Model-based engineering

Model-Based Engineering (MBE) has emerged as a key methodology in industry to improve efficiency and reduce costs and lead times in the design and development of complex systems. Although its initial application was concentrated in sectors such as aerospace, defense and the naval industry, its begun to have a profound impact on the automotive industry, revolutionizing both the large Original Equipment Manufacturers (OEMs) and the suppliers in the supply chain.

This article explores how MBE is transforming the way vehicles are designed, tested and manufactured, and how this methodology is penetrating every level of the automotive supply chain.

What is MBE?

Model-based engineering is a methodology that uses digital representations or models to design and simulate complex systems. It is based on the creation of models that integrate different engineering disciplines, such as mechanics, electronics and software with the objective of representing not only the physical properties, but also the

behavior and relationships of an element or subsystem within a complex system.

This allows engineers to evaluate performance and make decisions prior to physical implementation.

Using model-based engineering, engineers can create detailed representations that allow them to visualize the behavior of the system under various conditions without having to physically build it. These models allow virtual testing to identify potential system failures or inefficiencies in order to iteratively adjust and improve the system, significantly reducing the time and costs associated with prototyping.

MBE in the aeroespace, naval and defense industries

MBE recorded its first successes in industries such as aerospace, defense and naval, where system complexity and simultaneously managing multiple variables are critical. An emblematic example is NASA, which has used advanced models to define, simulate and validate its flight systems prior to physical testing, significantly reducing development costs.

In the naval sector, companies such as Lockheed Martin and General Dynamics have employed MBE to design submarines and ships, enabling the integration of mechanical, electrical and software subsystems in a virtual environment before building the first physical prototypes. Similarly, the defense industry is benefiting from the use of model-based engineering in systems integration, achieving greater interoperability and reduced development times. One example is the future European FCAS fighter aircraft.

MBE in the automotive industry

In recent years, major automakers have begun to adopt MBE as a fundamental tool to meet the challenges of digital continuity and sustainable mobility. Today’s vehicles, especially electric and autonomous vehicles, increasingly rely on integrated hardware and software systems that require more sophisticated management during development.

OEMs such as General Motors, Ford, Toyota and Volkswagen use MBE to optimize the design of their vehicles from the early conceptual stages to series production. The use of MBE allows engineers to virtually test the interaction between different subsystems, such as electric motors, energy management systems and autonomous driving sensors. This approach significantly reduces development times, lowers the costs associated with physical prototypes, and improves vehicle quality and reliability.

MBE is expanding into the automotive supply chain

One of the big challenges facing the automotive industry in its digital transformation is bringing advanced methodologies such as MBE to the downstream supply chain. OEMs have made already significant investments in MBE implementation, and now Tier 1, 2, and 3 suppliers, responsible for supplying smaller components and systems, are beginning to adopt these practices.

The future of MBE in the automotive industry

The advancement of autonomous driving, vehicle electrification and the implementation of connected systems are driving the adoption of MBE as an essential methodology for automotive design and production.

Model-Based Engineering is revolutionizing the way vehicles are designed, tested and manufactured. As OEMs and their suppliers move towards full digitization, MBE plays a key role in integrating complex systems, improving efficiency and reducing costs. Although the automotive industry is in the early stages of this transformation, the potential of MBE to improve quality and accelerate the development of innovative vehicles is undeniable.

CT’s role in the deployment of MBE.

Always attentive to technological trends and with the founding mission of using the most advanced methodologies, processes and tools at the service of improving the efficiency of our customers, CT has launched the MBE Center of Excellence with the aim of deploying this methodology in all technological areas. Taking advantage of our extensive experience in the aeronautical and aerospace sectors, we are promoting the application of model-based engineering in all sectors with special attention to the automotive sector, where this technology will play a key role in the near future.

Current situation and challenges

The rise of new technologies, consumer preferences, and emerging mobility services are radically transforming the automotive industry. We find ourselves in an exciting era of change, driven by the pursuit of sustainable digital mobility.

Urban mobility is shifting from private car use to the concept of smart cities, where shared smart transport infrastructures for people and goods include private vehicles, bicycles, and public transit. This industry transformation requires the digital mobility value chain to capitalise on the latest innovations in software and electronics.

