Showing posts with label mechtopics. Show all posts
Showing posts with label mechtopics. Show all posts

Components of IC engines

Combustion chambers

Internal combustion engines can contain any number of combustion chambers (cylinders), with numbers between one and twelve being common, though as many as 36 (Lycoming R-7755) have been used. Having more cylinders in an engine yields two potential benefits: first, the engine can have a larger displacement with smaller individual reciprocating masses, that is, the mass of each piston can be less thus making a smoother-running engine since the engine tends to vibrate as a result of the pistons moving up and down. Doubling the number of the same size cylinders will double the torque and power. The downside to having more pistons is that the engine will tend to weigh more and generate more internal friction as the greater number of pistons rub against the inside of their cylinders. This tends to decrease fuel efficiency and robs the engine of some of its power. For high-performance gasoline engines using current materials and technology, such as the engines found in modern automobiles, there seems to be a point around 10 or 12 cylinders after which the addition of cylinders becomes an overall detriment to performance and efficiency. Although, exceptions such as the W16 engine from Volkswagen exist.
  • Most car engines have four to eight cylinders with some high performance cars having ten, 12 — or even 16, and some very small cars and trucks having two or three. In previous years, some quite large cars such as the DKW and Saab 92, had two-cylinder or two-stroke engines.
  • Radial aircraft engines had from three to 28 cylinders; examples include the small Kinner B-5 and the large Pratt & Whitney R-4360. Larger examples were built as multiple rows. As each row contains an odd number of cylinders, to give an even firing sequence for a four-stroke engine, an even number indicates a two- or four-row engine. The largest of these was the Lycoming R-7755 with 36 cylinders (four rows of nine cylinders), but it did not enter production.
  • Motorcycles commonly have from one to four cylinders, with a few high performance models having six; although, some 'novelties' exist with 8, 10, or 12.
  • Snowmobiles Usually have one to four cylinders and can be both 2 stroke or 4 stroke, normally in the in-line configuration however there are again some novelties that exist with V-4 Engines
  • Small portable appliances such as chainsaws, generators, and domestic lawn mowers most commonly have one cylinder, but two-cylinder chainsaws exist.
  • Large reversible two cycle marine diesels have a minimum of three to over ten cylinders. Freight diesel locomotives usually have around 12 to 20 cylinders due to space limitations as larger cylinders take more space (volume) per kwh, due to the limit on average piston speed of less than 30 ft/sec on engines lasting more than 40000 hours under full power.

Ignition system

The ignition system of an internal combustion engines depends on the type of engine and the fuel used. Petrol

Aeroplane

Today's topic under One Info A Day is AEROPLANE......
when i was a kid i  used to see the sky for a flying aeroplane, it was just a wonder to see them at that time, even now if there was a sound,  i used to see around the sky to see the aeroplane flying. and also i have been conquering with my friends about how the aircraft  fly in sky, so here I'm going to post some details about how the aircraft runs and fly in the sky....
Aircraft, aeroplanes are they same??? Aeroplane is one type of aircraft, aircraft refers to aeroplanes, helicopters, balloons, where rockets and missiles will not come under this category.
clip_image001
A fixed wing aircraft is an aircraft capable of flight using wings that generate lift due to the

Mechanical syllabi 8th sem

Attractive reading options . u dont have to drag the page for viewing the syllabi , just click on the suject you will be directed to the page.......

preview it here




or download it : Download


Automobile----parts

Body and exterior

Body components, including windows and trim:

    * Bonnet/hood
    * Bumper
          o Unexposed bumper
          o Exposed bumper
    * Cowl screen
    * Fascia rear and support
    * Fender (wing or mudguard)
    * Front clip
    * Front fascia and header panel
    * Grille (also called grill)
    * Hatch, boot/trunk, deck lid
    * Pillar and hard trim
    * Quarter Panel
    * Radiator core support
    * Rocker Panel
    * Roof rack
    * Spoiler
          o Front spoiler (air dam)
          o Rear spoiler (wing)
    * Trim package
    * Welded assembly

   
Doors

    * Door beam and panel
    * Outer Door handle
    * Inner Door Handle
    * Door control module
    * Door seal
    * Door watershield
    * Hinge
    * Door and bonnet/hood latch
    * Lock

Windows

    * Glass
    * Sunroof
          o Sunroof motor
    * Window motor
    * Window regulator
    * Windshield (also called windscreen)
          o Windshield washer motor
    * Window seal

   

Electrical and electronic


Audio/video devices

    * Antenna assembly
          o Antenna cable
    * Radio and media player
    * Other devices
    * Speaker
    * Tuner
    * Subwoofer

