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  • saurabhjain

    Calling Mechanical Engineers to collaborate on Twitter

    By saurabhjain

    If you are a mechanical engineering professional and have a twitter account .. we invite you in our mechanical engineering  campaign to collaborate on twitter.. Retweet the following status on https://twitter.com/mechportal/status/646544243649961985 Look forward for your presence. Regards Mechanical Engineeirng forum
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  • DrD

    #20 -- A Question of Stability (Revised)

    By DrD

        Mechanics Corner
        A Journal of Applied Mechanics and Mathematics by DrD, #20
        © Machinery Dynamics Research, 2015
    A Question of Stability Introduction     The word stability in its several forms is widely used in nontechnical communication. A person whose life it highly consistent from day to day is said to have a stable life. When the political situation in a particular area appears to be unlikely to change, it is said to be stable. A person who is well balanced and unlikely to be easily provoked to anger is said to be a stable person. When the medical condition of a sick or injured person ceases to get worse, the person is said to be stabilized. A company on the verge of bankruptcy is said to be an unstable company. But what does the word stability mean in a technical context? Each of the foregoing examples hints at the technical meaning without really being explicit about it.   A factor g = accel of gravity was missing in the potential energy expression. That is now corrected.
        
     
        Stability.pdf
    • 16 comments
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  • DrD

    A Question for Readers

    By DrD

    Many of you have asked me various questions, so now it is my turn. Let me lay a bit of background first, and then the questions.   I have had some conversations recently with JAG (one of the other writers here at ME Forums) regarding the choice of software for 3D modeling and analysis. JAG has made some excellent suggestions, specifically a cloud based program called Onshape. Unfortunately, for reasons that are unclear, my computer cannot run Onshape; I have worked with their help people for several hours, all to no avail. JAG recommends this in part because there is a "free version for the hobbyist" and a relatively inexpensive "full version for the professional." That is pretty attractive, but since I can't run it, I'm stuck.   I gather that virtually all engineering colleges these days are teaching some sort of 3D modeling and analysis software, but that raises a few questions in my mind. 1. If your college teaches brandX 3D software, what will you do when you go to work for a small company that cannot afford anything more than 2D drafting (simple CAD), with no analysis capability at all? How will you do your job then? You probably have your own pocket calculator, but will you have your own copy of ANSYS or Pro-E? 2. What software does your school teach (every students should have an answer to this question, so I expect lots of replies on this one!)? 3. If you have used software extensively for analysis of engineering problems (beam deflections, stress analysis, fluid flow, heat transfer, etc), are you confident  that you will be able to work all of those problems if there is no such software available to you on the job?   I might add, as sort of a postscript, most of you know that I am older than dirt (I just had another birthday, so the situation is even worse!), so I tend to look at things from an elderly perspective. One of my great fears as a working engineer was "What will happen when I'm ask to do something that I don't know how to do?" It happened more than once, and it usually resulted in a flurry of intense research to come up to speed on whatever topic was involved. I could usually do that because I have a pretty good library, and I knew how to use a university library as well. But in terms of software, I was always concerned that I had no FEA program, so how could I do problems that others were doing by FEA? I have come up with some interesting work-arounds, including writing my own FEA for some problems, but I never wanted to be dependent on software that I could not afford to own. So, back to my questions about: How are you going to buy your own copy of ANSYS? DrD
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    Can anyone Tell, cost details of "Cosserat Rod" and its vendor ?? Please reply if anybody familiar with "Cosserat Rod" !

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    Note: I enjoy blogs, and rambling on, which is the primary reason I started this blog. I will try my best to keep consistent and provide entertaining information and possibly my mishaps while I refine my engineering skills. I enjoy to build mini-robots and program micro-controllers so from time to time I will post some of my own stuff here and talk about things I either find interesting or have learned.

    The other day I came across an interesting question about wind turbines. Some wind turbines have their "wings" on a horizontal axis, but there is a vertical axis option. Why would you choose one or the other?

    Whichever Way The Wind Blows

    Well, first of all take into account the direction of the blowing wind. Before I get to poetical, usually a horizontal wind turbine needs to be twisted toward the direction of the wind whereas the vertical wind turbine is omni-directional. The horizontal option is sort of like a cantilever beam, but the vertical wind turbine is not, soooo the vertical wind turbine could possibly, conceptually, be larger. As I was staring at some wind turbines I thought about some of these things. Once again, I'm just rambling on and I really don't have much to say today. So I leave you off with that.

