How did mechanical engineers work before SolidWorks?

I am studying a bunch of stuff related to mechanical engineering and am considering an eventual switch to the field after taking the necessary classes. I'm older, and I took drafting classes in high school and part of college. I'm familiar with the standard drafting procedure with paper, as well as AutoCAD , and these days SolidWorks . It's a shame they don't teach paper drafting much anymore! But I am left with a question I don't have the answer to, nor the resources to answer it. These days it seems most mechanical engineers (at least the ones I know) are really performing the role of both the drafter and the engineer. Prior to 1995 when SolidWorks came about, what was the duty of the mechanical engineer? If we go even further back before CAD was invented, what duties did a mechanical engineer perform?

cad drafting software engineering-history

Water meets the low compressibility requirement, but there are many other considerations in the design of a hydraulic system: Boiling point/vapor pressure: If the system warms up during operation, the fluid may boil, which results in high compressibility and thus decreased effectiveness of the hydraulic system. Hydraulic fluid has a higher boiling point than water to help combat this. Related to this is the concept of vapor pressure. Hydraulic systems often involve small orifices, which can cause cavitation (localized boiling). This cavitation has the same effects as boiling and can cause pitting damage to the components near the cavitated region....

Meet Vladimir Shukhov , a Russian architect who first developed hyperboloid structures. He was born in 1853, died in 1939, and created over 200 hyperboloid structures in the intervening years. He was the reason hyperboloids gained the popularity that they did. His first design, the first hyperbolic structure ever, was the Shukhov Tower in Polibino , pictured here : Another tower also bears the name of Shukhov, and it achieved great fame, too. Shukhov also built the Adziogol Lighthouse . In total, Shukhov designed and built 200 hyperboloid structures. He died in 1939, which could one reason for the decline...

At the beginning of my career (1979) as a design engineer at HP, the mechanical engineer created the part design and then rendered it in pencil on paper, and then transferred it onto sheets of vellum paper held onto a huge flat tilting table called a drafting board which had a precision sliding arm on it with which parallel and right angle lines could be drawn anywhere on the sheet. Clever graphical rules were applied to the resulting drawings which permitted auxiliary views of the part to be generated so it could be viewed from any desired angle, as an...


Why is it more reliable to use the land/pit transition in a CD-ROM?

I was reading about how CD-ROMs work and I came to this: Although it might seem simplest to use a pit to record a 0 and a land to record a 1, it is more reliable to use a pit/land or land/pit transition for a 1 and its absence as a 0,so this scheme is used. Now, I'd like to know why?

The problem is that the formula $P=I\ V$ is correct when dealing with DC circuits or with AC circuits where there is no lag between the current and the voltage. When dealing with realistic AC circuits, the power is given by $$ P=I\ V\ \cos(\phi), $$ where $\phi$ is the phase difference between the current and the voltage. The unit kVA is a unit of what is called 'apparent power' whereas W is a unit of 'real power'. Apparent power is the maximum possible power attainable when the current and voltage are in phase and real power is the actual...

Those are counterweights . They work exactly the same as those lead counterbalance weights on the wheels of your automobile. If they left those out, then those connecting rods and bearings would create an out-of-balance condition, and the wheels would vibrate at higher speeds. That could very well damage the wheels. But as a couple of others have nicely pointed out, the violent shaking could derail the train .

I'm going to set aside the potential legal liability aspects of your question. In part because you didn't ask about them, but also because liability will vary based upon jurisdiction. Obviously, consult an attorney familiar with the relevant law. Ethically, I think you've done everything that you're obligated to do. You have contacted the customer and notified them of an unsafe situation or configuration of the product. And you have (strongly) advised them that they need to discontinue using the older product in the unsafe configuration. If the customer remains insistent about using the product in an unsafe manner, you...

To elaborate on ratchet freak's answer; CD-ROMs work by sensing the intensity of the light reflected from the CD as it is spinning. More light being reflected stands for a 1 and less light being reflected stands for a 0 (or vice versa). One way to encode the information would be to have highly reflective surfaces for the 1's and dark patches for the 0's. Printing dark patches at the size of the laser spot size is actually used in writable CDs , but the technique suffers from degradation over time. Instead commercial CDs rely on the property of interference...


If aircraft are pressurised, why do our ears pop during liftoff and landing?

Something hit me during my last flight: our ears feel that the pressure around us changes quickly during liftoff and landing, they hurt more and more until we make them pop. However, the cabin must maintain a level of oxygen higher than outside the aircraft because it isn't dense enough at ~10km to breathe normally. Does that mean that the aircraft merely takes air from the outside, heats it up (it's around -40°C outside at 10km) and adds oxygen to it before blowing it inside? How else?

The picture, below, of the exaggerated long section of the Channel Tunnel was taken from Wikipedia . Full-sized image here . Some of the limiting factors for the Channel Tunnel are: Railways don't like steep gradients The tunnels comprising the Channel Tunnel were excavated using tunnel boring machines (TBMs). Like railways, they cannot tolerate steep gradients. The tunnel was excavated in chalk marl (green coloured material in the picture). This was due to its depth (not being too shallow and not being too deep) and its ability to be easily dug but also it would cause major support issues for...

If you consider only the static forces then indeed the thickness might seem over-engineered. However, engine blocks are not statically loaded. They operate in the range of a few hundred to a few thousand rpm (Revolution Per Minute), so there are dynamic considerations here. Fatigue When materials are subjected to cyclic loading they exhibit a reduction in the allowable stresses. See below for an example: In general, BCC (body-centered cubic) materials (like steel) show a marked drop in strength (close to 50% or more depending on the steel). For these material there is stress (called the endurance limit), for which...

Because the cabin isn't pressurized to sea level pressure instead it to about 8k ft equivalent. (while the plane is 4.5 times higher) This means there is less differential pressure than if the cabin was pressurized to sea level pressure. But it's still within the limit of what passengers feel comfortable with. This answer on aviation.SE contains a plot of cabin pressure over time during a flight: Source The composition of air doesn't change with altitude just the pressure. This means that you only need to compress the air before blowing it in.

It is more efficient to transmit DC using about the same infrastructure. This is because of several effects: Skin effect experienced with AC. There is no skin effect with DC. Higher voltage allowed with DC for the same transmission lines. The lines have to withstand the peak voltage. With AC, that is 1.4 times higher than the RMS. With DC, the RMS and peak voltages are the same. However, the power transmitted is the current times the RMS, not peak, voltage. No radiation loss with DC. Long transmission lines act as antennas and do radiate some power. That can only...


Does an electric vehicle going downhill recover energy?

I have to model the behavior of an electric car. For this, I use these equations and I can observe by "playing" with parameters that, when going downhill at constant speed, the car has a negative consumption (i.e. recovers energy). I was wondering if this is realistic?

Train Brakes The common brakes on trains are air brakes . As the name implies, these work off of air pressure. The braking power isn't controlled in the way that you would immediately think of though. They do not work like car brakes where the harder you press on the brake pedal, the harder the pressure goes through the lines to the brake cylinders. They work the opposite. The less pressure in the line, the more braking force is applied. Fail-safe Rail brakes are designed to be fail-safe . That is, when a failure occurs, the safe operation happens. In...

If I model this as a simply supported beam having load at mid span [...] I suspect that this is where your analysis went awry. First off, you should always model bridges with distributed loads, not a single concentrated load at midspan. The most significant load on a bridge will almost always be its own self-weight; load-trains are heavy but, well, so are bridges. Secondly, I assume you're thinking of the bridge like this: Indeed, we can see here that the bending moment is greater at midspan. However, that's not the bridge we're looking at, it's missing the cantilevers! So...

It depends on how steep the hill is. On a slight hill, the energy added by gravity is still not enough to overcome rolling friction and air resistance, so the car still needs power to maintain speed. On a steeper hill, the two may balance out, so no power is used, and no power is generated. On a hill that's steep enough to require braking to control the speed, the car recovers energy. It's called regenerative braking. If the car is going too fast, applying the brakes turns the motor into a generator and charges the battery.

You have the right concept, but slipped a decimal point. 5 cm = 0.05 m. The gravitational force on your 450 g mass is 4.4 N as you say, so the torque just to keep up with gravity is (4.4 N)(0.05 m) = 0.22 Nm. However, that is the absolute minimum torque just to keep the system in steady state. It leaves nothing for actually accellerating the mass and for overcoming the inevitable friction. To get the real torque required, you have to specify how fast you want to be able to accellerate this mass upwards. For example, let's say...


From an engineering perspective, what limits the maximum speed you can reach with a regular car? I understand that some of the faster cars are for safety reasons limited to not run faster than say 250 km/h, but that's not my question. I can think of several reasons, but not sure which of these is relevant: Is the limit set by some part (which?) breaking if I increase the rpm, as suggested by red marks on rpm meters? Or is it rather that you cannot get in fuel fast enough to keep increasing the rpm? Or is it that friction/drag increases as you speed up and the engine cannot overcome this as it can only generate a maximum amount of force/torque? If yes, what does this amount of torque/force depend on?

It depends on how steep the hill is. On a slight hill, the energy added by gravity is still not enough to overcome rolling friction and air resistance, so the car still needs power to maintain speed. On a steeper hill, the two may balance out, so no power is used, and no power is generated. On a hill that's steep enough to require braking to control the speed, the car recovers energy. It's called regenerative braking. If the car is going too fast, applying the brakes turns the motor into a generator and charges the battery.