Charging system

    * Alternator
          o Alternator bearing
          o Alternator bracket
          o Alternator fan
          o Other alternator parts

Electrical supply system

    * Battery
          o Performance battery
          o Battery box
          o Battery cable terminal
          o Battery cable
          o Battery control system
          o Battery plate
          o Battery tray
    * Voltage regulator

   
Gauges and meters

    * Ammeter
    * Clinometer
    * Dynamometer
    * Fuel gauge
    * Hydrometer
    * Odometer (also called milometer or mileometers)
    * Speedometer
    * Tachometer (also called rev counters)
    * Temperature gauge
    * Tire pressure gauge
    * Vacuum gauge
    * Voltmeter
    * Water temperature meter

Ignition system

    * Coil wire
    * Distributor
    * Electronic timing controller
    * Ignition box
    * Ignition coil
          o Ignition coil parts
    * Ignition controller
    * Magneto

   
 Lighting and signaling system

    * CHMSL (Centre High Mount Stop Lamp)
    * Engine bay lighting
    * Fog light (also called foglamp)
    * Halogen
    * Headlight (also called headlamp)
          o Headlight motor
    * Interior light and lamp
    * License plate lamp (also called number plate lamp or registration plate lamp)
    * Side lighting
    * Tail light
          o Tail light cover

 Sensors

    * Airbag sensor
    * Anti-pinch sensor
    * Camshaft position sensor
    * Crankshaft position sensor
    * Engine sensor
    * Fuel level sensor
    * Knock sensor
    * Light sensor
    * Manifold absolute pressure sensor
    * Oxygen sensor
    * Power-steering pressure sensor
    * Pressure sensor
    * Rain sensor
    * Rotational sensor
    * Temperature sensor
    * Transmission input and output sensor
    * ABS brack sensor
    * TDC sensor
    * MAP sensor
    * IMA sensor
    * ABS sensor(anti-lock Break System)

Starting system

    * Starter
          o Starter drive
          o Starter motor
          o Starter solenoid
    * Spark plug

Switches

    * Battery switch
    * Door switch
    * Ignition switch
    * Power window switch
    * Steering column switch
    * Switch cover
    * Switch panel
    * Thermostat

Wiring harnesses

(wiring loom or cable loom)

    * Air conditioning harness
    * Engine compartment harness
    * Interior harness
    * Underfloor harness

Miscellaneous

    * Air bag control module
    * Alarm and siren
    * Central locking system
    * Chassis control computer
    * Cruise control computer
    * Door contact
    * Engine computer and management system
    * Engine control unit
    * Fuse
          o Fuse box
    * Ground strap
    * Performance chip
    * Performance monitor
    * Relay connector
    * Remote lock
    * Shift improver
    * Speed controller
    * Speedometer calibrator
    * Transmission computer
    * Wiring connector

Interior
Floor components and parts

    * Carpet and other floor material
    * Center console (front and rear)

   
Car seat

    * Armrest
    * Bench seat
    * Bucket seat
    * Children and baby car seat
    * Fastener
    * Headrest
    * Seat belt
    * Seat bracket
    * Seat cover
    * Seat track
    * Other seat components

 Powertrain and chassis


Braking system

    * Anti-lock braking system (ABS)
          o ABS steel pin
    * Adjusting mechanism (adjuster star wheel)
    * Anchor
    * Bleed nipple
    * Brake backing plate
    * Brake backing pad
    * Brake cooling duct
    * Brake disc
    * Brake drum
    * Brake line
    * Brake pad
    * Brake pedal
    * Brake piston
    * Brake pump
    * Brake roll
    * Brake rotor
    * Brake servo
    * Brake shoe
          o Brake lining
          o Shoe web
    * Brake warning light
    * Calibrated friction brake
    * Caliper
    * Combination valve
    * Dual circuit brake system
    * Hold-down springs (retainer springs)
    * Hose
          o Brake booster hose
          o Air brake nylon hose
          o Brake duct hose
    * Hydraulic booster unit
    * Load-sensing valve
    * Master cylinder
    * Metering valve
    * Other braking system parts
    * Park brake lever/handle (hand brake)
    * Pressure differential valve
    * Proportioning valve
    * Reservoir
    * Shoe return spring
    * Vacuum brake booster
    * Wheel cylinder (slave cylinder)
    * Wheel stud

Engine components and parts

Diesel engine, petrol engine (gasoline engine)