    Enjoy.

  1. Hass' Blog

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    Hello all.

    I want to know what engineers call a mechanical system which is basically made of two parts;

    1- a shaft with screw threads on it.

    2- a hollow tube with screw threads on the inside wall matching threads on the shaft.

    And when the shaft is turning the hollow tube moves to and fro.

    Or maybe you know a link.

    I appreciate your help.

    Thank you.

    Regards

    Hass

  2. blog-0088852001412482630.jpg

    All about Automobile piston

    The slugs of aluminum inside your engine live in a fiery hell. At full throttle and 6000 rpm, a piston in a gasoline engine is subjected to nearly 10 tons of force every 0.02 second as repeated explosions heat the metal to more than 600 degrees Fahrenheit. These days, that cylindrical Heads is hotter and more intense than ever, and it’s only likely to get worse for Automobile pistons. As automakers chase higher efficiency, piston manufacturers are preparing for a future in which the most-potent naturally aspirated gasoline engines produce 175 horsepower per liter, up from 130 today. With turbocharging and increased out-puts come even tougher conditions. In the past decade, piston operating temperatures have climbed no degrees, while peak cylinder pressures have swollen from 1500 psi to 2200.

    A piston tells a story about the engine in which it resides. The crown can reveal the bore, the number of valves, and whether or not the fuel is directly injected into the cylinder. Yet a piston’s design and technology can also say a lot about the wider trends and challenges facing the auto industry. To coin a maxim: As the automobile goes, so goes the engine; and as the engine goes, so goes the piston. In the quest for improved fuel economy and lower emissions, auto-makers are asking for lighter, lower-friction pistons with the stamina to endure tougher operating conditions. It is these three concerns durability, friction, and mass that consume the piston suppliers’ workdays.

    In many ways, gasoline-engine development is following the path laid out by diesels is years ago. To compensate for the so-percent increase in peak cylinder pressures, some aluminum pistons now have an iron or steel insert to support the top ring. The hot-test gasoline engines will soon require a cooling gallery, or an enclosed channel on the underside of the crown that’s more efficient at removing heat than today’s method of simply spraying the piston’s underside with oil. The squirters shoot oil into a small opening on the bottom of the piston that feeds the gallery. The seemingly simple technology isn’t easy to manufacture, though. Creating a hollow passage means casting the piston as two pieces and joining them via frictionor laser welding.

    Friction Factor

    Pistons account for at least 60 percent of the engine’s friction, and improvements here have a direct impact on fuel consumption. Friction-reducing, graphite-impregnated resin patches screen-printed onto the skirt are now nearly universal. Piston supplier Federal-Mogul is experimenting with a tapered face on the oil ring that allows a reduction in the ring tension without increasing oil consumption. Lower ring friction can unlock as much as 0.15 horse-power per cylinder.

    Automakers are also hungry for new friction-reducing finishes between parts that rub or rotate against each other. The hard and slippery diamond-like coating, or DLC, holds promise for cylinder liners, pis-ton rings, and wrist pins, where it can eliminate the need for bearings between the pin and connecting rod. But it’s expensive and has few applications in today’s cars. “The [manufacturers] are discussing DLC often, but whether or not they will make it into production cars is a question mark,” says Joachim Wagenblast, senior director of product development at Mahle, a German auto-parts supplier.

    Increasingly sophisticated computer modeling and more-precise manufacturing methods also enable more-complex shapes. In addition to the bowls, domes, and valve indents needed for clearance and to achieve a particular compression ratio, asymmetric skirts feature a smaller, stiffer area on the thrust side of the piston to reduce friction and stress concentrations. Flip a piston over and you’ll see tapered walls scarcely more than oa inch thick. Thinner walls require tighter control on tolerances that are already measured in microns, or thousandths of a millimeter. Thinner walls also demand a better understanding of the thermal expansion of an object that sometimes has to warm from below freezing to several hundred degrees in a matter of seconds.

  3. free_piston_toy.thumb.jpg.efc236cf5c3ef6

    There is probably no better chronicler into the full depth of American ingenuity than YouTube. Here one finds not just computer models for all manner of esoteric combustion engine designs, but actual working prototypes of them, often built by individuals. Big companies can also innovate here sometimes. A new free piston engine linear generator (FPEG) from Toyota Central in Maine is a case in point.

