standards. Macapia’s perception of what was possible in his field changed significantly in 2010 when he was preparing a course for the Southern California Institute of Architecture (SCI-Arc) in Los Angeles.

A leading global automotive parts supplier, with over 300 manufacturing centers and close to 90 product development, engineering and sales centers in 30 countries, faced a significant challenge when it expanded its operations to a new facility in the southcentral United States. The company's business model is based on invoicing against the cost of each component used in the manufacturing of a final product. On average, over 100 different components were used in each finished unit, with the number often exceeding 250 for custom variations. The supplier needed to validate, reconcile, and report on all the components used to manufacture the final unit for the automaker. Poor inventory controls and inaccurate supply chain reporting were impacting the supplier’s operational costs and revenue numbers. Additionally, the automaker required that each component used in the final unit be mapped to the Vehicle Identification Number (VIN) of the fully manufactured vehicle. The number of different data sources and formats used in this process demanded a solution that was easy to use, could extract needed information from disparate data sources, and ensure accurate, timely, flexible reporting and invoicing.

BMW Motorrad, the motorcycle division of BMW, was facing a challenge with the crankshaft model building process. The process was previously outsourced to external providers, with the average time taken for a model being between 1-2 weeks depending on the engine type. The organization required an annual estimate of new crankshaft models to be produced for budgetary decisions. However, the actual production of the models often fell short of estimates due to varying constraints on the part of the suppliers. Additionally, for any additional crankshaft models when required, the overall order processing time could be lengthy. To facilitate effective budgetary planning and decision-making, accuracy in model production forecasts with a high degree of confidence became necessary.

Socomec, a century-old, France-based company specializing in innovative power solutions, was seeking to create additional value for its customers by implementing increasingly complex and sophisticated power setups. The company's specialty lies in providing low-voltage energy installations for critical energy buildings like datacenters, solar plants, utilities, and hospitals. However, simply meeting customers’ power needs wasn’t enough for Socomec. The company aimed to provide solutions that would enable customers to elevate their businesses to the next level of performance and efficiency. This required the implementation of intricate power setups and services, involving detailed processes such as governance, project management, change management, architecture, integration, and cybersecurity. To achieve this, Socomec decided to collaborate with an open ecosystem of experts and partners, allowing it to focus internal resources on its core competencies.

Guerrilla Gravity, a mountain bike manufacturing company based in Denver, Colorado, faced a significant challenge in pioneering a new material application and technology without a roadmap. The company was experiencing rising demands and needed to meet schedule and production challenges. The launch of their innovative Revved Carbon Technology, which combines a new bike frame material and a new patent-pending manufacturing method, brought an additional set of challenges. The company had to scale production with increased demand, which was doubling year after year. The introduction of the new technology also posed the risk of unknown problems arising, putting launch schedules in jeopardy.

KTM Technologies GmbH, a division of PIERER Mobility AG, was tasked with the challenge of improving the engine performance of the KTM 450 Factory Edition motorcycle. The specific goal was to expand the rpm range of the engine by designing a new type of rocker arm with lower inertia while maintaining or improving stiffness and deformation level. The challenge was to reduce the mass inertias of the moving masses to a minimum while meeting the component’s stiffness targets. This would allow the rpm to be maximized without leading to higher forces on the component, ensuring the part's durability performance. The structure and optimization group at KTM Technologies, which focuses on structural optimization of parts for various manufacturing methods, was given the responsibility of redesigning the rocker arm.

Cape Regional Health Systems, a healthcare service provider for a growing resident population and over a million seasonal visitors, faced a significant challenge in managing and analyzing their expanding data. The organization's eight-person finance and reimbursement team struggled to consolidate information from a dozen different databases and reports, including patient records and insurance providers. As the organization grew, so did the volume of data, making it increasingly difficult to gather the right data points for analysis. The IT team was using SQL-based coding scripts to extract data from various modules and repositories, a process that was not only complex but also time-consuming. The team often had to rely on external consultants for assistance, which further delayed the data retrieval process. This delay in data access was a significant hindrance for the executive team, who needed timely data to make critical business decisions.