The current limit specification for a wire is limited by the heat that current will produce, and how much heat the wire can dissipate before getting too hot. "Too hot" depends on the circumstances. You will see higher current ratings for the same type of wire in chassis wiring applications than the electrical code allows for home installations, for example. This is mostly due to how hot too hot is. The ultimate limit for extreme applications is that the conductor not melt. Temperatures anywhere near that would be unsafe running along wooden supports inside a wall in a house. As...

There are a few simple reasons why the speed of a vehicle (road conditions notwithstanding) may be limited: Gearing -- Production vehicles with conventional transmissions have a limited number of gears. For most modern cars, this is usually 5 or 6, whereas older vehicles may have as few as 2 or 3. If the gear ratio of the highest gear is too low ("lower" gears are expressed as larger numerical ratios), it's entirely possible that the engine will redline before air resistance becomes a factor at all. This ties into your first point about the red zone on the tachometer....


Why is this bridge thickest above the support pillars instead of the mid-span where the bending stress is highest?

Why is a bridge designed like this? The depth of the section at pillars is more than the depth at middle. If I model this as a simply supported beam having load at mid span then the bending moment will be maximized at the middle and the area is also less at the middle. So, this will lead to higher bending stress. So, why is it designed like that?

mechanical-engineering structural-engineering civil-engineering beam bridges

A specific reason for doing this is simply when there isn't enough room to do a bow or stern first launch. This is often the case when a ship or boat is built in a yard on a river or canal either because the hull is especially long or the channel it is being launched into is narrow. There is also the consideration that a sideways launch can be done from any quay that will take the weight but a bow first launch requires a specially constructed slipway. There is also the consideration that if you go in sideways the...

Water meets the low compressibility requirement, but there are many other considerations in the design of a hydraulic system: Boiling point/vapor pressure: If the system warms up during operation, the fluid may boil, which results in high compressibility and thus decreased effectiveness of the hydraulic system. Hydraulic fluid has a higher boiling point than water to help combat this. Related to this is the concept of vapor pressure. Hydraulic systems often involve small orifices, which can cause cavitation (localized boiling). This cavitation has the same effects as boiling and can cause pitting damage to the components near the cavitated region....

When a reactor is shut down the core produces much less heat, but they do still produce heat through a mechanism known as decay heat . The fact that the core is producing less heat means that the coolant temperature is going to drop, but how far that temperature drops depends on the decay heat generation rate. This in turn is based on operating history, or the power at which the plant was operating before shutdown. This can be large for commercial plants, because they typically operate at or very near capacity and the power companies bring coal or natural...


What is the most efficient means of warming a building with a high ceiling?

Consider a large auditorium, a church, or some other very large, essentially one roomed building with a high ceiling. Suppose that the building has many entrances which enable cold air in/hot air out and traffic in and out of the building is unavoidably large. I would imagine that any attempts to control the temperature of such a large building would be very inefficient in terms of energy and cost, particularly because warm air rises. Assuming that it's very cold outside and we're interested primarily in keeping the building warm at the ground level so that it is comfortable for humans to work and interact, what is the best method to keep such a large, essentially one roomed building with a high ceiling warm when outdoor cold air exposure is frequent and unavoidable? When I say "best," I'm interested in balancing energy, maintenance, and monetary costs over the life of the building.

civil-engineering building-physics energy hvac

There are a few main reasons why suspension bridges aren't used for railroads. The main reason is that suspension bridges are typically used where very long spans are needed. Trains are very heavy, especially when compared to lanes of highway traffic. This means that long spans require very strong support structures, which in the case of suspension bridges are cables and towers. The second reason goes along with the first; trains cause high dynamic loads as they move along the rail. This can increase the vertical loads by 30%. Third is that trains don't really have suspensions, especially freight trains....

When a reactor is shut down the core produces much less heat, but they do still produce heat through a mechanism known as decay heat . The fact that the core is producing less heat means that the coolant temperature is going to drop, but how far that temperature drops depends on the decay heat generation rate. This in turn is based on operating history, or the power at which the plant was operating before shutdown. This can be large for commercial plants, because they typically operate at or very near capacity and the power companies bring coal or natural...

Your question sort of has two parts: How to supply heat, and how to keep it in. Large open rooms with a high ceilings are most efficiently warmed with radiant ceiling heat. Warm air rises, which renders forced-air systems inefficient because the pumped heat ends up at the ceiling and the coldest part of the room is near the floor where you actually want the heat. Radiant floor systems are limited to about 87F because they are in contact with occupants, and so their peak output may not be enough to keep the space comfortable. They also lose more heat...


While going downhill, does my car consume less fuel when in neutral or in gear?

I once meditated on the fact that a car, in downhill, would consume more fuel when in neutral to keep the engine on, rather than in gear. To keep the engine on when in gear, in fact, you mostly need the gravity and enough thrust to keep it rotating, and therefore no fuel (just motor oil). This is what I'd expect cars to do but I'm probably missing something. How's actually the story? And if it's not like this, would/could my idea work somehow? (note: patent pending :P)

It is more efficient to transmit DC using about the same infrastructure. This is because of several effects: Skin effect experienced with AC. There is no skin effect with DC. Higher voltage allowed with DC for the same transmission lines. The lines have to withstand the peak voltage. With AC, that is 1.4 times higher than the RMS. With DC, the RMS and peak voltages are the same. However, the power transmitted is the current times the RMS, not peak, voltage. No radiation loss with DC. Long transmission lines act as antennas and do radiate some power. That can only...

Note: This is specific to gasoline based engines. Assuming your car was produced after the ~1990's it is equipped with a Deceleration Fuel Cut-Off (DFCO) system which cuts the fuel flow to the engine when the gas pedal is not depressed and the car is in gear. In this case it is more fuel efficient to stay in gear because you are letting gravity run the engine instead of fuel. In addition, it saves wear on your brakes because the partial-vacuum created in the engine leads to engine-braking . In many states in the US it is actually required that...

The picture, below, of the exaggerated long section of the Channel Tunnel was taken from Wikipedia . Full-sized image here . Some of the limiting factors for the Channel Tunnel are: Railways don't like steep gradients The tunnels comprising the Channel Tunnel were excavated using tunnel boring machines (TBMs). Like railways, they cannot tolerate steep gradients. The tunnel was excavated in chalk marl (green coloured material in the picture). This was due to its depth (not being too shallow and not being too deep) and its ability to be easily dug but also it would cause major support issues for...

Water meets the low compressibility requirement, but there are many other considerations in the design of a hydraulic system: Boiling point/vapor pressure: If the system warms up during operation, the fluid may boil, which results in high compressibility and thus decreased effectiveness of the hydraulic system. Hydraulic fluid has a higher boiling point than water to help combat this. Related to this is the concept of vapor pressure. Hydraulic systems often involve small orifices, which can cause cavitation (localized boiling). This cavitation has the same effects as boiling and can cause pitting damage to the components near the cavitated region....


Why are hyperboloid towers not popular anymore?

Hyperboloid towers were very popular in the end of 19th and the first half of 20th centuries - water towers, powerline anchor towers, sometimes tall radio towers were built using this design. The claimed advantage is using less steel compared to other designs for the same strength. They are very rarely used nowadays (to such extent that old hyperboloid towers are treated as cultural heritage objects and protected by the state in some countries). Why did they lose popularity? Is there any inherent defect it the design? Is steel not expensive anymore?

If the receiver does not detect the sub-carrier for the "colour burst" signal which is transmitted during the horizontal blanking period the receiver switches on the "colour-killer" circuit so the set reverts to black and white mode. The colour-burst signal - 8 to 10 cycles of 3.85 MHz - is unlikely to be generated by random noise. Figure 1. The colorburst signal is transmitted on the "back porch" between the horizontal blanking pulse and the start of that line's luminance signal. The colorburst signal is used to synchronise the QAM (quadrature amplitude modulation) oscillator which can hold its frequency accurately...

Nothing is rigid, the raceways and the ball in a ball-bearing are no exception. The contact area deflects and accommodates the ball in a small contact surface, not a point. Also, the balls take the load in groups. The digrams are from SKF ball-bearings. '

Meet Vladimir Shukhov , a Russian architect who first developed hyperboloid structures. He was born in 1853, died in 1939, and created over 200 hyperboloid structures in the intervening years. He was the reason hyperboloids gained the popularity that they did. His first design, the first hyperbolic structure ever, was the Shukhov Tower in Polibino , pictured here : Another tower also bears the name of Shukhov, and it achieved great fame, too. Shukhov also built the Adziogol Lighthouse . In total, Shukhov designed and built 200 hyperboloid structures. He died in 1939, which could one reason for the decline...


How should the public raise questions about unsafe structures in the United States?

In a program on NPR that I was listening to, there was a bit about a bridge that from the description sounded to a layman as unsound and is still in use. The program described it as an old wooden railway (and I'm aware that has its own set of challenges) bridge with rotting timbers. In the United Sates, if a member of the public sees a bridge (railway, tramway, car/truck, foot, bike, etc...) that is of questionable soundness, what is the process for him or her to determine who us responsible for it, and if they (the responsible parties) should look at it and have it evaluated? Is there a particular agency that is responsible for regulating bridges and ascertaining their safety?

I can understand your concern. This is going to be difficult for two reasons: Finding out the agency that is responsible for the maintenance may be next to impossible for a layperson. Note that I said "maintenance", because this might be a different entity than the owner due to agreements. Due to the number of complaints that the public agencies receive, it is very likely that your comment will get ignored. This often has nothing to do with whether or not your concern has merit. Public vs. Private Public agencies will be the easiest to contact. In a city, calling...