    * Accessory belt
    * Air duct
    * Air intake housing
    * Air intake manifold
    * Camshaft
          o Camshaft bearing
          o Camshaft fastener
          o Camshaft follower
          o Camshaft locking plate
          o Camshaft pushrod
          o Camshaft spacer ring
    * Connecting rod
          o Connecting rod bearing
          o Connecting rod bolt
          o Connecting rod washer
    * Crank case
    * Crank pulley
    * Crankshaft
    * Crankshaft oil seal
    * Cylinder head
          o Cylinder head cover
          o Other cylinder head cover parts
          o Cylinder head gasket
    * Distributor
    * Distributor cap
    * Drive belt
    * Engine block
          o Engine block parts
    * Engine cradle
    * Engine shake damper and vibration absorber
    * Engine valve
    * Fan belt
    * Gudgeon pin (wrist pin)
    * Harmonic balancer
    * Heater
    * Mounting bolt
    * Piston
          o Piston pin and crank pin
          o Piston pin bush
          o Piston ring and circlip
          o Piston valve
    * Poppet valve
    * PCV valve (positive crankcase ventilation valve)
    * Pulley part
    * Rocker arm
    * Rocker cover
          o Starter motor
          o Starter pinion
          o Starter ring
    * Turbocharger and supercharger
    * Tappet
    * Timing tape
    * Valve cover
    * Valve housing
    * Valve spring
    * Valve stem seal
    * Water pump pulley

Engine cooling system

    * Air blower
    * Coolant hose
    * Cooling fan
    * Fan blade
    * Fan clutch
    * Radiator
          o Radiator bolt
          o Radiator shroud
          o Radiator gasket
          o Radiator pressure cap
    * Water neck
    * Water neck o-ring
    * Water pipe
    * Water pump
    * Water pump gasket
    * Water tank
    * Thermostat

Engine oil system

    * Oil filter
    * Oil gasket
    * Oil pan
    * Oil pipe
    * Oil pump
    * Oil strainer

oil filter gasket leak
 Exhaust system

    See also exhaust gas recirculation.

    * Catalytic converter
    * Exhaust clamp and bracket
    * Exhaust flange gasket
    * Exhaust gasket
    * Exhaust manifold
    * Exhaust manifold gasket
    * Exhaust pipe
    * Heat shield
    * Heat sleeving and tape
    * Muffler (silencer)
    * Spacer ring

 Fuel supply system

    * Air filter
    * Carburettor
          o Carburettor parts
    * Choke cable
    * EGR valve
    * Fuel cap
    * Fuel cell
          o Fuel cell component
    * Fuel cooler
    * Fuel distributor
    * Fuel filter
    * Fuel filter seal
    * Fuel injector
    * Fuel injector nozzle
    * Fuel pump
    * Fuel pump gasket
    * Fuel pressure regulator
    * Fuel rail
    * Fuel tank
          o Fuel tank cover
    * Fuel water separator
    * Intake manifold
    * Intake manifold gasket
    * LPG (Liquefied petroleum gas) system assembly
    * Throttle body

 Suspension and steering systems

    * Beam axle
    * Control arm
    * Idler arm
    * Kingpin
    * Panhard rod
    * Pitman arm
    * Power steering assembly and component
    * Rack end
    * Shock absorber
    * Spindle
    * Spring
          o Air spring
          o Coil spring
          o Leaf and parabolic leaf spring
          o Rubber spring
          o Spiral spring
    * Stabilizer bars and link
    * Steering arm
    * Steering box
    * Steering column assembly
    * Steering rack (a form of steering gear; see also rack and pinion and recirculating ball)
    * Steering shaft
    * Steering wheel (driving wheel)
    * Strut
    * Stub axle
    * Suspension link and bolt
    * Tie bar
    * Tie rod
    * Tie rod end
    * Trailing arm

 Transmission system

    * Adjustable pedal
    * Axle shaft
    * Bell housing
    * Belt
          o Timing belt
          o Cam belt
          o Other belts
    * Carrier assembly
    * Chain wheel and sprocket
    * Clutch assembly
          o Clutch cable
          o Clutch disk
          o Clutch fan
          o Clutch fork
          o Clutch hose
          o Clutch lever
          o Clutch lining
          o Clutch pedal
          o Clutch pressure plate
          o Clutch shoe
          o Clutch spring
    * Differential
          o Differential case
                + Pinion bearing
                + Differential clutch
                + Spider gears
                + Differential casing
          o Differential flange
          o Differential gear
          o Differential seal
    * Flywheel
          o Flywheel ring gear
    * Gear
          o Gear coupling
          o Gear pump
          o Gear ring
          o Gear stick (gearstick, gear lever, selection lever, shift stick, gear shifter)
    * Gearbox
    * Idler gear
    * Knuckle
    * Master cylinder
    * Output shaft
    * Pinion
    * Planetary gear set
    * Prop shaft (drive shaft, propeller shaft)
    * Shift cable
    * Shift fork
    * Shift knob
    * Shift lever
    * Slave cylinder
    * Speed reducer
    * Speedometer gear
    * Steering gear
    * Torque converter
    * Transaxle housing
    * Transfer case
    * Transmission gear
    * Transmission pan
    * Transmission seal and bonded piston
    * Transmission spring
    * Transmission yolk
    * Universal joint (UJ, cardan joint)