Skidmore, Owings & Merrill (SOM), a globally recognized architectural, urban planning, and engineering firm, was tasked with designing the New United States Courthouse in Downtown Los Angeles. The challenge was to create an open and transparent public space that complied with the General Services Administration’s (GSA) 2020 sustainability objectives. The building had to incorporate numerous sustainable design features, and SOM’s structural engineering team had to devise a creative structural system that would suspend the building's perimeter above the civic plaza while maintaining the required setbacks from the street. The challenge was not only to meet these stringent requirements but also to do so in a timely manner.

Michigan Baja Racing (MBR), a collegiate race team participating in the North American Baja SAE intercollegiate competition, faced a significant challenge in designing a competitive off-road race car. The team had to create a vehicle that was light and nimble enough for acceleration, maneuverability, and hill climb events, but also durable enough to withstand the suspension and traction (S&T) and endurance race. The design process required innovative solutions to reduce mass while maintaining strength, ensuring the vehicle could travel as fast as possible for as long as possible. Adding to the complexity of the challenge, the team had a tight six-month timeline from rulebook to manufactured vehicle, leaving little room for prototyping and testing and no room for critical design mistakes.

Rimac Automobili, a leading developer and manufacturer of electrification systems for global automotive companies, faced a significant challenge in the structural design of the monocoque for the Rimac C-Two, the largest single carbon fiber part in the automotive industry. The main challenge was the material, a lightweight, carbon fiber reinforced with epoxy resin. As this carbon fiber is an orthotropic and brittle material, its representation in a finite element (FE) material card is very difficult. One of the most important parameters in designing EV is weight. The lighter the vehicle, the more increase in vehicle range which can lead to a higher acceptance of EV. Following a lightweight approach in the development process of their concept hypercar C_Two, the Rimac engineers were tasked to design the monocoque as a single carbon fiber part with an unprecedented size.

Renault Nissan Mitsubishi Alliance, a strategic partnership between Renault, Nissan, and Mitsubishi Motors, was facing a significant challenge in reducing the weight of their vehicles to stay competitive in the automotive industry. The company aimed to decrease the mass on chassis components by combining new, lighter material Alu with topology optimization. However, the traditional simulation methods such as finite element analysis, while helpful in developing lighter and affordable cars, were time-consuming. The company needed a new, easy-to-use simulation tool that would enable non-experts, part-time analysts, and designers to gain insights and accurate results in the early design phases of Renault vehicles chassis projects and projects for production line tooling/conveyors. The challenge was to find a solution that could reduce the lead time on the development of its products, aligning with the corporate initiative “FAST” (Future-Ready At-Scale Transformation).

The challenge faced by MDGo, an Israeli startup, was to develop a system that could automatically alert first responders and hospitals about accidents and provide detailed reports on potential injuries. The goal was to reduce the number of fatalities that occur in the hours and days following a car crash, which research shows could be up to 44 percent of all car crash deaths. The system needed to provide real-time, detailed information about the victim’s injuries to help first responders make informed decisions. However, obtaining the necessary data for such a system was a challenge. Physical crash tests, while useful, were not diverse enough and were defined by regulations. Moreover, conducting a large number of physical crash tests was expensive.

Talaria, a startup founded by students at the Delft University of Technology, is developing new airborne solutions for Personal Air Mobility (PAM). The team is working on an electrically driven PAM that can take-off and land vertically in urban environments. The main challenges faced by the team were weight reduction and speeding up the production process. The weight of all components has a significant impact on flight performance and the flying range. Therefore, Talaria aimed to optimize the hubs of four rotor blades to reduce the overall weight of the device. The challenge was to reduce the weight and number of unique components, while ensuring feasibility and safety in a quicker production process. The chosen manufacturing method was 3D printing, which presented a unique challenge because this is not common practice in the aviation industry for critical components.