The picture, below, of the exaggerated long section of the Channel Tunnel was taken from Wikipedia . Full-sized image here . Some of the limiting factors for the Channel Tunnel are: Railways don't like steep gradients The tunnels comprising the Channel Tunnel were excavated using tunnel boring machines (TBMs). Like railways, they cannot tolerate steep gradients. The tunnel was excavated in chalk marl (green coloured material in the picture). This was due to its depth (not being too shallow and not being too deep) and its ability to be easily dug but also it would cause major support issues for...

As others stated before, induction loops are the primary - most reliable method: the coils (usually just several loops of wire) embedded in the road; fed given frequency from a generator, in presence of metal the frequency of the LC circuit changes and the sensor circuitry detects the change of frequency, producing a presence signal. In some cases these may fail to detect bicycles, but they are by far most common as they aren't affected by weather (or more precisely, the detection circuit tunes in to slow changes of frequency caused by weather) and are immune to accidental false positives....


Purpose of spheres and fins on submarine propeller

On a recently launched Russian diesel-electric submarine, the rear propeller has two distinct features. You can see spheres at the base of every propeller blade: Also, the trailing edge of the shaft has four adjoining fins in line with the axis of rotation: Most importantly, what is the purpose and function of the spheres, and what's beneath the veil in the first image? I believe that it may differ from the second image. It's made of a different material, so possibly a sacrificial element. Is it to reduce noise? Is it to smooth flow or prevent cavitation? Notice that in the first image the spheres are at the leading edge and in the second image the spheres are at the trailing edge. There is a related youtube video .

mechanical-engineering fluid-mechanics propulsion marine-engineering naval-engineering

From the point of view of the driver of a car, impacting another car is about as bad as crashing against an ideal wall (a wall with zero deformation whatsoever). If there were a plane reflection between the two cars, then vs. Car would be exactly equal to vs. Wall (the contact points between both cars would all be on the same plane, due to reflection, so each car could be considered a wall for the other). But this plane reflection does not exist: What we have instead is a 2-fold rotational reflection . Let's say the left part of...

I will expand on DKNguyen answer, because to my knowledge also the two reasons are: reduce contact/bearing stresses (having a significant effect on thin finishes live galvanisation) change the joint tightening characteristics (see joint diagram). reduce contact stresses on surfaces. The basic idea is that since contact stress is defined as: $$\sigma = \frac{F}{A}$$ Obviously the larger the area the less the stress. Also, like Nuclear Hoagie pointed out the area changes with a square law of the diameter. UPDATE 2 - Calculation for M6 bolt (thanks to BenC) *The question gathered enough interest for me to carry out a...

In the video you've linked to, the spheres are seen on both the leading and trailing edges of the propeller: I expect they are intentional - there are a number of ways to attach a propeller without having to disturb that surface, or using flush caps. Cavitation is caused by a drop in pressure. This would be seen on the trailing edges of the propeller, and is worse on the outer edge of the propeller which is moving faster through water than the inner area. I doubt these spheres have any effect on cavitation at all. It is either a...

The problem is that the formula $P=I\ V$ is correct when dealing with DC circuits or with AC circuits where there is no lag between the current and the voltage. When dealing with realistic AC circuits, the power is given by $$ P=I\ V\ \cos(\phi), $$ where $\phi$ is the phase difference between the current and the voltage. The unit kVA is a unit of what is called 'apparent power' whereas W is a unit of 'real power'. Apparent power is the maximum possible power attainable when the current and voltage are in phase and real power is the actual...


How do I size metal plates to get the correct dimensions after folding?

I am designing a metal plate that will be laser-cut (or machine-cut) and then folded. I want to know how to size the pre-folded plate in order to get the right dimensions after folding. My actual part is not exactly like this (I simplified it for ease of drawing) but it shows what I want to achieve. In this case it's a 2mm aluminium plate, the red arrows show the inner dimensions after folding that I want to specify and achieve. The holes must also line up and the window should be correctly placed. Intuitively I would expect some compression along the inner part of the folds and stretching on the outer parts - ideally along the centre of the plate - but I don't know if this is what will happen. Assuming the red arrows are 100mm each, should the plate be 300mm? I'm guessing not, so how do I calculate the radius of curvature that will be achieved and if I need to add (or remove) material at the folds in order to achieve my required dimensions?

At the beginning of my career (1979) as a design engineer at HP, the mechanical engineer created the part design and then rendered it in pencil on paper, and then transferred it onto sheets of vellum paper held onto a huge flat tilting table called a drafting board which had a precision sliding arm on it with which parallel and right angle lines could be drawn anywhere on the sheet. Clever graphical rules were applied to the resulting drawings which permitted auxiliary views of the part to be generated so it could be viewed from any desired angle, as an...

Those are counterweights . They work exactly the same as those lead counterbalance weights on the wheels of your automobile. If they left those out, then those connecting rods and bearings would create an out-of-balance condition, and the wheels would vibrate at higher speeds. That could very well damage the wheels. But as a couple of others have nicely pointed out, the violent shaking could derail the train .

Your assumption is right! A 300mm long plate with two foldings won't do! This is because you need to take into account the bend allowance and the bend compensation! But why is so? Here is a diagram of what's going on: When you bend a material, part of it will extend (the external part of the bend), while another part will retract (the internal part). The line (in the thickness of the plate) where the dimension doesn't change is called the Neutral line. The neutral line is usually located between a third and a half of the material thickness (from...


Can I use a ultrasound sensor to measure water level?

If I use an ultrasonic sensor will it detect the water level? I was thinking about a product to read water level on water boxes (common in Brazil). I researched about instrumentation for this measure, and I think that an ultrasonic sensor is the best option. Will the water correctly reflect ultrasound and not change the normal measurements against a solid obstacle?

electrical-engineering measurements sensors control-engineering

Technology used in depth finder, in marine application is mostly like is the best to measure the water from the top. To measure water level from the bottom of tank one could use a piezo electric ceramic transducer combined with an Analog Front End (AFE) and a micro-controller to measure water level. The diagram below best explains the configuration. You can use a piezo electric ceramic transducer from Steminc, TDC1000 AFE from Texas Instrument and a MSP430 micro-controller also from Texas Instrument. There might be other configurations, but currently I am only aware of this configuration. Piezo Electric Transducer Analog...

From the point of view of the driver of a car, impacting another car is about as bad as crashing against an ideal wall (a wall with zero deformation whatsoever). If there were a plane reflection between the two cars, then vs. Car would be exactly equal to vs. Wall (the contact points between both cars would all be on the same plane, due to reflection, so each car could be considered a wall for the other). But this plane reflection does not exist: What we have instead is a 2-fold rotational reflection . Let's say the left part of...

As other have pointed out, the main utility is to allow easier cleaning of the tank cars from sediment (solid precipitates). Usually, there is a drain in the lowest point. The reason that it is in the middle is that in this way, you can allow double the incline compared to if you had the drain at one of the ends for the same height. For example, if the allowed height difference is about 15 cm, and about 15 m length, then if you had the drain in: the edge, the angle would be $\arctan\left(\frac{0.15}{15}\right)=0.57^\circ$ or 1%. the middle ,...


Surprisingly this hasn't been asked before, so I must be missing something simple. We use engineering stress and engineering strain in this eq. Stress = (Young's modulus) × (strain). This eq. is used in analysis of bending beams, twisting shafts and in buckling. So the final equation of bending $(\frac{M}{I} = \frac{\sigma}{y})$ and torsion $(\frac{T}{I} = \frac{\tau}{r})$ will give us value of engineering stress but not the value of stress. Why are we considering engineering stress instead of true stress while we know it will not give correct value of stress? Some things I read are: Difficult to measure. Not that much of a difference and we can just apply a Factor of Safety. "We don't consider materials to change their cross-sectional area after loading, since we design to have no plastic deformation the elastic region is most important, therefore what happens after the proportional limit is not important" Firstly, 1 and 2 are not real reasons for me. Number 3 seems plausible since we always design in the elastic region, but is this it? Does engineering strain even give valid information after the proportional limit?

The loops are known as expansion loops. They need to be placed in pipelines to enable the pipelines to contend with thermal expansion and contraction and other forces that can affect the pipeline. They are typically placed in gas pipelines, irrespective of when the gas is hot or cold - natural gas or steam. The following quote is from Pipeline Design . It's near the end of the page under Pipe Expansion and Supports Steel piping systems are subject to movement because of thermal expansion/contraction and mechanical forces. Piping systems subjected to temperature changes greater than 50°F or temperature changes...

Trees increase the turbulence of the air that reaches the turbines. That creates all sorts of uneven, rapidly-shifting loads on the blades and structure. That increases the maintenance costs, decreases availability, decreases the capacity factor, and decreases the life expectancy of the turbine. So, higher costs, lower revenue. One of the ways we measure the impact is the surface roughness coefficient $z_0$. Here are the figures from the book " Wind Energy - The Facts ". As you can see, forest and woodland has a much higher $z_0$ than open farmland - and that means higher turbulence. Open land also...

We use engineering strain even though it is not the "correct" value because in most cases, specifically in the elastic regime, engineering strain differs negligibly from true strain. For linear elastic, Hookean materials, it is generally the case strain at the elastic limit is very small. Even the strongest steels, for example, have an upper limit when cold worked of about $\sigma_{\textrm{el}}=1\times 10^{9}\ \textrm{Pa}$. The modulus of steel is approximately $E=200\times 10^{9}\ \textrm{Pa}$. Thus $\varepsilon_{\textrm{el}}=0.005=0.5\%$ for the strongest steels. So at the onset of plastic deformation, engineering strain is $0.5\%$. Many useful elastic materials have much lower engineering strain at...


What is this large steel structure used in excavation?