Wheels and tire parts

    * Center cap
    * Hubcap and wheel cover (wheel trim)
    * Inner and outer ring
    * Lockout hub
    * Lug bolt and lug nut
    * Spoke
    * Stud
    * Tire (tyre)
    * Tube
    * Wheel (aluminium wheel and steel wheel)

 Miscellaneous auto parts
 Air conditioning system (A/C)

See also Air conditioning#Automobile air conditioners systems.

    * A/C clutch
    * A/C compressor
    * A/C condenser
    * A/C hose
    * A/C kit
    * A/C relay
    * A/C valve
          o A/C expansion valve
          o A/C low-pressure valve
          o A/C schrader valve

   
Bearings

    * Ball joint
    * Grooved ball bearing
    * Needle bearing
    * Roller bearing
    * Sleeve bearing

 Hoses

    * Fuel vapour hose
    * Reinforced hose (high-pressure hose)
    * Non-reinforced hose
    * Washer hose

 Windshield wiper system

    * Wiper lever, arm, and blade
    * Wiper motor and linkage

Other miscellaneous parts

    * Adhesive tape and foil
    * Air bag
    * Bolt cap
    * Bracket (aluminium, iron, and magnesium bracket)
          o License plate bracket
    * Cables
          o Speedometer cable
    * Cotter pin
    * Decal
    * Dashboard
          o Center console
          o Glove compartment
    * Drag link
    * Dynamic seal
    * Fastener
    * Gasket: Flat, moulded, profiled
    * Hood and trunk release cable
    * Horn and trumpet horn
    * Injection-molded parts
    * Instrument cluster
    * Label
    * Mirror
    * Mount and mounting
    * Name plate
    * Nut
          o Flange nut
          o Hex nut
    * O-ring
    * Paint
    * Rivet
    * Rubber (extruded and molded)
    * Screw
    * Shim
    * Sun visor
    * Washer

                                                           JEFFRY VIVEK

FEA

Finite element method From Wikipedia, the free encyclopedia   (Redirected from Finite element analysis) Jump to: navigation, search 2D FEM solution for a magnetostatic configuration (lines denote the direction and colour the magnitude of calculated flux density) 2D mesh for the image above (mesh is denser around the object of interest)  The finite element method (FEM) (its practical application often known as finite element analysis (FEA)) is a numerical technique for finding approximate solutions of partial differential equations (PDE) as well as of integral equations. The solution approach is based either on eliminating the differential equation completely (steady state problems), or rendering the PDE into an approximating system of ordinary differential equations, which are then numerically integrated using standard techniques such as Euler's method, Runge-Kutta, etc.  In solving partial differential equations, the primary challenge is to create an equation that approximates the equation to be studied, but is numerically stable, meaning that errors in the input and intermediate calculations do not accumulate and cause the resulting output to be meaningless. There are many ways of doing this, all with advantages and disadvantages. The Finite Element Method is a good choice for solving partial differential equations over complicated domains (like cars and oil pipelines), when the domain changes (as during a solid state reaction with a moving boundary), when the desired precision varies over the entire domain, or when the solution lacks smoothness. For instance, in a frontal crash simulation it is possible to increase prediction accuracy in "important" areas like the front of the car and reduce it in its rear (thus reducing cost of the simulation); another example would be the simulation of the weather pattern on Earth, where it is more important to have accurate predictions over land than over the wide-open sea.

