As a new member of the ANSYS family, via the Reaction Design acquisition, I thought I would take the opportunity to give you a little background on the product line I represent — CHEMKIN.
The software had its beginnings at Sandia National Laboratories, as part of the U.S. Government’s response to the oil crisis of the 1970s. Scientists at Sandia began studying how to make more efficient, cleaner-burning engines, and they created software to simulate the complex molecular-level chemical reactions that take place during fuel combustion. In 1997, Reaction Design licensed that software from Sandia and evolved the technology into a commercial-quality software suite that enables engineers and scientists in microelectronics, combustion and chemical processing industries to develop a comprehensive understanding of chemical processes and kinetics. Continue reading
The U.S. Environmental Protection Agency (EPA) recently released new Corporate Average Fuel Economy, or CAFE standards for light duty cars and trucks. These standards are designed to reduce greenhouse gas emissions and improve fuel economy, leading to model year 2025 vehicles that will emit just one-half the greenhouse gasses that model year 2010 vehicles do.
To reach these ambitious goals, the new CAFE standards mandate that automakers raise the average fuel efficiency of new cars and trucks to 54.5 miles per gallon by 2025. These are lofty and commendable goals. But for engine designers and automakers, are the new standards even feasible for real-world vehicles? The EPA believes they are, and has established a new program to prove it. Continue reading
Road accidents are one of the leading causes of unnatural deaths around the world. The World Health Organization’s Global status report on road safety in 2013 indicates that worldwide the total number of road traffic deaths remains unacceptably high at 1.24 million per year. This is a staggering number.
As the number of vehicles increase, resulting in a corresponding increase in accidents, auto safety is emerging as one of the most important aspect of automotive product design. Broadly, automotive safety can be classified into passive and active safety. While passive safety covers basic components of the vehicle (example: seat belts, air bags, vehicle structure etc.) in addition to driver behavior; active or predictive safety usually refers to the use of technology to avoid collisions or at least mitigate their effect (example: crash avoidance and driver assistance systems). Continue reading
When we think of “mobile devices”, images of smartphones and tablets come to mind. These devices connect us virtually to events around the world, our family, our friends, and the global marketplace, without ever leaving our homes. And with the advancements in automotive electronics, our driving experiences can also be enhanced, where we are as globally connected to our environment as our smart phones. Such connectivity could augment our driving experience and enhance our security, by providing early warning and accident avoidance capabilities. Imagine cars being aware, not just of the surroundings but also aware of their driver. Imagine a future where your interface to the virtual word is limited not to queries on a touch screen, but rather the entire environment of your car, from the windshield to the seat to the car electronics, which are all engineered to provide a globally connected driving experience unique to you. Continue reading
Today, I’m pleased to announce the launch of ANSYS Redhawk 2014. RedHawk was the industry’s first foundry-certified, full-chip sign-off solution for power noise and reliability. Over the past 10 years, its accuracy, performance and scalability benefits have enabled thousands of successful designs to make it into production by all major semiconductor companies. The newest version of the software will help to ensure that RedHawk continues to be a technology leader and solution of choice for chip designers around the world. Continue reading
One way to measure the effectiveness of engineering software is the amount of time it takes to reach a sufficiently accurate solution. Simulations by definition are an approximation of reality. Those who solve complex problems— using structural, fatigue analysis, CFD, electronics — know that we have to pay for more accuracy with additional work and/or longer computing time.
Best in class software enables the user to capture the majority of work done, so it need not be repeated again and again, after all repetition is best done by computers. In this blog we will focus on fatigue simulation, which at first glance can be daunting to new users. There are several different solution methods that can be used with numerous additional correction factors available in most durability programs. There is a “best” combination of methods for most types of problems, which can be guided by experience and expertise. The ability to encapsulate the most appropriate method in a “fatigue workflow” as implemented in ANSYS nCode DesignLife is a major labor saving feature. Continue reading
A cool title, isn’t it? Hello ANSYS blog readers! This is my first time in this blog as a guest blogger. You will notice a brief resume of mine together my photo as the author of this post, but let me introduce myself so that you can understand why I am here writing about mesh morphing to the ANSYS audience.
I am a Professor at University of Rome, with good experience in fluid structure interaction (FSI) and Fluent customization using UDF programming. Five years ago, driven by a Formula 1 Top Team, I developed a powerful mesh morphing tool crafted by tough specifications. Managing any kind of mesh, precise, fast and parallel! Nothing at that time was able to do this kind of job. We tried to go with (RBFs) Radial Basis Functions mesh morphing, one of the most promising techniques. And we made it. Continue reading
Imagine you have an oil pump in your car that has its outlet blocked. The pump is trying to throw the oil out but since the outlet is blocked the pressure in the pump keeps increasing. The excessive pressure that develops in the pump can be catastrophic to its strength and therefore life. This is precisely what happens when you try to operate the pump under extreme cold conditions, when the viscosity of the lubricant increases so much that the pump almost behaves as if its outlet has been blocked.
This is a very common design scenario for pump manufacturers. Estimation of what is called as “shut-off” pressure and its implications on the structural integrity of the pump are key concepts that every pump manufacturer should bear in mind while designing pumps. Interestingly, simulations today allow manufacturers to develop deep understanding of such phenomenon and help them to design pumps, that perhaps they could not have, with just physical testing and prototyping. Continue reading