     

     

    The piston is called “free” because there is no crankshaft. On its power stroke, the piston dumps its kinetic energy into the fixed windings which surround it, generating a shot of three-phase AC electricity. It can be run sparkless through a diesel cycle or run on standard gasoline. What has folks excited is the claimed thermal efficiency for the device — at 42% it blows away the engines used in cars today. Toyota’s demo engine, just 8 inches around and 2 feet long, was able to generate 15 hp. A two-cylinder model would be self-balancing and have much reduced vibration.

     

     

     

    Not surprisingly, the valves are electrically operated and can therefore be better used to fine-tune the power delivery through the full range of the stroke. Speaking of strokes, the video indicates a two-stroke design, which might present a few problems for a road-worthy design. For one thing, emissions would be suspect. Nonetheless Toyota imagines that a twin unit design pumping out 20 kW could power a light electric vehicle at a cruise speed of 120 kph (75 mph).

     

    blogentry-53-0-15195000-1410589956.jpg

     

    Toyota's FPEG, in colorLinear generators and linear combustion engines are nothing new. Shake-to-charge “Faraday” flashlights, smartphones, and even energy-harvesting backpacks are all standard fare, while single-acting direct power pistons have also seen action in applications as intriguing as power-assist boots for the Russian military. The trick is to get the two working efficiently in unison and that is the beauty of what Toyota appears has done. Considering that the piston is decelerated and re-accelerated at each end of the stroke, any mismatch between combustive power input and electromagnetic power extraction needs to be absorbed somewhere. Mechanical or air springs can help although there is still likely to be some efficiency loss.

     

    At the risk of adding some confusion, the device is technically an alternator as it generates AC. As (most) electric cars use 3-phase AC induction or “AC-like” 3-phase brushless DC motors, they could potentially run directly from the output of this device, perhaps save for some intermediary voltage and current conditioning. However, like standard car alternators, there will likely be DC conversion to charge the battery pack — unless Toyota has also secretly perfected the AC battery. There is still plenty of room to innovate here. Linear alternators are similar in design to linear motors, but one does not simply reverse the cycle to swap one into the other — there are certain control functions that need to be imposed on how the coils are energized in a motor. However that does not mean a multipurpose linear electric power device could not be constructed.

  4. blog-0495865001409287536.jpg

    Essentially just a long stick of metal with some bumpy bits on it, the camshaft doesn’t seem that special. However, it’s partly responsible for how your Car runs and if you change it, how fast it can go.

    The camshaft is responsible for making sure the air and exhaust gasses can move in and out of your engine’s cylinders at the right time. Important stuff really, because if they didn’t, your engine would make all kinds of unfortunate noises and then give up. Probably taking some expensive mechanical bits out of action along the way.

    There are a lot of factors in terms of the full operation of a camshaft such as timing and pulleys and so on to consider, but we’ll cover those in a future. For now, the focus is on the camshaft itself, what it does and how changing it can help you extract even more from your Car.The camshaft or, in the case of a twin cam engine, camshafts, are driven by the engine’s crank via a system of pulleys and either a chain or a belt. As the crank turns so does the cam, which will be set to open the inlet valves to let the air in, which then mixes with the atomised fuel within the cylinder. As the engine rotates further the camshaft will allow those valves to close, the piston will rise and, compress the air/fuel, fire and then on the return, downward stroke, the cam will have rotated to allow the outlet valves open thus allowing the exhaust gasses to escape. Then it’s just a case of repeating the cycle, just several thousand times a minute. To give you an idea, when your engine is at 4000rpm, the valves are opening 2000 times a minute, or 33 times every second.

    all-you-need-to-know-about-camshaft

    For a standard car, you just need to make sure your engine is well maintained, your fluids are topped up and that you’re not subjecting it to particularly heavy abuse. Do that and your factory camshaft should never let you down. If, however, you want to get a bit more from your engine, you can change your cams for performance items.

    FAST ROAD

    If you’re a more spirited driver, there is the option of a fast road cam. It works on exactly the same principle as a normal cam, it just takes some liberties with the valve opening durations in the name of squeezing a bit more out of the engine. The beauty of a fast road cam lies within the name: it can be used on the road but will also see you go a bit quicker.