I keep seeing these large rectangular structures on job sites they put in the ground. I'm guessing something for strengthening the surface structures?

Parked vehicles vs moving vehicles Closely spaced parked (or slow moving) vehicles are definitely more onerous, as stated on page 89, Appendix 2.A, Clause 2.A.1 of the South African bridge design code TMH7 : It is generally accepted and can readily be shown that except in the very small span range, the worst loading condition occurs under congested (bumper to bumper) conditions caused by a traffic blockage and that the dispersion of traffic at speed caused by increased vehicular inter-spacing, more than off-sets the effects of impact. However, this is only true by inspection for an unlimited number of vehicles...

The current limit specification for a wire is limited by the heat that current will produce, and how much heat the wire can dissipate before getting too hot. "Too hot" depends on the circumstances. You will see higher current ratings for the same type of wire in chassis wiring applications than the electrical code allows for home installations, for example. This is mostly due to how hot too hot is. The ultimate limit for extreme applications is that the conductor not melt. Temperatures anywhere near that would be unsafe running along wooden supports inside a wall in a house. As...

It is a trench shield. It gets placed in a trench after the trench is dug to prevent workers from being hurt or killed in the event of a trench collapse. This picture from GMC trench shield shows a partially collapsed trench with a shield installed that would protect the workers installing the blue brute pipe.


Recently I was weighting stuff with my dad and as I was playing with one of the old 2 kg weights I felt with my fingers number "5". After cleaning and upon further inspection it turned out the writing on the weight says "5Φ". We checked and it indeed weights 2 kg as my dad remembered. It was done with a simple balance scale by comparing with another weight of similar age that is properly marked as "2 kg". There are no other marks on that weight. On the opposite side is a bulge but it's an irregular blob - I think it's remainder of sprue. So, question that arised in my head is - what does that Φ mean? Is it some rare unit of mass? Some sort of preferred series or standard for weights? I was looking for answers and found nothing. I ruled out pounds that was first thing that came to my mind because the difference was to big (5 pounds is approx. 2.26 kg) - though there are some signs of wear and corrosion it's in rather good shape and I don't believe it weighted 0.26 kg more originally. Also, considering I'm from Poland and the weight is really old it probably was made during the soviet era (maybe even in USSR) - so that phi could be actually cyrilic fe - but that also gave me no results. As a last resort I decided to ask here - maybe some member of that community will know the answer. Below is a photo of the weight in question.

As other have pointed out, the main utility is to allow easier cleaning of the tank cars from sediment (solid precipitates). Usually, there is a drain in the lowest point. The reason that it is in the middle is that in this way, you can allow double the incline compared to if you had the drain at one of the ends for the same height. For example, if the allowed height difference is about 15 cm, and about 15 m length, then if you had the drain in: the edge, the angle would be $\arctan\left(\frac{0.15}{15}\right)=0.57^\circ$ or 1%. the middle ,...

You are probably right (it being of Russian origin). The weight seems to be 5 funt. 1 funt is the Russian equivalent of a pound. It is written as Фунт, funt, and around 1900 it was the basic unit of weight measurement in Russia (so it survived in the USSR days), but now its obsolete. 1 Φ is about 409.5 grams.

Biggest advantage is that when connecting to trailers, there are no bleeding issues. Imagine having to connect hydraulic pipes and remove the air bubbles... As for the amount of air - the compressor and receiving tanks are designed for normal use. However if you wish to accompany AC/DC with the air brakes you will run out. Disc brakes already exist in an airbrake version for trucks - came out over 10 years ago IIRC. But one big difference is that if you lose hydraulics on a car braking system then you lose stopping power (except for handbrake etc) but with...


As I heard, the life expectancy of photovoltaic cells is normally some decades, as so. This is very long, regarding their high cost, it has significant (negative) effect on the total costs. Why do they age? I can see the only possibility which could damage their atomic structure, and this is the very high energetic ultraviolet (or even soft röntgen) photon spectrum of the sun (which is only a small part of its power). And, I think, these photons could be maybe easily filtered out by a transparent plastic layer over the silicon. Thus, why do the solar cells age, and what happens in them on the atomic level?

The current limit specification for a wire is limited by the heat that current will produce, and how much heat the wire can dissipate before getting too hot. "Too hot" depends on the circumstances. You will see higher current ratings for the same type of wire in chassis wiring applications than the electrical code allows for home installations, for example. This is mostly due to how hot too hot is. The ultimate limit for extreme applications is that the conductor not melt. Temperatures anywhere near that would be unsafe running along wooden supports inside a wall in a house. As...

The National Renewable Energy Lab (NREL) estimates something like 0.4%-1% degradation per year for solar panels. I don't know what the chemical action is here (the electrical result being an increase in series resistance of the PV cells), but the long-term degradation of the panels is correlated with UV exposure. Although damaging to the PV material, the UV rays do contain energy that we want to collect, so you won't be able to filter it out completely without defeating the purpose of the panel. Other causes for degradation are mostly weather-related, but in the form of mechanical stresses to the...

At the beginning of my career (1979) as a design engineer at HP, the mechanical engineer created the part design and then rendered it in pencil on paper, and then transferred it onto sheets of vellum paper held onto a huge flat tilting table called a drafting board which had a precision sliding arm on it with which parallel and right angle lines could be drawn anywhere on the sheet. Clever graphical rules were applied to the resulting drawings which permitted auxiliary views of the part to be generated so it could be viewed from any desired angle, as an...


Are pontoon bridges being considered to extend bridge span?

Pontoon bridges differ from traditional bridges in that they are supported not by structures anchored to the floor of the body being spanned but by floating pontoons that are connected by a more rigid structure that supports a roadway. They're often used by militaries to provide a temporary crossing point, but they're also used for permanent civilian crossings . I would assume that they make it easier to cross larger bodies of water because there is less structure to be secured below the surface. In areas of deep water, support structures can become unfeasibly large. These larger spans could, though, make the pontoon bridges susceptible to damage from strong winds and currents. Are there plans to use pontoon bridges to cross long distances?

It is a trench shield. It gets placed in a trench after the trench is dug to prevent workers from being hurt or killed in the event of a trench collapse. This picture from GMC trench shield shows a partially collapsed trench with a shield installed that would protect the workers installing the blue brute pipe.

That looks like a Pratt truss . These trusses have diagonals which go from the outer-top nodes to the inner-bottom nodes (i.e. they connect to the top chord on the node furthest from the center of the span, and to the bottom chord on the node closest to the center). This design means that the diagonals are under tension and the verticals are under compression. Another famous design is the Allan truss , which is the exact opposite: the diagonals go from the inner-top nodes to the outer-bottom nodes, which means that the diagonals are under compression and the verticals...

Theoretically pontoon bridges with rope anchors keeping them to the bottom would work against wind and flow, overcoming the problem jhabbot mentioned in his answer (same as train length limit - stretching force). In practice these come with more problems of their own. They drift on water surface and as result, rise and fall with water waves. The larger the body of water they span, the higher the waves; at certain point in stormy weather the bridge would just launch the vehicles into the air. The anchoring isn't exactly simple if it's to withstand such forces. You could just as...


What happens when you put the wrong type of fuel in an internal combustion engine?

What happens to the working of petrol engine when it is emptied and filled with diesel or to a diesel engine emptied and filled with petrol? Will the engine be able to operate and, if not, why not?

If you were going to turn left 90 degrees, without turning the wheels, then you wind up dragging the wheels sideways while you turn. 16 seconds into this video shows exactly what I'm talking about . So every time you try to back out of your driveway, or a parking spot, or turn into a parking spot, or turn anywhere for any reason, you're going to lay down rubber because the tires are rotating quickly while remaining nearly stationary as you turn. Again, look at the wheel slip in the video I linked. You'd be hard pressed to find "four...

Putting diesel fuel in a gasoline engine is just about impossible. Diesel fuel nozzles are larger than gasoline nozzles, and modern gas caps are too small for diesel nozzles to fit into. However, if you managed to get it in there, the diesel fuel is too heavy and evaporates too slowly for the spark plugs to ignite it effectively. One source says that it won't start at all, another source says that it probably won't start, but there's a chance it will, it'll just run horribly and end up as a smokey disaster. The converse is possible, since the gasoline...

OP injection molding tag is correct. OBall uses injection molding and plastic welding. The OBall is the invention of David E. Silverglate. Toy Ball Apparatus with Reduced Part Count Reduced image from Kids II . It consists of four identical, flat, injection molded, pentagon and hexagon shapes with circular (or elipitical) holes, which are shaped and plastically welded into spheres. Pentagon and hexagon edges are the same size and individual connected circles are only connected along one edge. The four shapes are clearly shown in colors above and from the patent. Solid lines on each part are hard connections, while...

The loops are known as expansion loops. They need to be placed in pipelines to enable the pipelines to contend with thermal expansion and contraction and other forces that can affect the pipeline. They are typically placed in gas pipelines, irrespective of when the gas is hot or cold - natural gas or steam. The following quote is from Pipeline Design . It's near the end of the page under Pipe Expansion and Supports Steel piping systems are subject to movement because of thermal expansion/contraction and mechanical forces. Piping systems subjected to temperature changes greater than 50°F or temperature changes...


If the emergency brake in a train is broken, do the passenger car brakes still work?