History

The finite element method originated from the need for solving complex elasticity and structural analysis problems in civil and aeronautical engineering. Its development can be traced back to the work by Alexander Hrennikoff (1941) and Richard Courant (1942). While the approaches used by these pioneers are different, they share one essential characteristic: mesh discretization of a continuous domain into a set of discrete sub-domains, usually called elements. Starting in 1947, Olgierd Zienkiewicz from Imperial College gathered those methods together into what would be called the Finite Element Method, building the pioneering mathematical formalism of the method.
Hrennikoff's work discretizes the domain by using a lattice analogy, while Courant's approach divides the domain into finite triangular subregions to solve second order elliptic partial differential equations (PDEs) that arise from the problem of torsion of a cylinder. Courant's contribution was evolutionary, drawing on a large body of earlier results for PDEs developed by Rayleigh, Ritz, and Galerkin.
Development of the finite element method began in earnest in the middle to late 1950s for airframe and structural analysis and gathered momentum at the University of Stuttgart through the work of John Argyris and at Berkeley through the work of Ray W. Clough in the 1960s for use in civil engineering. By late 1950s, the key concepts of stiffness matrix and element assembly existed essentially in the form used today. NASA issued a request for proposals for the development of the finite element software NASTRAN in 1965. The method was again provided with a rigorous mathematical foundation in 1973 with the publication of Strang and Fix's An Analysis of The Finite Element Method, and has since been generalized into a branch of applied mathematics for numerical modeling of physical systems in a wide variety of engineering disciplines, e.g., electromagnetism, thanks to Peter P. Silvester and fluid dynamics.

Application


Visualization of how a car deforms in an asymmetrical crash using finite element analysis.
A variety of specializations under the umbrella of the mechanical engineering discipline (such as aeronautical, biomechanical, and automotive industries) commonly use integrated FEM in design and development of their products. Several modern FEM packages include specific components such as thermal, electromagnetic, fluid, and structural working environments. In a structural simulation, FEM helps tremendously in producing stiffness and strength visualizations and also in minimizing weight, materials, and costs.
FEM allows detailed visualization of where structures bend or twist, and indicates the distribution of stresses and displacements. FEM software provides a wide range of simulation options for controlling the complexity of both modeling and analysis of a system. Similarly, the desired level of accuracy required and associated computational time requirements can be managed simultaneously to address most engineering applications. FEM allows entire designs to be constructed, refined, and optimized before the design is manufactured.
This powerful design tool has significantly improved both the standard of engineering designs and the methodology of the design process in many industrial applications. The introduction of FEM has substantially decreased the time to take products from concept to the production line. It is primarily through improved initial prototype designs using FEM that testing and development have been accelerated. In summary, benefits of FEM include increased accuracy, enhanced design and better insight into critical design parameters, virtual prototyping, fewer hardware prototypes, a faster and less expensive design cycle, increased productivity, and increased revenue

Technical discussion

We will illustrate the finite element method using two sample problems from which the general method can be extrapolated. It is assumed that the reader is familiar with calculus and linear algebra.
P1 is a one-dimensional problem
\mbox{ P1 }:\begin{cases}

u''(x)=f(x) \mbox{ in } (0,1), \\

u(0)=u(1)=0,

\end{cases}
where f is given, u is an unknown function of x, and u'' is the second derivative of u with respect to x.
The two-dimensional sample problem is the Dirichlet problem
\mbox{P2 }:\begin{cases}

u_{xx}(x,y)+u_{yy}(x,y)=f(x,y) & \mbox{ in } \Omega, \\

u=0 & \mbox{ on } \partial \Omega,

\end{cases}
where Ω is a connected open region in the (x,y) plane whose boundary \partial \Omega is "nice" (e.g., a smooth manifold or a polygon), and uxx and uyy denote the second derivatives with respect to x and y, respectively.
The problem P1 can be solved "directly" by computing antiderivatives. However, this method of solving the boundary value problem works only when there is only one spatial dimension and does not generalize to higher-dimensional problems or to problems like u + u'' = f. For this reason, we will develop the finite element method for P1 and outline its generalization to P2.
Our explanation will proceed in two steps, which mirror two essential steps one must take to solve a boundary value problem (BVP) using the FEM.
  • In the first step, one rephrases the original BVP in its weak, or variational form. Little to no computation is usually required for this step. The transformation is done by hand on paper.
  • The second step is the discretization, where the weak form is discretized in a finite dimensional space.
After this second step, we have concrete formulae for a large but finite dimensional linear problem whose solution will approximately solve the original BVP. This finite dimensional problem is then implemented on a computer.