    This is important because, as we’ll explain shortly, the more aggressive your camshaft is, the more difficult it will be to drive at speeds anything other than flat out.A fast road cam is designed to be a balance of the two.A standard camshaft will offer very little in the way of overlap the duration the inlet and exhaust valves are open at the same time. This means the engine is running well within its operating tolerances and the air being added into the fuel isn’t excessive, perfect for everyday driving at all speeds. The fast road cam works by both increasing the overlap of the valve’s opening duration as well the time the valve is open altogether, meaning that in a fast road cam, there is more time for the engine to draw in more air on the piston’s downward stroke. More air means a bigger bang and consequently more power provided it’s not so much as to dilute the fuel.

    Using such a cam means the harder you work the engine, the more air you’re getting, which will give a more than noticeable increase of power. You’ll be able to specify where the power comes in (low end, mid-range, top end etc) when buying it. In a Morgan, mid-range power increases are good, though in a 2.0 Plus 4 something toward the higher end of the power band may be better as the engine has been given a workout at high revs to get the most out of it. It’s something you’d need to speak to an Aero Racing or an engine builder about, mainly because over the years Morgans have played host to a number of engines and each one is different.

    RACE

    Any proper race car is a serious bit of kit, and as with most upgrades required to make a car into a thorough bred racer, they mean business. A race camshaft is no different. A race-specification camshaft will first of all be built to match the specification of the engine it’s going into, rather than being an off-the-shelf part such as a fast road cam or road cam. A race camshaft needs to be bespoke in most cases, though whether bespoke or otherwise, one consideration to make is that it wouldn’t work without the rest of the modifications to the engine needed on a racer. The camshaft in a race car draws in so much air that stock fuel injectors wouldn’t be able to squirt enough fuel into the cylinder to effectively mix and then ignite – the air would literally drown the fuel vapour. On a similar note, there is no way you’d be able to drive a car with a race camshaft at any sort of low or even moderate speed.

    Have you ever heard a race car quietly and gently idle? Of course not, and that’s because they need to be running fast in order to ensure there’s enough air and fuel in them to keep the engine running. If a race engine were to idle slowly the air and fuel would escape from the cylinder before it had chance to fire, stalling the engine in the process. But that’s all part of what makes a race car a race car. We’d just stick to a fast road cam and have some fun on a B road blast instead.

    http://www.worldofautomobile.com/all-you-need-to-know-about-camshaft/

  5. Indian Institute of Fire Engineering, Nagpur (Established in 1996 )is the First Govt. Recognised Institute in India for Advance Courses in Fire Safety Engineering, Security Management where students train themselves into excellent Fire Safety Engineers and Security.

    IIFE is registered Under Government society Act 1860 (Regd. No. MAH-365/97) and recognised by Director of Technical Education (DTE), Mumbai. and affiliated to Maharashtra State Board of Technical Education (MSBTE)

    Hence whether you’re a SSC, HSC, ITI, BSc, BE or Diploma or an employer looking to train your workforce, you will find a suitable course at IIFE, Nagpur. Admissions for all courses

    Following MSBTE recognised Diploma Courses are conducted at IIFE, Nagpur.

    1. Diploma in Fire Service Engineering (FR)
    2. Advance Diploma in Fire Safety Engineering (FS)
    3. Advance Diploma in Industrial Safety (IT)
    4. Post Diploma in Fire Engineering (FI)
    5. Advance Diploma in Fire and Security Management (FU)
    6. Advance Diploma in Industrial Safety and Security Management (FF)
  6. Murugan Mariappan_24492
    Latest Entry

    I'm studying B.E. Mechanical Engineering final year. I would like to work in thermal and energy related companies. So pls help me to get that......

  7. Today we are facing problem of fuels in automobile.

    Biogas is available at anywhere and its feasible, it's energy content is about 9.67kWh for 1 nm3 with 97 % methane content, as compared to petrol 9.06 kWh and diesel 9.8 kWh per litre 1nm3 biogas equals to 1.1 litre petrol.

    Can we use it in CNG or engine ??

    If not what are the problems with biogas as fuel ??

    If anyone can help please give your opinions.