The South African aviation manufacturing solutions provider Aerosud and the South African Council for Scientific and Industrial Research (CSIR) launched a challenging 3D printing project, Aeroswift, in 2011. The project aimed to unlock the potential of the growing additive manufacturing (AM) industry, improve market competitiveness, and provide South Africa with a unique competitive edge in metal AM. The challenge was to build a large metal Unmanned Aerial Vehicle (UAV) frame on the Aeroswift printer, while improving the buy-to-fly ratio and reducing development time and waste. The Aeroswift system was capable of printing much larger parts than ever before, and ten times faster than any other commercially available laser melting machine. However, to fully utilize its capabilities, Aeroswift needed a methodology for designing large additively manufactured products.

San Bernardino County School System, which services 40 school districts and supports K-12 schools, community colleges, and occupational programs, was struggling with efficiently integrating data and providing reporting to comply with the Affordable Care Act and other new regulations. The school system was also required to continuously respond to ad hoc information requests. The new payroll reporting requirements further complicated the situation, as the system struggled to integrate the necessary data. Costly payroll system upgrades and time-consuming, manual efforts were not in the budget. The technology department needed to continuously respond to ad hoc requests for information quickly, such as budget impacts of increasing a health benefit, or the number of substitute teachers employed in a given month.

The Western Sydney Solar Team was tasked with designing the most efficient and aerodynamic single-seat solar car possible, while ensuring driver safety and adhering to class rules. The team had a predetermined design of the solar car body shape that was optimized with the primary focus on reducing aerodynamic drag. However, they faced challenges in optimizing the monocoque chassis, bulkhead structure, and motor housing of the car within the existing design. They also had to adhere to strict design load cases set out in the class rules as well as minimum g-force strength requirements to ensure driver safety. Furthermore, they had to design and optimize the roll-hoop to safely accommodate the driver. The team was provided with a geometric model of the car that set out the chassis and structure, but no design existed for the roll-hoop.

Michigan Engineering Services, LLC (MES), a research and development company specializing in commercial software and advanced technology for engineering simulations, was faced with a challenge from automotive companies. These companies needed to control the airborne noise generated within the interior of a vehicle due to external sources such as motors, engines, transmissions, and tires. The goal was to achieve the least amount of noise with minimal penalties in cost and weight. The challenge was that conventional Finite Element Analysis (FEA) methods, used for simulations up to 8KHz to 10KHz (the typical upper frequencies of interest for airborne noise), were either computationally expensive or infeasible due to the small size of finite elements required to model the vehicle at such high frequencies.

Shiva Tool Tech, an automotive manufacturing company based in Pune, India, specializes in designing and manufacturing gravity die casting (GDC), low-pressure die casting (LPDC), and high-pressure die casting (HPDC) Dies. The company supports customers from the manufacturing process design to the production stage. However, the company faced challenges in obtaining a defect-free die design. The casting die designs were developed based on years of experience for components received from their customers in the form of computer-aided design (CAD) and engineering drafts. Once the die for the casting was designed, it was manufactured and assembled at their facility. The die was then sent to the customer for carrying out the physical casting trial. The cast part manufactured from the new dies was sent back to Shiva Tool Tech with an inspection report and defects identified. The die design was then modified to eliminate the defects. This entire process took about 3-4 physical iterations to get a defect-free die design. The company realized the value of simulation software in optimizing this design and manufacturing process to save time and money. However, outsourcing the simulations were expensive and time-consuming.

The case study presents several challenges faced by companies in the field of composite material design and manufacturing. The first challenge is to accurately represent the behavior of composite material and choose the best option from many possibilities. The second challenge is to generate a realistic finite element model of a wound part. The third challenge is to perform a global simulation that includes refined areas at a lower scale. The fourth challenge is to simulate the lay-up manufacturing process of a complex composite part to predict the orientation of its fibers and its fiber volume fraction. The final challenge is to simulate the lay-up manufacturing process of an aeronautic radome, predict the orientation of its fibers, and consider these orientations in predicting the electromagnetic performance.