Artificial Intelligence (AI), the Internet of Things (IoT), sensor systems, robotics, and mobility services are paving the way, albeit with formidable challenges, towards a technological shift to new business models where the entire mobility ecosystem must collaborate for the evolution of transport services and features. Coordinating different means of transport for efficient door-to-door mobility is essential, as is fostering fully automated and autonomous driving, where software implements new features, capabilities, and vehicle performance enhancements.

Hardware components in vehicles are becoming more powerful and efficient, yet more challenging to manage. Concurrently, the complexity of software functions is growing exponentially, and vehicles are increasingly becoming an “Internet node on wheels.”

Current connectivity ecosystem among vehicles, infrastructures, and public road users. Source: FutureBride Analysis

Enabling technologies

In future mobility scenarios, vehicles will exchange a staggering amount of data with their environment, such as other vehicles, pedestrians’ handheld devices, and surrounding infrastructures like traffic lights, overhead cameras, or even with manned and unmanned aerial platforms.

It is evident that traditional mechanics must be complemented with hardware devices that allow for a seamless and agile data flow, with minimal latency (no more than 50 milliseconds), capable of maintaining its characteristics even in low or degraded connectivity situations. Vehicles will be self-aware and aware of their surroundings, capable of independently processing the vast amount of information being transmitted and received. Front and rear cameras, radar, and lidar (light detection and ranging) devices for detecting and avoiding obstacles and surrounding traffic are now common in many vehicles currently on the market. This remarkable hardware is matched by powerful management software with the most sophisticated artificial intelligence and image identification algorithms (Computer Vision) to turn vehicles into true digital platforms, enabling them to perform safe driving and even carry out evasive manoeuvres to avoid situations that put occupants at risk, such as unexpected lane changes, accelerations, or braking.

When a vehicle is autonomous, this implies that it can react independently, making decisions based on perceived information. It must also filter information and process only data that adds value in its data stream; the rest should be discarded and not included in its internal database. Finally, it should also be able to transmit useful and quality information to other ground and aerial platforms. It involves continuous interaction with the environment, extensively employing the V2V (Vehicle to Vehicle) and V2X (Vehicle to Everything) communication concept. For this, enabling technologies like 5G will be pivotal for the definitive roll-out of autonomous vehicles and traffic management in smart cities.

Moreover, the significance of cybersecurity in communications cannot be overlooked. Efforts will be made to ensure all links and data flow are fortified with a cyber protection layer against malicious attacks, attempts at usurping key user and entity information, and the deployment of deliberately false data. The traceability of information flow secured by blockchain is also emerging as significant added value.

Ongoing developments: towards predictive digital twin technology

At CT, we are engaged in significant urban mobility projects. One such initiative is the ECOMOBILITY KDT-JU project, involving 44 companies from 9 European countries, funded by the European Commission, where CT is responsible for developing a traffic manager for smart cities. With hardware technology and telecommunications devices, image capture, and digital maps generated by our partners, we are able to develop a predictive digital twin that informs us in real-time not only about the current traffic conditions in the city but also about likely future occurrences. Predictive ability will be crucial, going beyond mere data capture and display.

With current traffic data, we can establish trends about its evolution and thereby inform all stakeholders so that they can take the most effective and efficient actions. Everyone can benefit: from drivers, who can receive optimal alternative routes via their GPS devices in case of traffic jams, to city governing bodies, who can be provided with better traffic light synchronisation, display the most useful messages on electronic signage, or suggest the best roadworks or modifications to streets and access points to make traffic flow more smoothly. With the capability to manage both real and synthetic data, we will strengthen our digital twin, ensuring its results and predictions are highly accurate.

Streamlined cities and less pollution are among the many benefits

As we have seen, ecomobility presents significant challenges, but also a great opportunity to deploy the best digital technology for managing the autonomous capabilities of vehicles, integrated into current traffic management. This is an opportunity to make cities more agile, less congested, and where local transport and delivery services can operate more smoothly.