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    hi friends

    visit my catia 3d model videos and my catai v5 channel

    see 3d model and give your valuable comments

    https://www.youtube.com/channel/UCY2sStg1Qzg2BMJUYwcm4Tw

    thank you friends.

    if you have any quires in any 3d cad modeling software.i will help you at any time.

    my http://website:sugugood.blogspot.in

  8. Understanding the interaction between bodies is essential for solving many engineering problems. Manufacturing processes, gears, bearings, seals and dynamic impact events all involve contact. Engineers at Abaqus have developed many techniques and guidelines for solving challenging contact problems. Obtaining converged solutions for highly nonlinear simulations can sometimes be challenging. Difficulties can arise, especially in simulations involving contact, complicated material models and geometrically unstable behavior. Many years of practical experience in understanding and resolving contact and convergence issues have been condensed into a course. The topics that would be covered as a part of this course are:

    • Define general contact and contact pairs
    • Define appropriate surfaces (rigid or deformable)
    • Model frictional contact
    • Model large sliding between deformable bodies
    • Analyze dynamic impact problems
    • Resolve overclosures in interference fit problems
    • Avoid overconstraining the model
    • Avoid rigid body motions and unstable motions
    • Use pre-tension sections to simulate assembly loads
    • How nonlinear problems are solved in Abaqus
    • How to develop Abaqus models that will converge
    • How to identify modeling errors that cause models to experience convergence difficulties
    • How to recognize when a problem is too difficult or too ill-posed to be solved effectively

    Date: 2-4 July 2014

    Venue: Bangalore

    Who should attend: This course is recommended for engineers with experience using Abaqus/Standard.

    Registration: For more details and registration write to us at simulia.in.training@3ds.com. Or call us at 044 43443000.

  9. blog-0957374001399619868.jpg

    assembly of screw jack lifting system with four worm gear screw jacks, three bevel gear boxes:

    Direction of rotation: Before starting installation work, the direction of rotation of all worm gear screw jacks, right angle bevel gear boxes and the drive motor must be checked with regard to the feed direction of each individual worm gear screw jack.

    Alignment errors: All components must be carefully aligned during installation. Alignment errors and stresses increase power consumption and lead to overheating and premature wear. Before a drive unit is attached, each worm gear screw jack should be turned through its entire length by hand without load. Variations in the amount of force required and/or axial marks on the outside diameter of the screw indicate alignment errors between the worm gear screw jack and its additional guides. In this case, the relevant mounting bolts must be loosened and the worm gear screw jack turned through by hand again. If the amount of force required is now constant throughout, the appropriate components must be aligned. If not, the alignment error must be localized by loosening additional mounting bolts.

    Test run: The direction of rotation of the complete system and correct operation of the limit switches must be checked again before attaching the drive motor. In the case of translating screw jack, check that the screw is lubricated with grease from the interior of the gear box and re-lubricate if necessary. In the case of travelling nut rotating screw jack, the jack screw should be coated with suitable grease to provide lubrication for lifting operation. The first test runs can then be carried out without load. A maximum operating time of 30 % can not be exceeded at trial runs under weight for worm gear screw jacks with trapezoidal screws.

    Operation: The loads, speeds and operating conditions specified for the worm gear screw jacks and transmission components must not be exceeded even briefly.assembly of screw jack lifting system with four worm gear screw jacks, three bevel gear boxes.pdf

  10. How to simulate the oil canning in beams and find the critical force for snap through in ANSYS Workbench?

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  11. blog-0118000001411121561.jpg

    Finite Element Analysis | FEA | List Of FEA Software’s | List of Open Source Software’s | List Of Commercial Software’s

    Finite Element Analysis (FEA) is a computer simulation technique used in engineering analysis. It uses a numerical technique called the finite element method (FEM). In this, the object or system is represented by a geometrically similar model consisting of multiple, linked, simplified representations of discrete regions — finite elements. Equations of equilibrium, in conjunction with applicable physical considerations such as compatibility and constitutive relations, are applied to each element, and a system of simultaneous equations is constructed. The system of equations is solved for unknown values using the techniques of linear algebra or nonlinear numerical schemes, as appropriate.

