DYNAMIC FORCE ANALYSIS

DYNAMIC FORCE ANALYSIS

• Are associated with accelerating masses
• When masses are accelerating or decelerating they are acted
upon by inertial forces due to newtons laws of motion
• Inertia is the property of matter by which it continues in its
existing state of rest or uniform motion in a straight line, unless
that state is changed by an external force.
• Inclusion of inertial forces in a analysis of
accelerating/decelerating masses results to dynamic force
analysis
Inertial force
 D’ ALEMBERT’S PRINCIPLE
• It states that the inertia forces and couples, as well as external forces
and torques on a body results to static equilibrium
• According to this principle, a body can be brought to rest by applying
an equal and opposite force to translating body 𝑭𝒊 = 𝒎𝒂 or a couple
for an angular acceleration 𝑪𝒊 = −𝑰𝒊 𝜶
 Dynamic analysis of Crank slider mechanism

• Piston displacement (x)

• The figure above shows the crank slider mechanism. OA-crank rotates clockwise
• L is the length of connecting rod and r is the length of crank OA.
• If x is the displacement (the movement of the piston/slider along OB, then
 PISTON DISPLACEMENT

𝒔𝒊𝒏𝟐 𝜽
𝒙 = 𝒓 𝟏 − 𝒄𝒐𝒔 𝜽 + when n is small (USE THIS)
𝟐𝒏

𝒙 = 𝒓 𝟏 − 𝒄𝒐𝒔 𝜽 when n is large

 PISTON VELOCITY
𝐬𝐢𝐧 𝟐𝜽
• Piston velocity = 𝑣 = 𝒓𝝎 𝐬𝐢𝐧 𝜽 + (𝒖𝒔𝒆 𝒕𝒉𝒊𝒔)
𝟐𝒏
• When n is large 𝐯 = 𝒓𝝎 𝐬𝐢𝐧 𝜽

PISTON ACCELERATION
𝒄𝒐𝒔 𝟐𝜽
• 𝑝𝑖𝑠𝑡𝑜𝑛 𝑎𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑜𝑛 𝑓 = 𝒓𝝎𝟐 𝒄𝒐𝒔 𝜽 + (use this)
𝒏

• When n is large 𝒇 = 𝒓𝝎𝟐 𝒄𝒐𝒔 𝜽 approximates SHM

 ANGULAR DISPLACEMENT OF CONNECTING ROD

𝒔𝒊𝒏 𝜽
𝑺𝒊𝒏 𝜷 =
𝒏

ANGULAR VELOCITY OF CONNECTING ROD

𝒄𝒐𝒔𝜽
𝝎𝒄𝒐𝒏𝒓𝒐𝒅 = 𝝎
𝒏𝟐 −𝒔𝒊𝒏𝟐 𝜽

ANGULAR VELOCITY OF CONNECTING ROD

−𝝎𝟐 𝒔𝒊𝒏 𝜽
𝜶𝑨𝑩 =
𝒏
 Engine force analysis
• Piston effort is the net or effective force applied on a
piston
• In reciprocating mass accelerates for first half of stoke
which is resisted by inertia force. This reduces the piston
net force
• During the last half of the stroke, the reciprocating
mases decelerate and the inertia force oppose this
change.
FORCE/ THRUST ALONG CONNECTING ROD
𝑭
𝑭𝒄 =
𝒄𝒐𝒔 𝜷
THRUST ON SIDES OF CYLINDER

𝑭𝒏 = 𝑭𝒄 𝒔𝒊𝒏𝜷 = 𝑭 𝒕𝒂𝒏 𝜷
• CRANK EFFORT
This the force applied on the crankpin perpendicular to the crank and gives the
required turning moments.