Scenario: Suppose the emergency brake button in the cab of a train is not working. Would the emergency brake cords / buttons in the passenger cars still work? This question is inspired by this question on the SciFi StackExchange , asking why the passengers in the train fight scene from the movie SpiderMan 2 did not simply pull the emergency brakes. In that particular scene, a R46 City Subway Car was rendered "unstoppable" by ripping out the speed control lever in the car, which also happened to disable the emergency brake button (see 16 seconds into the video). With movies, we suspend our disbelief in order to enjoy the story that is presented. But the above SciFi question got me to thinking about how emergency brake systems are designed for trains. Given trains significant mass and momentum when moving, it seems like there would be multiple, redundant safety systems to provide braking capability for the train. My Question: Is there a common safety design used for the braking system of trains? Does that design account for portions of the system failing and allowing other portions to compensate for the failed components? (ie. would the passenger car emergency brakes still work?)

For long freight trains and those that will be climbing to stations at higher altitudes, an extra or two locomotives are attached to the front. I've always wondered why. As usual there are multiple issues. Most important is landscape. If more power than a single locomotive can provide is not needed for the whole trip, but only a short stretch, like climbing or crossing a mountain range, then it would be a huge waste of resources to attach them the whole trip. For example, take a 10 hour trip time, where all, except for a 1 hour stretch, can be...

Nothing is rigid, the raceways and the ball in a ball-bearing are no exception. The contact area deflects and accommodates the ball in a small contact surface, not a point. Also, the balls take the load in groups. The digrams are from SKF ball-bearings. '

Electricity production optimization is a very complex subject. It is also affected by many parameters , which I will try to outline below. TL;DR: Demand is constantly monitored and supply is constantly adjusted TL;DR 2: Lshaver's excellent post is a suggested reading after reading this, because it expands and explains what happens at timescales ranging from the micro-second to minutes timescales. Changes in energy demand during the day First of all, the energy demand during the day, week, month of year can change quite a lot. Below is a typical day in New England. Fluctuation in power energy consumption a...

Train Brakes The common brakes on trains are air brakes . As the name implies, these work off of air pressure. The braking power isn't controlled in the way that you would immediately think of though. They do not work like car brakes where the harder you press on the brake pedal, the harder the pressure goes through the lines to the brake cylinders. They work the opposite. The less pressure in the line, the more braking force is applied. Fail-safe Rail brakes are designed to be fail-safe . That is, when a failure occurs, the safe operation happens. In...


Is there a method for plating steel with stainless steel? If so, is it chemical, electrical, or electrochemical? I did a quick search on the internet but was unable to find a service. I'm interested in applying a food safe finish to something that would otherwise be cost prohibitive to make out of solid stainless steel.

Keeping things simple, steel is an alloy of iron and carbon, whereas stainless steel is essentially an alloy of iron, carbon and chromium or iron, carbon chromium and nickel. All forms of steel, whether they be ordinary iron and carbon alloy or stainless steel are made from a melt in furnaces. Because of this stainless steel cannot be plated to ordinary steel by chemical means either. Stainless steel can be welded to ordinary steel but a TIG welder is required, but this wouldn't suit your purposes. Hot dipping is unlikely to be an option due to the melting temperatures of...


Why are lasers used for concentrated light applications instead of incoherent light sources?

Some laser applications consist simply of concentrating light into a small spot. Two example applications are laser welding and cutting. In these cases a CO 2 laser is often used which needs a regulated power supply, a water cooling system, and a supply of CO 2 gas. Why do these applications use a laser instead of a simpler (i.e. incoherent) light source such as an AC powered arc lamp?

The problem is that the formula $P=I\ V$ is correct when dealing with DC circuits or with AC circuits where there is no lag between the current and the voltage. When dealing with realistic AC circuits, the power is given by $$ P=I\ V\ \cos(\phi), $$ where $\phi$ is the phase difference between the current and the voltage. The unit kVA is a unit of what is called 'apparent power' whereas W is a unit of 'real power'. Apparent power is the maximum possible power attainable when the current and voltage are in phase and real power is the actual...

Please note : I'm not a building designer by trade, but I have had to investigate related questions for other reasons. I'll let you in on a dirty secret about sanitation lines within buildings - The biggest concern is not about how fast things are flying, it's about maintaining air pressure and providing adequate ventilation. This guide presents a bit of a historical background to tall building design with respect to sanitation system design. This presentation provides some more recent perspective and goes into some of the research that is refining current building standards. The traditional viewpoint is that waste...

There are many reasons why highly monochromatic light, such as that emitted by a laser, is useful for delivering a large amount of power to a small spot. First of all, incoherent light sources such as a lamp are extended sources which means that they are emitting light from a piece of material which takes up a finite amount of space. When focusing this light to a point, the focal spot is limited by the size of your source multiplied by the magnification of your imaging system. This may sound like a small effect, but if you want to focus...

At the beginning of my career (1979) as a design engineer at HP, the mechanical engineer created the part design and then rendered it in pencil on paper, and then transferred it onto sheets of vellum paper held onto a huge flat tilting table called a drafting board which had a precision sliding arm on it with which parallel and right angle lines could be drawn anywhere on the sheet. Clever graphical rules were applied to the resulting drawings which permitted auxiliary views of the part to be generated so it could be viewed from any desired angle, as an...


Why is Mach 0.3 the threshold separating compressible and incompressible flow?

I've read that Mach 0.3 is pretty much the upper limit for treating air as an incompressible fluid. The sources I've read seem to treat this as a given, without proof or justification. Why is this the limit? Is there a mathematical justification for this? Also, does this limit only apply to air? If not, then what does the limit depend on?

Water meets the low compressibility requirement, but there are many other considerations in the design of a hydraulic system: Boiling point/vapor pressure: If the system warms up during operation, the fluid may boil, which results in high compressibility and thus decreased effectiveness of the hydraulic system. Hydraulic fluid has a higher boiling point than water to help combat this. Related to this is the concept of vapor pressure. Hydraulic systems often involve small orifices, which can cause cavitation (localized boiling). This cavitation has the same effects as boiling and can cause pitting damage to the components near the cavitated region....

The problem is that the formula $P=I\ V$ is correct when dealing with DC circuits or with AC circuits where there is no lag between the current and the voltage. When dealing with realistic AC circuits, the power is given by $$ P=I\ V\ \cos(\phi), $$ where $\phi$ is the phase difference between the current and the voltage. The unit kVA is a unit of what is called 'apparent power' whereas W is a unit of 'real power'. Apparent power is the maximum possible power attainable when the current and voltage are in phase and real power is the actual...

Wikipedia gives the reason for Mach 0.3 as due to the fact that this achieves ~5% change in density. I found a NASA page that describes (analytically!) the relationship. I cited the source, but I'll reproduce the work here for posterity, in the event their links change. Start with conservation of momentum: $$ (\rho V) dV = -dp \\ $$ where $\rho$ is the fluid density, $V$ is the velocity, and $p$ is the pressure. for isentropic flow: $$ \frac{dp}{p} = \gamma \frac{d\rho}{\rho} \\ dp = \left( \frac{\gamma p}{\rho} \right) d\rho \\ $$ where $\gamma$ is the specific heat ratio....

In the video you've linked to, the spheres are seen on both the leading and trailing edges of the propeller: I expect they are intentional - there are a number of ways to attach a propeller without having to disturb that surface, or using flush caps. Cavitation is caused by a drop in pressure. This would be seen on the trailing edges of the propeller, and is worse on the outer edge of the propeller which is moving faster through water than the inner area. I doubt these spheres have any effect on cavitation at all. It is either a...


Why does column buckling occur when the load is parallel to the column?

I'm studying Euler's work on structural engineering from a book out of curiosity and it is mentioned that he developed a mathematical theory describing the buckling of columns under a parallel load (the weight-force of the load is directed down along the column). The theory is covered quickly without much motivation. But this got me thinking; why does a column "buckle" in the first place? If the load presses the column down, why does the column even start deflecting sideways? I know this happens in real life since this fact is easily confirmeable with household objects, but theoretically, why do objects start deflecting sideways instead of just compressing under loads? This might be something obvious and maybe I'm just overthinking but I find this curious nonetheless.

A yahkchal is an example of a type of passively cooled building in Iran They utilise a combination of passive evaporative cooling and thick thermally insulating walls in order to keep the interior temperatures low enough. First, wind is directed into underground aquifers known as qanat . They are then cooled due to the low humidity desert air causing water to evaporate. The cooled air then flows through the interior of the yakhchal, cooling the interior. The thick insulating walls (filled with earth and various insulating materials such as straw and feathers) help to insulate the cool interior from the...

Euler buckling occurs because the world isn't perfect. So that theory assumes that there is an initial infinitesimal deviation along the column (assuming the column is in fact not perfectly vertical*). This deviation causes a bending moment along the beam, which increases the deviation, which increases the bending moment, which increases the deviation... For loads lower than the Euler load, this vicious cycle eventually stabilizes and the beam doesn't buckle. For the Euler load and above, the cycle never stabilizes and the deflection goes to infinity. Obviously the real world has initial deviations and other problems which are much higher...


Why are multiple locomotives attached only to the front for larger trains?

For long freight trains and those that will be climbing to stations at higher altitudes, an extra or two locomotives are attached to the front. I've always wondered why. For argument's sake, if there are 30 bogeys each weighing 10 tons, the three engines are pulling a combined 300 tons. Each must be applying the exact same pull else if one is pulling harder than it is effectively taking on all the work with the other two idling. Plus, the load on the first coupling is 300 tons, on the second 290, and so on. On the other hand, if locomotives are placed after every 10 bogeys, then each is pulling 100 tons only.

There are a few simple reasons why the speed of a vehicle (road conditions notwithstanding) may be limited: Gearing -- Production vehicles with conventional transmissions have a limited number of gears. For most modern cars, this is usually 5 or 6, whereas older vehicles may have as few as 2 or 3. If the gear ratio of the highest gear is too low ("lower" gears are expressed as larger numerical ratios), it's entirely possible that the engine will redline before air resistance becomes a factor at all. This ties into your first point about the red zone on the tachometer....