The BHGE Secondary Flow & Heat Transfer team is tasked with a wide range of analyses in the gas turbine design process. The team's scope includes estimating the secondary air requirements for the entire turbine, providing boundary conditions for the thermomechanical analyses of the engine's main components, and supporting the estimation of the performance of the thermodynamic cycle, among other tasks. A key focus of the thermal design process is on the lifespan and reliability of the components, which are directly linked to controlling local temperature and thermal gradients. Additionally, the team must consider the required amount of cooling mass flow and the back flow margin (BFM), which quantifies the pressure margin to hot gas ingestion through a cooled component wall. The evaluation of the BFM is not deterministic but should be conducted statistically, considering all uncertainties of geometrical and thermo-fluid dynamics boundary conditions. As a result, component failure is evaluated probabilistically, determining the probability of failure.

Dynamic Systems Analysis Ltd. (DSA) has been providing custom software solutions for the ocean engineering industry for over a decade. Their ProteusDS and ShipMo3D simulation software tests virtual prototypes of vessels and equipment operating in ocean conditions. Seaflex AB, the maker of the Seaflex mooring system, needed to understand the dynamic effects of ocean current, wind, and waves on their mooring system. This understanding is crucial to reduce the risk and uncertainty of vessel motions and loads on equipment in an ocean environment, leading to safer designs and lower risk and project cost. The Seaflex mooring system is an engineered mooring system that is custom made for each particular location based on the expected forces and conditions. The challenge was to estimate the effect of current, wind, and waves on the mooring system and to numerically model the response of the Seaflex mooring system to various conditions.

PSA Peugeot Citroën, the second largest carmaker in Europe, faced a significant challenge in meeting increasingly stringent automotive regulations that demanded lower CO2 emission levels. This required the carmaker to decrease the design structure mass by using materials with a higher strength-to-weight ratio. However, introducing new materials into the design process was complex; design rules and numerical tools had to evolve to understand the characteristics of these materials and evaluate potential failures. There was a risk of delaying production awaiting reliable design direction from simulation, or having to redesign a part late in the design cycle. Furthermore, due to the large, nonlinear deformations involved in simulating crash or rupture events, proper material failure criteria were essential to results accuracy. To improve its knowledge in assessing predictive rupture models, and to identify a viable solution for testing ruptures on a massive scale, PSA collaborated with Altair, Ecole Polytechnique Laboratoire de Mécanique des Solides (LMS) and PRACE.

The Federal Transit Administration (FTA) has mandated modern transit bus systems to provide more efficient services across America. Currently, U.S. public bus transit authorities are heavily subsidized to meet operating budgets, with State and local subsidies exceeding $19 billion per year and Federal subsidies exceeding $7 billion per year. The challenge was to design and manufacture a new bus with improved fuel economy, lower emissions, and a lower life cycle cost than the existing buses. The goal of the BUSolutions project was to meet these requirements and provide a sustainable solution for the future of public transit.

Cleveland Golf, a leading golf club manufacturer, faced the challenge of meeting changing regulations for golf club design while consistently introducing new products that are precisely engineered for shape, feel, balance, sound, and performance. The United States Golf Association (USGA) imposes limitations on golf club heads, including the size of the grooves in wedges and irons, the dimensions of the head, and the permitted coefficient of restitution (COR) – or springiness – that is allowed in clubs. As clubs have improved, they've reached these limits and have the capability to go beyond them. This posed a significant challenge as Cleveland Golf needed to figure out how to continue to improve clubs without exceeding these limits. Additionally, the USGA recently changed the rules specifying groove size, impacting how future clubs will be designed. From an economic standpoint, consumers were not buying as many clubs as they did in the past, so Cleveland Golf needed to create more new and innovative products, not just variations on existing clubs.

NACCO Materials Handling Group (NMHG), a leading producer of lift trucks, was facing a significant challenge in their product development process. The company had been using finite-element analysis (FEA) for 25 years, but this required the construction of several iterations of physical prototypes to test their designs. This process was not only costly but also time-consuming, leading to delays in bringing products to market. The company was in dire need of a solution that could reduce the time to market without compromising on the quality of their products. The ultimate goal was to virtually design, test, and evaluate each product before any physical prototypes were made, thereby saving costs and gaining a competitive advantage.