Variational formulation

The first step is to convert P1 and P2 into their variational equivalents, or Weak formulation. If u solves P1, then for any smooth function v that satisfies the displacement boundary conditions, i.e. v = 0 at x = 0 and x = 1,we have
(1) \int_0^1 f(x)v(x) \, dx = \int_0^1 u''(x)v(x) \, dx.
Conversely, if u with u(0) = u(1) = 0 satisfies (1) for every smooth function v(x) then one may show that this u will solve P1. The proof is easier for twice continuously differentiable u (mean value theorem), but may be proved in a distributional sense as well.
By using integration by parts on the right-hand-side of (1), we obtain
(2)\begin{align}

 \int_0^1 f(x)v(x) \, dx & = \int_0^1 u''(x)v(x) \, dx \\

 & = u'(x)v(x)|_0^1-\int_0^1 u'(x)v'(x) \, dx \\

 & = -\int_0^1 u'(x)v'(x) \, dx = -\phi (u,v).

\end{align}
where we have used the assumption that v(0) = v(1) = 0.

 A proof outline of existence and uniqueness of the solution

We can loosely think of H_0^1(0,1) to be the absolutely continuous functions of (0,1) that are 0 at x = 0 and x = 1 (see Sobolev spaces). Such function are (weakly) "once differentiable" and it turns out that the symmetric bilinear map \!\,\phi then defines an inner product which turns H_0^1(0,1) into a Hilbert space (a detailed proof is nontrivial.) On the other hand, the left-hand-side \int_0^1 f(x)v(x)dx is also an inner product, this time on the Lp space L2(0,1). An application of the Riesz representation theorem for Hilbert spaces shows that there is a unique u solving (2) and therefore P1. This solution is a-priori only a member of H_0^1(0,1), but using elliptic regularity, will be smooth if f is.

The variational form of P2

If we integrate by parts using a form of Green's identities, we see that if u solves P2, then for any v,
\int_{\Omega} fv\,ds = -\int_{\Omega} \nabla u \cdot \nabla v \, ds = -\phi(u,v),
where \nabla denotes the gradient and \cdot denotes the dot product in the two-dimensional plane. Once more \,\!\phi can be turned into an inner product on a suitable space H_0^1(\Omega) of "once differentiable" functions of Ω that are zero on \partial \Omega. We have also assumed that v \in H_0^1(\Omega) (see Sobolev spaces). Existence and uniqueness of the solution can also be shown.

 Discretization


A function in H10, with zero values at the endpoints (blue), and a piecewise linear approximation (red).
The basic idea is to replace the infinite dimensional linear problem:
Find u \in  H_0^1 such that
\forall v \in H_0^1, \; -\phi(u,v)=\int fv
with a finite dimensional version:
(3) Find u \in V such that
\forall v \in V, \; -\phi(u,v)=\int fv
where V is a finite dimensional subspace of H_0^1. There are many possible choices for V (one possibility leads to the spectral method). However, for the finite element method we take V to be a space of piecewise polynomial functions.
For problem P1, we take the interval (0,1), choose n values of x with 0 = x0 < x1 < ... < xn < xn + 1 = 1 and we define V by
\begin{matrix} V=\{v:[0,1] \rightarrow \Bbb R\;: v\mbox{ is continuous, }v|_{[x_k,x_{k+1}]} \mbox{ is linear for }\\

k=0,...,n \mbox{, and } v(0)=v(1)=0 \} \end{matrix}
where we define x0 = 0 and xn + 1 = 1. Observe that functions in V are not differentiable according to the elementary definition of calculus. Indeed, if v \in V then the derivative is typically not defined at any x = xk, k = 1,...,n. However, the derivative exists at every other value of x and one can use this derivative for the purpose of integration by parts.

A piecewise linear function in two dimensions.
For problem P2, we need V to be a set of functions of Ω. In the figure on the right, we have illustrated a triangulation of a 15 sided polygonal region Ω in the plane (below), and a piecewise linear function (above, in color) of this polygon which is linear on each triangle of the triangulation; the space V would consist of functions that are linear on each triangle of the chosen triangulation.
One often reads Vh instead of V in the literature. The reason is that one hopes that as the underlying triangular grid becomes finer and finer, the solution of the discrete problem (3) will in some sense converge to the solution of the original boundary value problem P2. The triangulation is then indexed by a real valued parameter h > 0 which one takes to be very small. This parameter will be related to the size of the largest or average triangle in the triangulation. As we refine the triangulation, the space of piecewise linear functions V must also change with h, hence the notation Vh. Since we do not perform such an analysis, we will not use this notation.