    FEA has become a solution to the task of predicting failure due to unknown stresses by showing problem areas in a material and allowing designers to see all of the theoretical stresses within. This method of product design and testing is far superior to the manufacturing costs which would accrue if each sample was actually built and tested

    blogentry-53-0-34859500-1411121467_thumb

    There are generally two types of analysis: 2-D modeling, and 3-D modeling. While 2-D modeling conserves simplicity and allows the analysis to be run on a relatively normal computer, it tends to yield less accurate results. 3-D modeling, produces more accurate results while it can only be run satisfactorily on a faster computer effectively. Within each of these modeling schemes, the programmer can insert numerous algorithms (functions) which may make the system behave linearly or non-linearly. Linear systems are far less complex and generally do not take into account plastic deformation. Non-linear systems do account for plastic deformation, and many also are capable of testing a material all the way to fracture.

    While being an approximate method, the accuracy of the FEA method can be improved by refining the blogentry-53-0-34859500-1411121467_thumbmesh in the model using more elements and nodes, though this will retard the process of converging. Uses

    A common use of FEA is for the determination of stresses and displacements in mechanical objects and systems. It is used in new product design, and also in existing product refinement. A company is able to verify whether a proposed design will be able to perform to the client’s specifications prior to manufacturing or construction. Modifying an existing product or structure is utilized to qualify the product or structure for a new service condition. In case of structural failure, FEA may be used to help determine the design modifications to meet the new condition. However, it is also routinely used in the analysis of many other types of problems, including those in heat transfer, fluid dynamics and electromagnetism. FEA is able to handle complex systems that defy closed-form analytical solutions. Some FEA Software’s

    Free/Open Source

    • ALBERTA
      An adaptive hierarchical finite element toolbox
    • CalculiX

    • is an Open Source FEA project. The solver uses a partially compatible ABAQUS file format. The pre/post-processor generates input data for many FEA and CFD applications.

    • Code Aster:

      French software written in Python and Fortran, GPL license.
    • Deal.II
      is a finite element differential equation library
    • DUNE,
      Distributed and Unified Numerics Environment GPL Version 2 with Run-Time Exception, written in C++
    • Elmer FEM solver:
      Open source multiphysical simulation software developed by Finnish Ministry of Education’s CSC, written in C, C++ and Fortran
    • FEAPpv
      A general purpose finite element analysis program
    • FEBio
      Finite Elements for Biomechanics
    • FEMM
      is a Windows finite element solver for 2D and axisymmetric magnetic, electrostatic, heat flow, and current flow problems
    • FEMPACK
      – Finite Element Routines
    • FEniCS
      Project: a LGPL-licensed software package developed by American and European researchers
    • FETK
      is an adaptive finite element method (AFEM) software libraries and tools for solving coupled systems of nonlinear geometric partial differential equations (PDE)
    • FRANC2D and FRANC3D:
      is a two/three dimensional, finite element based program for simulating curvilinear crack propagation in planar (plane stress, plane strain, and axisymmetric) structures developed by Cornell Fracture Group US. software available for Windows and Linux/UNIX
    • Freefem++
      is an implementation of a language dedicated to the finite element method
    • GetFEM++
      An open-source finite element library
    • Hermes Project:
      Modular C/C++ library for rapid development of space- and space-time adaptive hp-FEM solvers.
    • Impact:
      Dynamic Finite Element Program Suite, for dynamic events like crashes, written in Java, GNU license
    • libMesh
      a framework for the numerical simulation of partial differential equations
    • OFELI :
      (Object Finite Element LIbrary)a library of finite element C++ classes for multipurpose development of finite element software
    • OOF:
      finite element modeling for material science
    • OOFEM:
      Object Oriented Finite EleMent solver, written in C++, GPL v2 license
    • OpenFOAM
      (Field Operation And Manipulation). Originally for CFD only, but now includes finite element analysis through tetrahedral decomposition of arbitrary grids.
    • OpenSees
      is an Open System for Earthquake Engineering Simulation
    • ParaFEM
      is a freely available, portable library of subroutines for parallel finite element analysis. The subroutines are written in FORTRAN90/95 and use MPI for message passing.
    • WARP3D
      Static and Dynamic Nonlinear Analysis of Fracture in Solids
    • Z88:
      FEM-software available for Windows and Linux/UNIX, written in C, GPL license

