Chapter 13 - Part I

MENG550-Mechanical System II
Chapter 13
Engine Dynamics
Part I
All figures taken from Design of Machinery, 3rd ed. Robert

Norton
1
13.0 Introduction
• In this chapter we will study the slider-crank linkage as used in the

internal combustion engines
• This simple mechanism will be found to quite complex in terms of

dynamics consideration ( high speed)
• No study of Internal combustion but force which drive the device
• We will concentrate on kinematics and mechanical dynamic aspects of

the linkage
• Apply dynamic principles to a realistic design problem of general interest
2
13.0 Introduction
Detailed cross section of an internal combustion engine.
V8 Engine
3
13.0 Introduction
• Finite element model of the main parts:
(a)piston
(b) connecting rod
(c) crankshaft
4
13.0 Introduction
The objectives of this chapter is to study the single

cylinder engine:
• Effect of gas force and inertial forces on Shaking forces
Shaking torque ( that cause vibrations)
• Determination of driving torque ( gas torque)
• Balancing of monocylinder engines
• No thermodynamic analysis.
• Design choices.
• Trades off.
5
13.1 Engine design
• The figure below shows the basic configuration and
terminology of a single cylinde
• the system can be back-driven or forward-driven
6
13.1 Engine design
• Back-driven: the explosion of the combustible mixture in the

cylinder drives the piston that turn the crank (internal
combustion Engines),
In the internal combustion, we can expect energy from the
explosion , and the piston pass from TDC to BDC, so it needs
to store some rotating energy to carry the piston from BDC
to TDC waiting the next stroke ( that is why we need a
starter for an engine,,,)
• Forward-driven: by motor driving the crank and taking the

output energy form the piston end ( compressor, pump,,)
7
13.1 Engine design
Combustion cycles
Clerk two-stroke cycle Otto four-stroke cycle
8
13.1 Engine design
Four stroke cycle:
Two revolutions to
Complete one cycle
(720°)
9
13.1 Engine design
Intake stroke:
• Starts with the piston at TDC.
• Mixture of fuel and air is drawn in the Cylinder.
• Increase the volume of the cylinder
Compression stroke:
• Valve are closed.
• The gas is compressed.
• Piston from BDC to TDC.
• At the end of this stroke the spark is ignited.
10
13.1 Engine design
Power stroke:
• The spark is ignited.
• The pressure from the explosion push the piston
from TDC to BDC.
Exhaust stroke:
• Piston from BDC to TDC.
• Exhaust valve is open
• Pushes the spent gases out of the cylinder.
11
13.1 Engine design
Two strokes engine
• No valve needed.
• No camshaft.
• Low weight
• Low efficiency
• Mixture of lubricants and fuel
12
13.2 Slider–Crank Kinematics
The objective of this
section is to
determine the
position, velocity
and acceleration
function of the
angular position and
velocity of the crank
• This is a “nonoffset” slider-crank, because the slider axis extended

passes through the crank pivot.
• It also has its slider block translating against the stationary ground
plane
• Thus there will be no Coriolis component of acceleration

13
r : crank radius
l : conrod length
θ : angle of the crank
φ : angle that the conrod makes with the X axis
ω : constant crank angular velocity
θ = ωt : the crank angle
x : instantaneous piston position 14
From geometry:
An exact expression for the piston position x as a

function of r, l, and t is:
15
This can be differentiated versus time to obtain exact
expressions for the velocity and acceleration of the piston.
For a steady-state analysis we will assume ω to be constant.
• velocity
• acceleration
16
It would be useful if we could derive a simpler expression, that
would allow us to more easily predict the results of design
decisions involving these variables. To do so, we will use the
binomial theorem to expand the radical in equation
The general form of the binomial theorem is:
The radical in equation 13.1d is:
17
Substituting this approximate expression for the radical in equation
13.1d gives an approximate expression for piston displacement
with only a fraction of one percent error.
Substitute the trigonometric identity:
18
• Approximate expression for piston displacement:
• Approximate expression for piston velocity:
• Approximate expression for piston acceleration:
19
In calculation and analysis approximated expressions are
used
Crank /connecting rod ratio (r/l)
• if r/l were greater than 1 the crank could not make a

complete revolution.
• if r/l even gets close to 1, the piston will hit the fixed pivot
O2 before the crank completes its revolution.
• If r/l is as large as 1/2, the transmission angle (π/2 –φ) will
be too small and the linkage will not run well. A practical
upper limit on the value of r/l is about 1/3.
Most slider-crank linkages will have this crank-conrod ratio

somewhere between 1/3 and 1/5 for smooth operation.
20
• The cos ωt term repeats once per crank revolution
and is called the fundamental frequency or the
primary component.
• The second harmonic (cos 2ωt) repeats twice per
crank revolution and is called the secondary
component.
• The constant term in the displacement function is
the average value.
21
Position, velocity, and acceleration functions for a single-cylinder engine
22
Problem
A slider-crank linkage has: r = 3 and l = 12, ω = 200 rad/sec at
time t = 0. Its initial crank angle is zero. Calculate the piston
acceleration at t = 1 sec. Use two methods, the exact solution,
and the approximate Fourier series solution and compare the
results
1. Calculate the exact acceleration using equation (13.1 f)
23
2. Calculate the aprox. acceleration using equation (13.3 e)
3. Compare the results by calculating the error in the

approximation as a percent of the exact
The approximate solution is a little less than 0.06% high
24
END of PART I
25

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MENG550-Mechanical System II

All figures taken from Design of Machinery, 3rd ed. Robert

• In this chapter we will study the slider-crank linkage as used in the

• This simple mechanism will be found to quite complex in terms of

• No study of Internal combustion but force which drive the device

• We will concentrate on kinematics and mechanical dynamic aspects of

• Apply dynamic principles to a realistic design problem of general interest

The objectives of this chapter is to study the single

• Back-driven: the explosion of the combustible mixture in the

• Forward-driven: by motor driving the crank and taking the

Clerk two-stroke cycle Otto four-stroke cycle

• This is a “nonoffset” slider-crank, because the slider axis extended

• Thus there will be no Coriolis component of acceleration

An exact expression for the piston position x as a

The radical in equation 13.1d is:

Substitute the trigonometric identity:

• Approximate expression for piston velocity:

• Approximate expression for piston acceleration:

• if r/l were greater than 1 the crank could not make a

Most slider-crank linkages will have this crank-conrod ratio

3. Compare the results by calculating the error in the

The approximate solution is a little less than 0.06% high

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