As other have pointed out, the main utility is to allow easier cleaning of the tank cars from sediment (solid precipitates). Usually, there is a drain in the lowest point. The reason that it is in the middle is that in this way, you can allow double the incline compared to if you had the drain at one of the ends for the same height. For example, if the allowed height difference is about 15 cm, and about 15 m length, then if you had the drain in: the edge, the angle would be $\arctan\left(\frac{0.15}{15}\right)=0.57^\circ$ or 1%. the middle ,...

If I model this as a simply supported beam having load at mid span [...] I suspect that this is where your analysis went awry. First off, you should always model bridges with distributed loads, not a single concentrated load at midspan. The most significant load on a bridge will almost always be its own self-weight; load-trains are heavy but, well, so are bridges. Secondly, I assume you're thinking of the bridge like this: Indeed, we can see here that the bending moment is greater at midspan. However, that's not the bridge we're looking at, it's missing the cantilevers! So...


Do I need to worry about galvanic corrosion when inserting a steel bar through aluminium?

My design uses a round steel bar inserted through a hole in an aluminium component with a tight fit (no movement). The operating environment is dry, 20-40°C. Do I need to worry about galvanic corrosion, and if so how long will this last before starting to corrode? Also, what storage conditions should I avoid that would accelerate the corrosion?

Short answer : make it thicker. Long answer : The moment of inertia affects the beam's ability to resist flexing. Use one of the many, free, online moment of inertia calculators (like this one ) to see how increasing the height of the beam will have an exponential effect on increasing the stiffness of the beam. And this site helps provide a pictorial view of the load(s) upon a beam depending upon differing configurations, such as where the supports are and where the load is applied. It also provides a calculator to determine the forces involved. Wikipedia has a decent...

BS5950-1:2000 Clause 1.3.23 defines an H-section as having " an overall depth not greater than 1.2 times its overall width ", and Clause 1.3.25 defines an I section as having " an overall depth greater than 1.2 times its overall width ". Note that at exactly a ratio of 1.2, it would be an H section not an I section.

Very probably, no. Galvanic corrosion required the existence of a reactive and conductive medium, which you don't have. If there is some (for example, at least moist air, or similar) best you can do to paint both of the metals, if you can. Generally, if none of the materials would corrode in an environment, galvanic corrosion is a non-issue (in that environment).


Additional jacking force to overcome stiction/dry friction

It is common to lift bridges to replace bearings, etc. In an ideal world the lifting capacity required of the jacks would be the self-weight of the bridge divided by the number of jacks (+ allowances for wind/snow, etc.). From my (limited) experience, however, bridges begin to 'stick' to their bearings, and an additional allowance for over-coming this has to be provided. Does anyone have any guidance about how to determine this figure?

civil-engineering structures bridges maintenance friction

So there's an incorrect assumption underlying your question. In an ideal world the lifting capacity required of the jacks would be the self-weight of the bridge divided by the number of jacks (+ allowances for wind/snow, etc.). And the assumption there is that the lifting capacity is equivalent only to the weight of the bridge. The problem is that if anything goes wrong, you're likely to see a catastrophic failure of some sort which could lead to irreparable damage. Real world lifts don't operate in that "ideal" manner, and instead rely upon a safety factor in order to make sure...

That looks like a Pratt truss . These trusses have diagonals which go from the outer-top nodes to the inner-bottom nodes (i.e. they connect to the top chord on the node furthest from the center of the span, and to the bottom chord on the node closest to the center). This design means that the diagonals are under tension and the verticals are under compression. Another famous design is the Allan truss , which is the exact opposite: the diagonals go from the inner-top nodes to the outer-bottom nodes, which means that the diagonals are under compression and the verticals...

The loops are known as expansion loops. They need to be placed in pipelines to enable the pipelines to contend with thermal expansion and contraction and other forces that can affect the pipeline. They are typically placed in gas pipelines, irrespective of when the gas is hot or cold - natural gas or steam. The following quote is from Pipeline Design . It's near the end of the page under Pipe Expansion and Supports Steel piping systems are subject to movement because of thermal expansion/contraction and mechanical forces. Piping systems subjected to temperature changes greater than 50°F or temperature changes...

The picture, below, of the exaggerated long section of the Channel Tunnel was taken from Wikipedia . Full-sized image here . Some of the limiting factors for the Channel Tunnel are: Railways don't like steep gradients The tunnels comprising the Channel Tunnel were excavated using tunnel boring machines (TBMs). Like railways, they cannot tolerate steep gradients. The tunnel was excavated in chalk marl (green coloured material in the picture). This was due to its depth (not being too shallow and not being too deep) and its ability to be easily dug but also it would cause major support issues for...


How to correctly size the blades for a small educational wind turbine?

I want to design a small wind turbine that can be easily carried out of the classroom into the sports field in relatively low-wind conditions (5-15km/h) that can power a small ultra-bright 5V LED - just enough to show that it works. How do I calculate the power I can get from different blade diameters in these wind conditions, and the power needed to drive a small DC motor/generator enough to light the LED?

electrical-engineering renewable-energy power-engineering wind-power

As it happens, I just recently went through that calculation myself for a different site. Given the following facts from a quick web search, it isn't difficult to work out the numbers. The maximum efficiency of a (large) windmill is about 40%. The density of air is 1.225 kg/m 3 You need about 50 mW (10 mA at 5V) to light up an LED First, we'll need about 50 mW / 0.40 = 125 mW of air power flowing through the windmill to create the electricity we need (ignoring other factors such as the actual efficiency of a small windmill...

Cross-interference between aircraft is a high unlikely event because all commercial aircraft designs have to pass DO-160 environmental testing requirements. Among the DO-160 testing specification is EMI/EMC Testing. These tests include Radiated Emission, Interference and Immunity Testing. Part of these tests are to answer " Two aircraft are very close together " and " The other aircraft accidentally receives the signal because it is so close. " Below is a picture of an anechoic chamber used to test aircraft. Fly-by-wire allows the aircraft control system to access and command monitoring and control systems. The monitoring and control systems have a...

Some ideas: Wheel Load Distribution : The load is greater on the rear wheels providing the power; more force on the front ones bring no benefit and would provide less traction. Better manoeuvrability from having a shorter wheelbase. Better Ground Clearance in some conditions, especially for bumps and or up a increasing slope for instance. Better Driving : The front wheels now turn around a point closer to the C.G. than with the rear wheels. Not good with vehicle dynamics but this appears better than the rear end 'trailing' behind. Structural : As some people have pointed out, it's better...


Derivation for bridge natural frequency estimate in Eurocodes

The Eurocodes gives the following equation for estimating a "simply supported bridge subject to bending only"*: $$n_0 = \frac{17.75}{\sqrt{\delta_0}}$$ Where $n_0$ is the natural frequency in hertz $\delta_0$ is the deflection at mid-span under permanent actions in mm The equation is seemly plucked from thin air, and there is no explanation as to where the constant 17.75 comes from. As an engineer I'm loath to use a formula I don't understand, but more than that it would be helpful to learn the fundamentals behind it so that I can see if it can be altered to work with other support conditions. Can anyone provide a derivation / fundamental origin to this relationship? *Full reference is: EN 1991-2:2003 6.4.4 [Note 8] (Equation 6.3), if that helps.

The picture, below, of the exaggerated long section of the Channel Tunnel was taken from Wikipedia . Full-sized image here . Some of the limiting factors for the Channel Tunnel are: Railways don't like steep gradients The tunnels comprising the Channel Tunnel were excavated using tunnel boring machines (TBMs). Like railways, they cannot tolerate steep gradients. The tunnel was excavated in chalk marl (green coloured material in the picture). This was due to its depth (not being too shallow and not being too deep) and its ability to be easily dug but also it would cause major support issues for...

When a reactor is shut down the core produces much less heat, but they do still produce heat through a mechanism known as decay heat . The fact that the core is producing less heat means that the coolant temperature is going to drop, but how far that temperature drops depends on the decay heat generation rate. This in turn is based on operating history, or the power at which the plant was operating before shutdown. This can be large for commercial plants, because they typically operate at or very near capacity and the power companies bring coal or natural...

If we simplify the whole bridge into 2D thin beam with a constant section size, no internal damping and subject only to small vertical deflections, then the natural frequency is determined by simple harmonic motion: $$ n_0 = \frac{1}{2 \pi} \sqrt{ \frac{ k } { m } } $$ Where $ n_0 $ is the natural frequency, $ k $ is the ratio between restorative force and deflection (the equivalent 'spring stiffness') and $m$ is the mass per unit length of the beam. In a beam the restorative force is the internal shear caused by the deflected shape. As the...


How different are dc motor designs from dc generator designs?

Some dc motors can be used as generators as well by applying mechanical torque to the output shaft to induce a current. However, even if a dc motor can do this, I imagine they were not designed for this purpose and thus perform less efficiently when used as a generator rather than as a motor. In my admittedly naive understanding, dc generators and dc motors are essentially the same machinery, but with inputs and outputs reversed. This leads me to believe that some other design considerations are used to make one direction more efficient than the other. How differently are dc generators and dc motors designed to make one direction of input/output more efficient than the other? What can one do electrically or mechanically to improve the efficiency in either direction? In particular, I'm interested in converting a dc motor into a generator and want to know how I can improve its efficiency in converting mechanical energy into electrical energy.