Additional benefits include a significant reduction in polluting emissions due to smoother traffic and promoting the roll-out of clean electric vehicles, decreased travel times between origin and destination, and optimised vehicle usage with shared platform business models.

The enabling technologies available to us for making this impressive leap include: IoT, sensor technology, predictive digital twins, and artificial intelligence. With these, our task will be to integrate all disciplines so that there is a seamless flow of information between vehicles and their environment, ensuring that they operate as if they were a single entity. It’s a complex mission, but we will drive together towards sustainable digital mobility.

Le Projet Agile de Développement d’Accès à l’espace – PADA1, est un consortium dirigé par HyPrSpace en sa qualité de pilote, en collaboration avec CT Ingénierie et Telespazio France. Ce projet vise à accomplir la conception détaillée du micro-lanceur OB-1 et le premier vol de Baguette One, un lanceur suborbital utilisant la technologie de propulsion hybride révolutionnaire développée par HyPrSpace.

Dans la continuité du premier volet de l’AAP micro-lanceur de France2030 remporté en 2022, HyPrSpace développe sa technologie de propulsion hybride innovante afin de motoriser le véhicule orbital et sub-orbital, dont le lancement est prévu pour le premier trimestre 2026. Cette innovation de rupture dans le domaine de la propulsion spatiale permet un accès à l’espace moins onéreux, et plus respectueuse de l’environnement.

Dans le cadre du projet PADA1, Telespazio France mettra à profit son expérience sur la maintenance, la planification et l’exploitation des infrastructures sol dont il a la charge à Kourou pour développer une offre de service complète depuis la prise en charge du lanceur à la sortie de l’usine, jusqu’à la mise en orbite des Charges Utiles. Ces opérations qui seront menées pour la première fois lors du lancement Baguette One reposeront en particulier sur des stations de télémesure et de télécommunication ultra-mobiles, autonomes et standardisées. Ce service de bout en bout sera parfaitement adapté aux moyens économiques et aux ambitions des microlanceurs qui devront pouvoir être lancés rapidement, à un prix compétitif, et souvent depuis différents ports spatiaux.  Le segment de gestion opérationnelle pour les services de lancement est l’un des domaines technologiques de référence que le groupe Telespazio dirige et guide dans son parcours d’innovation, en particulier dans les activités de « Segment Sol & Opérations » (à travers des capacités développées au fil du temps en participant à des contrats de l’ESA et du CNES) et dans les activités de « Maintenance & Opérations » qu’il réalise au Centre Spatial Guyanais sur l’infrastructure de lancement au sol

CT apportera au consortium son expérience dans le domaine de la conception et de l’optimisation système de lanceur ; depuis 35 ans, CT capitalise son expertise multiphysique sous forme de modèles et logiciels propriétaires, qui sont intégrés au sein de plateformes numériques pour l’évaluation technico-économique de système. CT mettra en œuvre dans le projet PADA1 ces compétences et outils, ainsi que ses savoir-faire en analyse de mission et trajectographie, pour l’ingénierie système et la conception des lanceurs OB-1 et Baguette One dans les délais réduits induits par l’évolution du marché de l’accès à l’espace.

Ce consortium vise trois objectifs majeurs : offrir un accès souverain et durable à l’espace pour les petits satellites, innover avec une technologie de propulsion plus écologique et compétitive, et renforcer la compétitivité française dans le secteur des mini et microlanceurs.

« La reconnaissance de notre projet PADA1 par le programme France 2030 confirme le potentiel transformateur de notre technologie hybride sur l’industrie spatiale. Nous sommes honorés et galvanisés par cette opportunité, et nous continuerons à travailler sans relâche pour solidifier la place de la France comme leader mondial du spatial, » a déclaré Alexandre MANGEOT, PDG de HyPrSpace.