    Proprietary/Commercial

    • Abaqus:
      Franco-American software from SIMULIA, owned by Dassault Systemes
    • ADINA
    • Advance Design BIM
      software for FEM structural analysis, including international design eurocodes, a solution developed by GRAITEC
    • ALGOR
      Incorporated
    • Altair HyperWorks
      Altair Engineering’s HyperWorks is a computer-aided engineering (CAE) simulation software platform that allows businesses to create superior, market-leading products efficiently and cost effectively.
    • ANSA:
      An advanced CAE pre-processing software for complete model build up.
    • ANSYS:
      American software
    • COMSOL Multiphysics
      COMSOL Multiphysics Finite Element Analysis Software formerly Femlab
    • Creo Elements / Pro Mechanica:
      A p-version finite element program that is embedded in the MCAD application Creo Elements Pro, from PTC (Parametric Technology Corporation)
    • Diffpack
      Software for finite element analysis and partial differential equations
    • Diana
      (software) a multi-purpose finite element program (three-dimensional and nonlinear) by TNO
    • Falcon2.0 :
      Lightweight FEM POST Processor and Viewer for 3D UNV and NASTRAN files
    • FEFLOW:
      simulates groundwater flow, mass transfer and heat transfer in porous media
    • Femap,
      Siemens PLM Software: A pre and post processor for Windows
    • FEM
      -Design Structural analysis software from StruSoft (Swedish company).
    • FEMtools,
      Dynamic Design Solutions: A toolbox for static and dynamic simulation, verification, validation and updating of finite element models. Includes also modules for structural optimization and for obtaining experimental reference data.
    • FENSAP-ICE
      (Finite Element Navier–Stokes Package) the fully-integrated 3D in-flight CFD icing simulation system developed by Newmerical Technologies Intl.
    • FlexPDE
    • Flux :
      American electromagnetic and thermal FEA
    • Genie:
      DNV (Det Norske Veritas) Software
    • HydroGeoSphere:
      A 3D control-volume finite element hydrologic model, simulating surface and subsurface water flow and solute and thermal energy transport
    • HyperSizer:
      Software for composite material analysis
    • Infolytica MagNet :
      North American electromagnetic, electric and thermal FEA software
    • JMAG:
      Japanese software Actran: Belgian Software (Acoustic)
    • LINKpipe:
      from LINKftr AS (Norwegian company). Special purpose non linear FE program for pipelines
    • LS-DYNA
      LSTC – Livermore Software Technology Corporation
    • LUSAS:
      UK Software
    • MADYMO:
      TASS – TNO Automotive Safety Solutions
    • MSC.Marc:
      from MSC Software
    • Nastran:
      American software, from MSC Software
    • Nautics 3D Beam:
      DNV (Det Norske Veritas) Software
    • Nastran/EM
      Nastran Suit for highly advanced Durability & NVH Analyses of Engines; born from the AK32 Benchmark of Audi, BMW, Daimler, Porsche & VW; Source Code available
    • NEi Fusion, NEi Software:
      3D CAD modeler + Nastran FEA
    • NEi Nastran, NEi Software:
      General purpose Finite Element Analysis
    • NEi Works, NEi Software:
      Embedded Nastran for SolidWorks users
    • NISA:
      Indian software
    • PAK:
      Serbian software for linear and nonlinear structural analysis, heat conduction, fluid mechanics with heat transfer, coupled problems, biomechanics, fracture mechanics and fatigue.
    • Plaxis:
      Geotechnical 2D/3D FE suites, with support for stresses, deformations, groundwater flow and dynamics.
    • PZFlex:
      American software for wave propagation and piezoelectric devices
    • Quickfield :
      Physics simulating software
    • Radioss:
      A linear and nonlinear solver owned by Altair Engineering
    • Range Software:
      Multi physics simulation software
    • RFEM
    • SAMCEF:
      CAE package developed by the Belgian company
    • SAP2000:
      American software
    • STRAND7:
      Developed in Sydney Australia by Strand7 Pty. Ltd. Marketed as Straus7 in Europe.
    • StressCheck
      developed by ESRD, Inc (USA) emphasizing solution accuracy by utilizing high order elements
    • Vector Fields Concerto:
      UK 2d/3d RF and microwave electromagnetic design software
    • Vector Fields Opera:
      UK 2d/3d Electromagnetic and multi-physics finite element design software
    • Vflo:
      Physics-based distributed hydrologic modeling software, developed by Vieux & Associates, Inc.
    • Zébulon:
      French software

  12. blog-0285681001386954001.jpg

    In the past few weeks as I wandered Chile’s ruggedly stunning Patagonian wilderness, traversed seemingly infinite salt flats and explored vast alpine plateaus of the Atacama desert, I admittedly wasn’t thinking much about engineering or enterprise software. Well, except for my brief and distant glimpse of the Atacama Large Millimeter Array (ALMA) observatory – which unfortunately was not admitting wandering visitors. Aside from that one distraction, I was in another world. This fact no doubt magnified my puzzlement as my wife challenged me to relate something in our Chile expedition to engineering and enterprise software. And the answer would be realized in the same context for which many great answers throughout history have come forth into the world: lunch.