Choosing a basis


Basis functions vk (blue) and a linear combination of them, which is piecewise linear (red).
To complete the discretization, we must select a basis of V. In the one-dimensional case, for each control point xk we will choose the piecewise linear function vk in V whose value is 1 at xk and zero at every x_j,\;j \neq k, i.e.,
v_{k}(x)=\begin{cases} {x-x_{k-1} \over x_k\,-x_{k-1}} & \mbox{ if } x \in [x_{k-1},x_k], \\

{x_{k+1}\,-x \over x_{k+1}\,-x_k} & \mbox{ if } x \in [x_k,x_{k+1}], \\

0 & \mbox{ otherwise},\end{cases}
for k = 1,...,n; this basis is a shifted and scaled tent function. For the two-dimensional case, we choose again one basis function vk per vertex xk of the triangulation of the planar region Ω. The function vk is the unique function of V whose value is 1 at xk and zero at every x_j,\;j \neq k.
Depending on the author, the word "element" in "finite element method" refers either to the triangles in the domain, the piecewise linear basis function, or both. So for instance, an author interested in curved domains might replace the triangles with curved primitives, and so might describe the elements as being curvilinear. On the other hand, some authors replace "piecewise linear" by "piecewise quadratic" or even "piecewise polynomial". The author might then say "higher order element" instead of "higher degree polynomial". Finite element method is not restricted to triangles (or tetrahedra in 3-d, or higher order simplexes in multidimensional spaces), but can be defined on quadrilateral subdomains (hexahedra, prisms, or pyramids in 3-d, and so on). Higher order shapes (curvilinear elements) can be defined with polynomial and even non-polynomial shapes (e.g. ellipse or circle).
Examples of methods that use higher degree piecewise polynomial basis functions are the hp-FEM and spectral FEM.
More advanced implementations (adaptive finite element methods) utilize a method to assess the quality of the results (based on error estimation theory) and modify the mesh during the solution aiming to achieve approximate solution within some bounds from the 'exact' solution of the continuum problem. Mesh adaptivity may utilize various techniques, the most popular are:
  • moving nodes (r-adaptivity)
  • refining (and unrefining) elements (h-adaptivity)
  • changing order of base functions (p-adaptivity)
  • combinations of the above (hp-adaptivity)

Small support of the basis


Solving the two-dimensional problem uxx + uyy = − 4 in the disk centered at the origin and radius 1, with zero boundary conditions.
(a) The triangulation.

(b) The sparse matrix L of the discretized linear system.

(c) The computed solution, u(x,y) = 1 − x2y2.
The primary advantage of this choice of basis is that the inner products
\langle v_j,v_k \rangle=\int_0^1 v_j v_k\,dx
and
\phi(v_j,v_k)=\int_0^1 v_j' v_k'\,dx
will be zero for almost all j,k. (The matrix containing \langle v_j,v_k \rangle in the (j,k) location is known as the Gramian matrix.) In the one dimensional case, the support of vk is the interval [xk − 1,xk + 1]. Hence, the integrands of \langle v_j,v_k \rangle and φ(vj,vk) are identically zero whenever | jk | > 1.
Similarly, in the planar case, if xj and xk do not share an edge of the triangulation, then the integrals
\int_{\Omega} v_j v_k\,ds
and
\int_{\Omega} \nabla v_j \cdot \nabla v_k\,ds
are both zero.

Matrix form of the problem

If we write u(x)=\sum_{k=1}^n u_k v_k(x) and f(x)=\sum_{k=1}^n f_k v_k(x) then problem (3) becomes
-\sum_{k=1}^n u_k \phi (v_k,v_j) = \sum_{k=1}^n f_k \int v_k v_j for j = 1,...,n. (4)
If we denote by \mathbf{u} and \mathbf{f} the column vectors (u1,...,un)t and (f1,...,fn)t, and if we let
L = (Lij)
and
M = (Mij)
be matrices whose entries are
Lij = φ(vi,vj)
and
M_{ij}=\int v_i v_j
then we may rephrase (4) as
-L \mathbf{u} = M \mathbf{f}. (5)
As we have discussed before, most of the entries of L and M are zero because the basis functions vk have small support. So we now have to solve a linear system in the unknown \mathbf{u} where most of the entries of the matrix L, which we need to invert, are zero.
Such matrices are known as sparse matrices, and there are efficient solvers for such problems (much more efficient than actually inverting the matrix.) In addition, L is symmetric and positive definite, so a technique such as the conjugate gradient method is favored. For problems that are not too large, sparse LU decompositions and Cholesky decompositions still work well. For instance, Matlab's backslash operator (which uses sparse LU, sparse Cholesky, and other factorization methods) can be sufficient for meshes with a hundred thousand vertices.
The matrix L is usually referred to as the stiffness matrix, while the matrix M is dubbed the mass matrix.