You want to let air into the pipe when you switch the pump off, without letting water out. Here's a few ways to do this. Make a pinhole in the highest point of the pipe. You will lose a bit of water this way, but if it is above the tank, the water will drip back in (provided it doesn't spray too far.) You could even put it just under the tank lid. Install a tee and riser at the highest point of the pipe. this will need to be high enough to avoid the pump pressure pumping water out...

In Ye olden days DC generators were brushed commutated devices. They had a one or more stator windings and an armature winding. Field wound DC generators as well as motors were commonly connected in one of three methods: Series, Shunt and Compound. Without getting into details, each had its own set of strengths and weaknesses. But you only have to remember these two things: the voltage of a DC motor is dependent on its input shaft speed. Current is a function of torque. More voltage means more RPM's and more amps means more newton-meters (or foot-pounds). So with all that,...


Which turbulence models are suitable for CFD analysis on a streamlined vehicle body?

Many commercial and open-source CFD codes implement several closure methods for the non-linear convective acceleration term of the Reynolds-averaged Navier-Stokes (RANS) equations. Common methods (also known as turbulence models ) include Spalart–Allmaras (S–A) k–ε (k–epsilon) k–ω (k–omega) SST (Menter’s Shear Stress Transport) Reynolds stress equation model Which of these are suitable for CFD simulation of a streamlined vehicle body? The purpose of the simulations is to guide the refinement of the body shape to minimize aerodynamic drag forces. An exemplary answer would briefly outline the advantages and disadvantages of each method for this simulation application. Potentially useful details: The vehicle is a small one-person vehicle with approximate dimensions L = 2.5 m, W = 0.7 m, and H = 0.5 m. It will be travelling at speeds ranging from 0 m/s to approximately 12 m/s. All three wheels are enclosed by the body envelope, and the vehicle has an approximate ground clearance of 15 cm except near the wheels, where the body shell extends down to within 1 cm of the road surface. Normally aerodynamic forces at these speeds are very nearly negligible, but assume that this vehicle is being designed to compete in a "Super Mileage" competition on a smooth track, is very light-weight, and uses low friction drivetrain components throughout, so the aerodynamic forces have a significant effect on the achievable fuel consumption.

mechanical-engineering fluid-mechanics fluid-dynamics simulation modeling

The turbulence model can make a big difference in your simulation . There are many turbulence models around. It becomes a tough job to select one out of them. There is no perfect turbulence model. It all depends on several parameters like Reynold's number, whether the flow is separated, pressure gradients, boundary layer thikness and so on. In this answer, brief information about a few popular models is given along with pros and cons and potential applications. However, interested users can see this excellent NASA website and references therein to know more about turbulence modeling. A) ONE EQUATION MODEL: 1....

In the video you've linked to, the spheres are seen on both the leading and trailing edges of the propeller: I expect they are intentional - there are a number of ways to attach a propeller without having to disturb that surface, or using flush caps. Cavitation is caused by a drop in pressure. This would be seen on the trailing edges of the propeller, and is worse on the outer edge of the propeller which is moving faster through water than the inner area. I doubt these spheres have any effect on cavitation at all. It is either a...

I have written mostly about CFD in this answer, however same points should also work for FEA or other simulation techniques. CFD is mostly used for design optimization and parametric study of the design. Following are a few examples showing how engineers use simulations Selection of a design : Read: A conceptual study of airfoil performance enhancement using CFD. This thesis shows use of CFD for selecting the best design out of a number of candidate designs. Engineers often go for simulations to select 'the one' out of many . Shape optimization using CFD : This paper gives an example...

The current limit specification for a wire is limited by the heat that current will produce, and how much heat the wire can dissipate before getting too hot. "Too hot" depends on the circumstances. You will see higher current ratings for the same type of wire in chassis wiring applications than the electrical code allows for home installations, for example. This is mostly due to how hot too hot is. The ultimate limit for extreme applications is that the conductor not melt. Temperatures anywhere near that would be unsafe running along wooden supports inside a wall in a house. As...


Measuring longer distances with high accuracy

I am involved right now in the fabrication of steel structures on the order of 5-50 feet long. Presently, we measure these structures with garden variety commercial tape measures. Most of the time, we work to a tolerance of about +/-1/16" and don't have any problems. Recently, we're trying to make some items to a very high tolerance (at least +/- 1/32", approaching 1/64" or .016") This tolerance is due to visual not mechanical criteria, but it is still very important to our management. My question is, how can we reliably measure these sorts of distances with that level of precision? I'm prepared to order some NIST traceable tape measures, but it's not clear to me if they'll really improve the situation. Are there other technologies or techniques that could practically be applied in a fabrication setting? Are any surveying tools accurate enough to solve the problem? Cost is obviously a factor, but we're more concerned with repeatability and robustness than price. I realize this tolerance will sound ridiculous to most, but I imagine that some other industries may have to perform similarly, perhaps large engines for ships or power plant components?

measurements tolerance manufacturing-engineering surveying

Answering the question: What are possible types of low cost sensors I can use? There are several types of sensors that can provide millimeter level accuracy. "Low cost" is a very relative term, so you'll need to do some shopping around based on your specific budget. Optical sensors- Included here are those of the type you listed, though it's a very cheap sensor meant more to provide a "yeah something is in front of me, about yay-far-away". There are also laser sensor systems which can provide millimeter level accuracy. Ultrasonic Sensors- Most ultrasonic sensors have relatively low accuracy; in the...

It is more efficient to transmit DC using about the same infrastructure. This is because of several effects: Skin effect experienced with AC. There is no skin effect with DC. Higher voltage allowed with DC for the same transmission lines. The lines have to withstand the peak voltage. With AC, that is 1.4 times higher than the RMS. With DC, the RMS and peak voltages are the same. However, the power transmitted is the current times the RMS, not peak, voltage. No radiation loss with DC. Long transmission lines act as antennas and do radiate some power. That can only...

To get that sort of accuracy over that scale is not trivial and probably won't be cheap. For smaller size up to a few meters a portable CMM would be an option ( here's an example ). These have accuracy on the order of 10 $\mu$m and are used for things like high end/F1 car manufacture. However, CMM type instruments wouldn't be useful for anything larger than a few meters as it is limited by the arm length and must be fixed in place when measuring to get a sensible result. For larger pieces the best performing option would be...


How does a multimeter protect itself from high voltages?

I have used a cheap multimeter to measure voltages in simple DC circuits, but I have seen pictures of them plugged straight into the mains and used to measure various home-built generators. Why doesn't the higher voltage fry the multimeter, and also in theory could a small cheapo multimeter be safely used to measure very high voltages? If you get the setting wrong on the dial, does this matter? I'm not planning to plug one in, nor would I recommend anyone who doesn't know what they're doing to do this either, I'm just wondering how it works.

WARNING : Note that some cheap meters are not suitable for use with 230 VAC AC mains. Some meters may have AC voltage ranges able to conceptually measure to well above AC mains voltage BUT have internal componentry not certified, suitable or safe at eg 230 VAC. Use of such meters to measure such voltages is akin to a safer than usual game of "Russian Roulette" which still may end in death. _________________ Failures may occur to power dissipation in components or to voltage breakdown even when power dissipation is within bounds. Voltage ranges are usually less stressed than most...

Your equation is partly correct. You've calculated the energy per photon ($\hbar \nu$), but you've neglected the number of photons. That's why the units don't match (power is energy per unit time, while you've only got energy for each photon). The ideal power (energy per unit time) depends on the area of the solar panel, $A_p$, the number of photons striking it per unit time ($\Phi$) and the energy of each photon, $E$, such that $W_{Ideal} =A_p \cdot \Phi \cdot E$. A lens or mirror can focus light (a flux of photons) onto a small area. Under really ideal conditions,...

After the 2014 ICCT report revealed that these light-duty passenger diesel vehicles were emitting too much NOx and US regulators confronted VW about the results, VW did some testing and proposed a voluntary software recall to recalibrate the various emissions control devices on the affected vehicles. From the California Air Resources Board's (CARB's) in-use compliance letter to Volkwagen AG, 2015-09-18 , following that recall: To have a more controlled evaluation of the high NOx observed over the road, CARB developed a special dynamometer cycle which consisted of driving the Phase 2 portion of the FTP repeatedly. This special cycle revealed...

From the point of view of the driver of a car, impacting another car is about as bad as crashing against an ideal wall (a wall with zero deformation whatsoever). If there were a plane reflection between the two cars, then vs. Car would be exactly equal to vs. Wall (the contact points between both cars would all be on the same plane, due to reflection, so each car could be considered a wall for the other). But this plane reflection does not exist: What we have instead is a 2-fold rotational reflection . Let's say the left part of...