    Read the rest of the article:

    http://eng-eng.com/?p=205

  13. blog-0117860001386661142.jpg

    I am researching the use of the KISS principle. I have attached a humourous example to this post, but am interested in any examples you may have. You can post here or on my site at http://www.brianedwardsuk.co.uk

    Remember this;

    "It seems that perfection is reached not when there is nothing left to add, but when there is nothing left to take away"

    Antoine de Saint-Exupéry

  14. I'm into Design engineering consulting and high-end professional training. My experience is that there is no dearth of good jobs but we don't find candidates skilled in those niche areas, for example piping design, pipe stress analysis, or offshore structure design or audit process for safety for oil n gas sector, exposure to design tools and softwares like using caesar, pdms, pvelite or so on . Unfortunately educational institutions still running on age-old curriculums with no emphasis on current industry needs and challenges. I've done many seminars in engg colleges and universities and my experience is not very good. Students have no / very little idea what design engineering is all about and how interesting n challenging it is. Most of the time, response to my question whether/what they know about design engineering is "Yes, we know about it, we have worked on Auto-CAD." Even the faculty often found unaware of the opportunities and the work being done in the design engineering area. We can count on fingers good design engineers in the specific design areas in the country. This lack of awareness in this area leads to frustration and the reason why spending time n money on mechanical engineering students go after IT n lower grade jobs. If anybody is interested to know more about it, visit page www.skillineers.com. Good luck all of you!

  15. Hi everyone,

    I am working with an amazing company in Houston , TX. The company is growing and looking for a 5+ yrs Mechanical Engineer- Sales Engineer with Oil & Gas experience and Hydraulic experience. This is an excellent opportunity for a Mechanical Engineer looking to grow with a stable, successful company. They are looking for a team member that is highly motivated for success. Please share this with anyone who may be interested. I can be reached at bdebuono@4avenues.com

    Thank you,

    Bobbi

  16. blog-0788707001381572190.jpg

    Asia's First Unmanned Systems Training Academy is launched. Learn all about UNMANNED SYSTEMS with us

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    Enroll Now to learn something New - www.unmannedengineeria.com

  17. Friends,

    Plz guide me for analysis of pressure vessels in ansys.. I hav made a model in catia.. n i have to analyse it..

  18. blog-0176377001378352680.png

    A good teacher must know how to arouse the interest of the pupil in the field of study for which he is responsible.

    S. Radhakrishnan

    Some people excel in mastering the knowledge. Some people are skillful in imparting the knowledge. A teacher is the one who possesses both these qualities and hence is referred to as a treasure of knowledge.

    Subhashita

    blogentry-53-0-05008000-1378352769_thumb

    The “message” of the teacher to the students is not merely to impart knowledge content of books which is largely information fast getting out of date. But more than that it should be inspiration, by his/her example, towards the process of character building and the use of knowledge for welfare of the community. The total message to the students, and to the community, is the total life of the teacher.

    Daulat Singh Kothari

    One good school master is worth a thousand priests.

    R.G. Ingersoll

    May all knowledge come together and become radiant. A teacher gives knowledge to his student and enlightens him. Thereafter students give knowledge to someone else. In this way, one enlightens the other and knowledge increases . Increasing knowledge by knowledge is know as the Jnana Yagya. The ultimate aim of a Yagya is to increase the glory of knowledge.

    Yajurveda, 2/21

    The mediocre teacher tells. The good teacher explains. The superior teacher demonstrates. The great teacher inspires.

    William Arthur Ward

    blogentry-53-0-48742200-1378352724_thumb

  19. blog-0907245001376823067.jpg

    As this is the first entry in new blog let me start with the basic question

    I did my mechanical engineering from Maharishi Arvind institute of Engineering & technology Jaipur .. How about you?

    Please share your college name in the comments

    Regards

    Saurabh

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