« PADA1 est une étape majeure dans la mise en œuvre de la stratégie de Telespazio France de devenir opérateur de lancement pour les micro mini lanceurs et ainsi leur permettre de lancer rapidement, en tout temps et en tout lieu. Nous sommes ravis de pouvoir concrétiser cette ambition aux côtés de notre partenaire privilégié HyPrSpace dans le cadre du lancement Baguette One. Nous sommes convaincus que la valeur ajoutée de notre offre de services séduira d’autres acteurs du domaine. » Corinne MAILLES, Directrice Générale Adjointe Telespazio France« Ce projet innovant s’inscrit parfaitement dans la stratégie de développement de CT dans le secteur spatial. Participer en tant que membre du consortium PADA1 est une grande satisfaction pour CT et nous tenons ici à remercier France 2030. Nos ingénieurs et experts dédiés au secteur spatial apporteront au projet PADA1 toute l’énergie nécessaire au succès de ce projet ainsi que leurs expertises. » David PRIETO, CEO CT Group.

From windmills to aircraft-borne kites: the evolution of devices to capture wind energy.

Wind energy is not anything new. The first practical windmills emerged in Persia, possibly in the 7th Century CE. From there it extended to other parts of Asia, and later to Europe. Windmills were used for a variety of reasons, including grinding grain, extracting water and pumping water. Today they are used to generate electricity.

The technological evolution of devices used to capture wind energy has led today to the use of tethered unmanned aerial vehicles (UAV). These aircraft are used to capture wind energy by flying in crosswinds, and their energy is transmitted to the ground; so they could be considered tethered drones. These peculiar drone systems are called Airborne Wind Energy Systems or AWES.

AWES systems combine multiple concepts for the conversion of wind energy into electrical energy using autonomous aerial vehicles connected to the ground with a cable. The two main concepts are: on-vehicle (« fly-gen ») or on-ground (« ground-gen ») power generation:

 

AWES is still a young technology. The mathematical foundations of what would become AWES were presented in the scientific paper: « Crosswind Kite Power » by Miles L. Loyd in 1980. During the nineties, AWES research was practically abandoned; but in the last decade, the sector has experienced an extremely rapid acceleration. Several companies, mostly small start-ups and university spin-offs, have entered the wind energy business at high altitude, filing hundreds of patents and developing prototypes and demonstrators. Now that drone technology has matured, it has become possible to carry out the various concept demonstrators on AWES that today we can find flying in some parts of the world.

7 reasons to use AWES technology to generate electricity:

 

1. Enables access to more wind resources.

At higher altitudes, wind speed increases, and it does so almost exponentially. For example, the energy density of the wind doubles between 500 and 1500 meters. This translates into the global industrial trend of developing individual wind turbines with increased rated power (up to 5 MW) that have long blade lengths (to increase the swept area) and tall turbine shafts (to achieve stronger winds at higher altitudes); but these will never be able to reach the heights of an AWES. In the case of Spain, AWES would significantly increase both on-shore and off-shore wind resource potential (on the mainland and even more on islands).

Extrapolating the case to the whole planet, it is possible to conclude that a significant part of the world’s primary energy could potentially be extracted from medium and high altitude winds. This means there will be great commercial and research opportunities for the coming years in the field of AWES.

2. Mitigates the problem of intermittent renewable energy sources.

In 2016, Bill Gates called for « energy miracles. » By miracles, he meant new technologies that can help solar PV and conventional wind turbines achieve a faster and more affordable transition to 100% renewable energy that meets needs globally. He was especially looking for technologies that could solve the problem of intermittency of renewable energy sources (when there is no sun or wind there is no solar or wind generation). When asked to name such potential breakthroughs or « miracle » technologies, Bill Gates mentioned high-altitude wind power and called it a « potential magical solution » to the world’s energy problem. In another interview, he called High-Altitude Wind Energy one of the three most promising technologies for renewable energy generation.

Realistically, we will still have to wait a few years before we have the technologies (especially the materials that make up the cable) to reach heights greater than 500m; but with the current 200 to 500m we can access winds that are above the atmospheric boundary layer, which are less turbulent and more constant and which improve the load factors of current solar and wind generation systems. For example, according to Enerkite’s data for its EK200 system (see graph below), these winds would improve the estimated load factors of both solar photovoltaic (12%) and conventional wind generation systems (35%) by up to 75%:

3. Reduces generation costs (LCOE).

Introducing a new technology into the real world is no easy task, as many barriers to entry must be overcome. When the market considers adopting a new technology, it is because it improves on existing technologies in at least one aspect (e.g. economics, environment, social factors, etc.) and does so in a significant way (e.g. by improving it by at least 50%).