General form of the finite element method

In general, the finite element method is characterized by the following process.
  • One chooses a grid for Ω. In the preceding treatment, the grid consisted of triangles, but one can also use squares or curvilinear polygons.
  • Then, one chooses basis functions. In our discussion, we used piecewise linear basis functions, but it is also common to use piecewise polynomial basis functions.
A separate consideration is the smoothness of the basis functions. For second order elliptic boundary value problems, piecewise polynomial basis function that are merely continuous suffice (i.e., the derivatives are discontinuous.) For higher order partial differential equations, one must use smoother basis functions. For instance, for a fourth order problem such as uxxxx + uyyyy = f, one may use piecewise quadratic basis functions that are C1.
Another consideration is the relation of the finite dimensional space V to its infinite dimensional counterpart, in the examples above H_0^1. A conforming element method is one in which the space V is a subspace of the element space for the continuous problem. The example above is such a method. If this condition is not satisfied, we obtain a nonconforming element method, an example of which is the space of piecewise linear functions over the mesh which are continuous at each edge midpoint. Since these functions are in general discontinuous along the edges, this finite dimensional space is not a subspace of the original H_0^1.
Typically, one has an algorithm for taking a given mesh and subdividing it. If the main method for increasing precision is to subdivide the mesh, one has an h-method (h is customarily the diameter of the largest element in the mesh.) In this manner, if one shows that the error with a grid h is bounded above by Chp, for some C<\infty and p > 0, then one has an order p method. Under certain hypotheses (for instance, if the domain is convex), a piecewise polynomial of order d method will have an error of order p = d + 1.
If instead of making h smaller, one increases the degree of the polynomials used in the basis function, one has a p-method. If one combines these two refinement types, one obtains an hp-method (hp-FEM). In the hp-FEM, the polynomial degrees can vary from element to element. High order methods with large uniform p are called spectral finite element methods (SFEM). These are not to be confused with spectral methods.
For vector partial differential equations, the basis functions may take values in \mathbb{R}^n.

Comparison to the finite difference method

The finite difference method (FDM) is an alternative way of approximating solutions of PDEs. The differences between FEM and FDM are:
  • The most attractive feature of the FEM is its ability to handle complicated geometries (and boundaries) with relative ease. While FDM in its basic form is restricted to handle rectangular shapes and simple alterations thereof, the handling of geometries in FEM is theoretically straightforward.
  • The most attractive feature of finite differences is that it can be very easy to implement.
  • There are several ways one could consider the FDM a special case of the FEM approach. One might choose basis functions as either piecewise constant functions or Dirac delta functions. In both approaches, the approximations are defined on the entire domain, but need not be continuous. Alternatively, one might define the function on a discrete domain, with the result that the continuous differential operator no longer makes sense, however this approach is not FEM.
  • There are reasons to consider the mathematical foundation of the finite element approximation more sound, for instance, because the quality of the approximation between grid points is poor in FDM.
  • The quality of a FEM approximation is often higher than in the corresponding FDM approach, but this is extremely problem dependent and several examples to the contrary can be provided.
Generally, FEM is the method of choice in all types of analysis in structural mechanics (i.e. solving for deformation and stresses in solid bodies or dynamics of structures) while computational fluid dynamics (CFD) tends to use FDM or other methods like finite volume method (FVM). CFD problems usually require discretization of the problem into a large number of cells/gridpoints (millions and more), therefore cost of the solution favors simpler, lower order approximation within each cell. This is especially true for 'external flow' problems, like air flow around the car or airplane, or weather simulation in a large area.

Various types of finite element methods

Generalized finite element method

The Generalized Finite Element Method (GFEM) uses local spaces consisting of functions, not necessarily polynomials, that reflect the available information on the unknown solution and thus ensure good local approximation. Then a partition of unity is used to “bond” these spaces together to form the approximating subspace. The effectiveness of GFEM has been shown when applied to problems with domains having complicated boundaries, problems with micro-scales, and problems with boundary layers.

hp-FEM

The hp-FEM combines adaptively elements with variable size h and polynomial degree p in order to achieve exceptionally fast, exponential convergence rates.

hpk-FEM

The hpk-FEM combines adaptively elements with variable size h, polynomial degree of the local approximations p and global differentiability of the local approximations (k-1) in order to achieve best convergence rates.

XFEM

Spectral methods

 Meshfree methods

Discontinuous Galerkin methods

Finite element limit analysis

Other applications of finite elements analysis

FEA has also been proposed to use in stochastic modelling, for numerically solving probability models. See the references list