Estimating whether the flow through a valve or nozzle cavitates

My understanding is that cavitation occurs in the flow of a liquid when the static pressure drops below the vapor pressure, even intermittently. So even if the time-averaged static pressure (what you might measure) is above the vapor pressure, the pressure fluctuations from turbulence or other unsteadiness could be large enough to cause cavitation locally. So comparing the time-averaged static pressure against the vapor pressure isn't enough; you need to add some extra cushion to account for the pressure fluctuations. (This is my interpretation, not having read too deeply into this.) So, in various books, websites, and journal articles I have seen two different types of dimensionless numbers for estimating whether the flow through a valve or nozzle cavitates. They are generally called the cavitation index or cavitation number. They take one of two forms: $$\sigma = \frac{p_\text{in} - p_\text{vapor}}{p_\text{in} - p_\text{out}}$$ or $$\sigma = \frac{p_\text{in} - p_\text{vapor}}{\tfrac{1}{2} \rho V^2}$$ where $p_\text{in}$ is the inlet pressure, $p_\text{out}$ is the outlet pressure, $p_\text{vapor}$ is the vapor pressure, $\rho$ is the liquid density, and $V$ is some characteristic velocity of the flow (say, in the nozzle case, the velocity at the outlet). Some forms of this number are inversions of the numbers above, but these aren't that different. What is the difference between these parameters? Based on energy conservation you can relate the pressure drop to the flow rate, but typically there is an empirical coefficient added in to account for non-idealities. Is there something else I am missing? Is one form preferred over the other? Best I can tell whether to use one or the other depends on what sort of data you have (so, for flow over a turbine blade, the velocity form is preferred), but I've seen both even for nozzles. Where can I get accurate data to predict cavitation based on these numbers? I've tried using some data on atomizer nozzles from various journal articles but generally they use different forms of the cavitation number. Some of the data suggests the flow through the nozzle will cavitate at the pressures I want, but other data for similar nozzles suggests it won't. I'm not sure what the source of the inconsistency is. My understanding could be faulty, the cavitation number model could be too simplistic, the data could be inaccurate, etc.

If you consider only the static forces then indeed the thickness might seem over-engineered. However, engine blocks are not statically loaded. They operate in the range of a few hundred to a few thousand rpm (Revolution Per Minute), so there are dynamic considerations here. Fatigue When materials are subjected to cyclic loading they exhibit a reduction in the allowable stresses. See below for an example: In general, BCC (body-centered cubic) materials (like steel) show a marked drop in strength (close to 50% or more depending on the steel). For these material there is stress (called the endurance limit), for which...

In the video you've linked to, the spheres are seen on both the leading and trailing edges of the propeller: I expect they are intentional - there are a number of ways to attach a propeller without having to disturb that surface, or using flush caps. Cavitation is caused by a drop in pressure. This would be seen on the trailing edges of the propeller, and is worse on the outer edge of the propeller which is moving faster through water than the inner area. I doubt these spheres have any effect on cavitation at all. It is either a...

The difference between the two equations The cavitation number is the ratio of the static pressure difference to the dynamic pressure difference. So, if you want to use the first equation, you would need to take the pressure using a Pitot tube to measure the total pressure, whereas if you want to use the second equation you will need to measure the freestream velocity, but I would recommend measuring it upstream rather than downstream because of possible effects of acceleration and boundary layer growth. Also, your $V$ should be $V_{in}$ such that it corresponds to the same location where $p_{in}$...


I have inherited a product with inconsistent designs sharing the same part number. What do I do?

I am now in charge of a product line my company has been shipping for a decade. One of the previous product engineers was... shall we say, less than conscientious about sustainability and proper documentation. We have shipped hundreds of units, of multiple design variants, under the exact same part number . The manual presently reflects only one variant, meaning many users can't use it. And we've had multiple instances where a user has tried to reorder a unit by part number, only to find that what we ship them does not match what they already had. Obviously, this is terrible. One does not change the specs or user interface of a product without also changing the part number. We will avoid such things in the future. But my question is about the past. We have, on paper, documentation indicating what design variant each serial number corresponds to. My thinking is to create a spreadsheet, and name each variant retroactively, so we can at least support users that call in or place reorders. We would then create proper manual(s) so that the user can, based on their serial number, understand the operation of the units they have. But I'm just making up that solution. It occurs to me that there may be formal, industry-standard methods of dealing with such things. Is there a procedurally-correct way to handle my existing install base?

I don't think there is any formal standard way out of this mess. The good news is that at least tracked the changes by serial number. Inventing different models after fact seems pointless because the customers won't know what models they have. From the customer view, these are all one model but vary by serial number. Document it that way. You could create a different manual for different serial number ranges if the changes are large, or have occasional sections in the manual that only apply to particular serial number ranges. Make sure that the customer can easily find the...

As other have pointed out, the main utility is to allow easier cleaning of the tank cars from sediment (solid precipitates). Usually, there is a drain in the lowest point. The reason that it is in the middle is that in this way, you can allow double the incline compared to if you had the drain at one of the ends for the same height. For example, if the allowed height difference is about 15 cm, and about 15 m length, then if you had the drain in: the edge, the angle would be $\arctan\left(\frac{0.15}{15}\right)=0.57^\circ$ or 1%. the middle ,...

It is more efficient to transmit DC using about the same infrastructure. This is because of several effects: Skin effect experienced with AC. There is no skin effect with DC. Higher voltage allowed with DC for the same transmission lines. The lines have to withstand the peak voltage. With AC, that is 1.4 times higher than the RMS. With DC, the RMS and peak voltages are the same. However, the power transmitted is the current times the RMS, not peak, voltage. No radiation loss with DC. Long transmission lines act as antennas and do radiate some power. That can only...


What makes the material travel through Archimedes' Screw?

...or in other words, why doesn't the material just stick to the screw, rotating in place, without progressing along its length? In the simplest case, the answer is obvious: gravity. If it's a granular or liquid material and the screw is tilted to a side, it will just roll/slide/flow along the blade, to remain on the bottom side of the tube. But then, Wikipedia says: A variant of the Archimedes' screw can also be found in some injection molding machines, die casting machines and extrusion of plastics, which employ a screw of decreasing pitch to compress and melt the material. Finally, it is also used in a specific type of positive displacement air compressor: the rotary-screw air compressor. On a much larger scale, Archimedes' screws of decreasing pitch are used for the compaction of waste material. In such case the forces - pressure, shearing, viscosity, adhesion, all would outweigh gravity, and probably in some cases friction against the tube walls. For example, in injection molding, what is there to keep the half-molten plastic from forming a clumping mass, sticking to the screw and keeping rotating in place without any progress? When the pressure increases, which force prevents the material from backing up into area of lower pressure?

There's actually two kinds of screw conveying: Water lifting with screws happens just as in your gif, in the lower part of an inclined pipe we have water and the screw pushes 'packets' of water upwards. The water can't flow back because there's no path, the blades are not fully submerged. This mode is in principle also possible with solids. source: Wasser Wissen Now, screw conveyors for solids or the screws in extruders and meat grinders or certain dewatering presses work differently: Here it is the friction between the medium and the walls that prevents the material from corotating with...


How does pressure treatment affect the mechanical properties of lumber?

Pressure treated lumber is specified for many exterior applications because of its resistance to insect damage and fungal rot. But how does it compare to untreated wood, mechanically? For example, consider a rim joist supporting the ground floor of a residential structure with a pier and post foundation. If the joist has been damaged by rot in a location that is impractical to fully protect from exposure, I might be tempted to replace the joist with a pressure treated member of the same nominal dimension (in addition to proper flashing) for added protection in that location. Since this is an existing structure, by far the easiest approach is to use a member with the same dimension to replace the rotted joist. However, this relies on the new member meeting the same load-bearing requirements as the old member. Building codes should provide enough wiggle room that in this particular example, there's not much of a safety concern for the homeowner. After all, the rotted joist had not failed, and it would definitely have less strength than the member was originally rated for. In practice, treated and untreated members may be manufactured from different wood species with different mechanical properties to begin with; for the purposes of this question, assume the species is constant. Does pressure treatment result in a member with more or less strength in tension, compression or torsion? Does it affect the durability of the wood* in ways not related to rot or insect damage? * Not the fasteners; that's a different issue that's pretty well-covered online. See this page from Simpson , for example.

After the 2014 ICCT report revealed that these light-duty passenger diesel vehicles were emitting too much NOx and US regulators confronted VW about the results, VW did some testing and proposed a voluntary software recall to recalibrate the various emissions control devices on the affected vehicles. From the California Air Resources Board's (CARB's) in-use compliance letter to Volkwagen AG, 2015-09-18 , following that recall: To have a more controlled evaluation of the high NOx observed over the road, CARB developed a special dynamometer cycle which consisted of driving the Phase 2 portion of the FTP repeatedly. This special cycle revealed...

Pressure treatment does have a small, but documented effect on the strength of the member, particularly if it is 'incised' (has slots or holes cut into it as part of the pressure treating process.) If you're working to American codes, according to the American Wood Council , pressure treated wood is limited to a maximum duration factor of 1.6. This wouldn't matter for your example of fixing a house, because the duration factor would already be much smaller. Effectively, this just restricts the use of pressure treated lumber for resisting impact loads. More importantly, if it is incised which is...


What is a Spiral Curve, and How is it Different from a Normal Curve?

I've heard the term spiral curve used to describe a section of highway that is more aesthetically pleasing to the driver's eye. However, I believe I've driven on enough road to say that I can't definitively tell the difference between any given curve other than how "sharp" it is. Could anyone explain how one can determine if a section of curve on a highway is classified as a "spiral" curve, and are there other advantages besides "making it look good"?

civil-engineering highway-engineering surveying rail

The problem is that the formula $P=I\ V$ is correct when dealing with DC circuits or with AC circuits where there is no lag between the current and the voltage. When dealing with realistic AC circuits, the power is given by $$ P=I\ V\ \cos(\phi), $$ where $\phi$ is the phase difference between the current and the voltage. The unit kVA is a unit of what is called 'apparent power' whereas W is a unit of 'real power'. Apparent power is the maximum possible power attainable when the current and voltage are in phase and real power is the actual...

Spiral A spiral curve is a geometric feature that can be added on to a regular circular curve. The spiral provides a gradual transition from moving in a straight line to moving in a curve around a point (or vise-verse). The use of a spiral is about making the road or track follow the same form that the vehicle naturally takes. In a car, you don't go directly from going straight to fully turning. There is a transition area where you slowly turn the steering wheel. Lateral acceleration is slowly increased as the spiral is entered, or it is slowly...