When quantifying improvements in the economics of renewable generation systems, the best approach is to compare the Levelized Cost Of Energy (LCOE). The LCOE represents the sum of the costs of a power generation asset over its lifetime (from construction to recycling) relative to the energy it has produced in that time (€/Mwh).

According to several sources, including the historical series of LCOE analysis carried out by the LAZARD consulting firm, current renewable energies (solar infrastructures larger than 1 MW and onshore wind turbine farms) have a lower LCOE than coal or natural gas plants. Therefore, AWES should be compared with current renewable energies, of which conventional wind turbines have the lowest LCOE given their maturity and period of existence in the market. Since there are no AWES systems in real operation, beyond a few concept demonstrators that operate with a certain degree of autonomy, we cannot consider their operation and maintenance aspects (OPEX); but we can quantify the investment costs (CAPEX) and infer the recycling costs (LCOE).

In a conventional wind turbine, 60% of the energy is generated with 30% of the outermost end of the blade; therefore, this can be replaced by an aerial vehicle whose wing area is equivalent to 30% of the blade area to generate the same energy. This transformation into an AWES system achieves a CAPEX saving of 50% in a typical infrastructure (see graph below) by replacing the blades and tower of the wind turbine with an aircraft tethered by a ground cable:

As for the recycling costs, it can be inferred that they are much lower; since the mass of an AWES (e.g. see the data of the European AWES Association in Kg/Mwh in the following graph) is approximately one third of a conventional wind turbine. Therefore we obtain a saving of 66% in terms of the mass of the material to be recycled.

The carbon footprint of a product is an environmental indicator, measured in mass of CO₂ equivalent, which aims to reflect « the total greenhouse gases (GHG) emitted by direct or indirect effect during the life cycle of that product. This indicator has been analyzed in the study: « Life Cycle Assessment of Electricity Production from Airborne Wind Energy » by Stefan Wilhem) based on a theoretical AWES system of 1.8 Mw including all necessary components up to grid connection. As an example case, a generic fixed-wing aircraft with a ground-based generator was considered. This system was then compared to a conventional wind turbine of similar power. The study concludes that the AWE plant studied has a carbon footprint of 49% compared to the conventional wind turbine (see carbon footprint breakdown by elements):

5. Has less visual impact.

As they say, a picture is worth a thousand words: the visual impact of the different technologies for generating 100 kW is very different.

6. Provides greater flexibility.

AWES provide a renewable generation system that can be installed and uninstalled in minutes and can be easily transported, installed and operated almost anywhere in the world. At the end of the day, an AWES is basically composed of three elements: an aircraft, a ground system and a cable that joins them, which can be « compacted » in a format that even allows it to be easily transported by road. In fact, the multiple AWES concept demonstrators that exist today, usually house all the elements in a container; thus allowing its transport by land, sea or air, easily and efficiently.

Flexibility means logistical advantages that make AWES a very attractive option in cases such as emergencies, military operations, self-consumption or in any isolated (off-grid) and/or remote systems in which they can compete successfully against optimized solutions such as generator sets.

7. Provides greater scalability.

There are now a large number of AWES concepts that have been demonstrated in flight (see the following picture of some European demonstrators). Once the AWES concept demonstrator has been developed, it can quickly be scaled up from a few Kw to several Mw.

CT, société d’ingénierie leader en matière d’innovation technologique tout au long du cycle de vie des produits, participe à la 54^ème édition du Salon International de l’Aéronautique et de l’Espace qui se tient au Bourget du 19 au 25 juin.

Cette année, CT accueille les visiteurs dans le Hall 2B, aux stands C93 et C91, ce dernier est consacré à sa filiale CT Infodream, où elle les informera sur ses dernières nouveautés en matière d’intégration des technologies 4.0, d’évaluation de risques des missions militaires et de gestion stratégique fondée sur 3DEXPERIENCE. En outre, les visiteurs pourront découvrir l’une de ses principales réussites dans le secteur du tourisme spatial, le projet Halo Space, dans lequel CT est leader technique et intégrateur de tous les systèmes.

Le stand de CT est la vitrine pour les produits de plusieurs sociétés du groupe, dont CADTECH, partenaire de Dassault Systèmes, et Axter CT, spécialisée dans le développement de systèmes de propulsion, de génération et de distribution d’énergie hybrides et/ou électriques. Par ailleurs, CT Infodream dispose de son propre stand (C91) pour présenter les nombreux avantages de Qual@xy Suite, une solution logicielle unique de Manufacturing Execution System (MES) spécialement conçue pour l’Industrie 4.0, déjà mise en œuvre par de grands groupes internationaux, leaders dans leur secteur.

Dans le cadre de notre engagement en faveur de l’amélioration continue, à l’issue de chaque projet, nous réalisons une enquête de satisfaction auprès de nos clients. De plus, nous les informons que, pour chaque formulaire de satisfaction qu’ils nous retournent, nous nous engageons à verser 10 euros à l’ONG Cœur de Forêt.

Nous pouvons donc affirmer que les avis de nos clients contribuent littéralement à planter des arbres. En 2021, nos dons ont progressé de 60 % par rapport à 2020, grâce à l’augmentation importante du nombre de formulaires de satisfaction renvoyés par nos clients. Il s’agit de la troisième année consécutive que nous collaborons avec l’ONG Cœur de Forêt, association française impliquée dans la préservation des forêts partout dans le monde, par l’introduction d’une gestion durable plaçant l’être humain et la biodiversité au cœur de ses activités.

CT, entreprise d’ingénierie leader en innovation technologique tout au long du cycle de vie du produit, a lancé un nouveau site Web corporatif mieux adapté à son envergure de plus en plus internationale (les contenus sont désormais disponibles dans plusieurs langues : espagnol, anglais, français et allemand), et à l’engagement du groupe en matière de numérisation et de durabilité.

Portée par sa diversification sectorielle et son rôle dans la transformation numérique, une valeur transversale dans tous ses services et domaines d’activité, l’entreprise a défini une structure narrative plus claire et intuitive. L’utilisateur peut non seulement accéder à un vaste catalogue de secteurs, mais aussi aux services transversaux du groupe, tels que l’ingénierie, la numérisation, la formation et le développement de logiciels.

La structure choisie pour le site met en évidence le grand réseau de personnes et d’organisations que l’entreprise a tissé depuis sa création, en 1988. Ainsi, dans ses sections plus corporatives, un espace a été dédié à chacune des parties prenantes du groupe : depuis les employés et les clients, jusqu’aux associations et partenaires technologiques.

L’innovation, valeur constitutive de l’ADN de CT, ancrée dans toutes ses activités, occupe une place centrale, avec une section promouvant également les projets de recherche et développement européens auxquels participe l’entreprise avec d’autres partenaires.

CT met aussi l’accent sur la gestion des talents, avec une offre de postes à pourvoir large et variée dans les différents pays où elle est présente. On y trouve par exemple une section consacrée aux avantages obtenus en intégrant l’équipe, comme des plans de carrière et de formation personnalisés, la conciliation ou un environnement « d’innovation ouverte ».

L’entreprise, qui s’est toujours placée aux côtés de ses clients, transmet cette proximité et cette flexibilité grâce à une expérience utilisateur plus conviviale et rapide. Ses spécialistes sont à portée de clic pour répondre à toute question.

« Avec ce site Web, nous souhaitons mettre en valeur les piliers fondamentaux de CT, à savoir la connaissance technique et la valeur humaine. C’est pour cette raison que nous avons souhaité consacrer une place de choix à la section sur les projets pour lesquels nous avons travaillé main dans la main avec nos clients, ou encore au blog où nos experts dans différents domaines partagent leur point de vue et la proposition de valeur de CT », explique Vicente Egea, directeur général de CT.

« Nous n’aurions pas pu construire cet espace sans la contribution de toute la communauté des employés, des clients et des fournisseurs, entre autres ; ce site Web est donc une vitrine numérique sur notre activité, mais également une opportunité de reconnaissance et de remerciement », ajoute Vicente Egea.