𝐹
𝐹𝑡 = sin(𝜃 + 𝛽)
𝐶𝑂𝑆 𝛽

THRUST ON BEARING
𝐹
𝐹𝑟 = 𝐹𝑐 cos(𝜃 + 𝛽) = cos (𝜃 + 𝛽)
𝐶𝑂𝑆 𝛽
TURNING MOMENT ON CRANKSHAFT
𝑇 = 𝐹𝑡 × 𝑟
Or
𝐹
𝑇= 𝑟 𝑠𝑖𝑛 𝜃 + 𝛽
𝐶𝑂𝑆 𝛽
TURNING MOMENTS DIAGRAM
Steam Engine
TURNING MOMENTS DIAGRAM
internal combustion engine
 Turning moment diagrams
• The turning moment diagram (also known as crankeffort diagram) is the graphical representation of the
turning moment or crank-effort for various positions of the crank. It is plotted on cartesian co-ordinates, in
which the turning moment is taken as the ordinate(y axis) and crank angle as abscissa(x – axis).
Turning Moment Diagram for a Single Cylinder Double Acting Steam Engine
• A turning moment diagram for a single cylinder double acting steam engine is shown in Fig. 16.1. The
vertical ordinate represents the turning moment and the horizontal ordinate represents the crank angle
• Since the work done is the product of the turning moment and the angle turned, therefore the area of the
turning moment diagram represents the work done per revolution. In actual practice, the engine is assumed to
work against the mean resisting torque, as shown by a horizontal line AF. The height of the ordinate aA
represents the mean height of the turning moment diagram.
• Since it is assumed that the work done by the turning moment per revolution is equal to the work done against
the mean resisting torque, therefore the area of the rectangle aAFe is proportional to the work done against
the mean resisting torque.
• When the turning moment is positive (i.e. when the engine torque is more than the mean resisting torque)
as shown between points B and C (or D and E). The crankshaft accelerates and the work is done by the
steam.
• When the turning moment is negative (i.e. when the engine torque is less than the mean resisting torque) as
shown between points C and D in Fig. 16.1, the crankshaft retards and the work is done on the steam.
• If (T –Tmean) is positive, the flywheel accelerates and if (T – Tmean) is negative, then the flywheel retards.
TMD for a Single cylinder Four Stroke Cycle Internal
Combustion Engine
• Comprised of the suction, compression, power and exhaust stroke.
• There is one working stroke after the crank has turned through two revolutions, i.e. 720° or 4π radians
• Suction stroke: the pressure inside the engine cylinder is less than the
atmospheric pressure during the suction stroke, therefore a negative loop is
formed.
• Compression stroke: During the compression stroke, the work is done on the
gases, therefore a higher negative loop is obtained.
• Power stroke: During the expansion or working stroke, the fuel burns and the
gases expand, therefore a large positive loop is obtained. In this stroke, the work is
done by the gases.
• Exhaust Stroke: During exhaust stroke, the work is done on the gases, therefore a
negative loop is formed
 Turning Moment Diagram for a Multi-cylinder Engine
• The TMD for a multi cylinder engine has less variation as compared to
single cylinder type. For example, in a 3 cylinder engines spaced at
1200 when revolving , one steam cylinder is at maximum steam
pressure, the other at intermediate pressure while the third is at low
pressure. Therefore, the variation in torque is less.
Fluctuation of Energy
• From the figure on left side, the mean resisting torque line AF cuts
the turning moment diagram at points B, C, D and E. When the
crank moves from a to p, the work done by the engine is equal to
the area aBp, whereas the energy required is represented by the area
aABp. In other words, the engine has done less work (equal to the
area a AB) than the requirement. This amount of energy is taken
from the flywheel and hence the speed of the flywheel decreases.
• Now the crank moves from p to q, the work done by the engine is
equal to the area pBbCq, whereas the requirement of energy is
represented by the area pBCq. Therefore, the engine has done more
work than the requirement. This excess work (equal to the area
BbC) is stored in the flywheel and hence the speed of the
flywheel increases while the crank moves from p to q.
• Similarly, when the crank moves from q to r, more work is taken
from the engine than is developed. This loss of work is represented
by the area C c D. To supply this loss, the flywheel gives up some
of its energy and thus the speed decreases while the crank
moves from q to r.
• As the crank moves from r to s, excess energy is again developed
given by the area D d E and the speed again increases. As the piston
moves from s to e, again there is a loss of work and the speed
decreases.
• The variations of energy above and below the mean resisting torque
line are called fluctuations of energy. The areas BbC, CcD, DdE,
etc. represent fluctuations of energy.
Let the energy in the flywheel at A = E,
then from Fig on the left side , we have
Energy at B = E + a1
Energy at C = E + a1– a2
Energy at D = E + a1 – a2 + a3
Energy at E = E + a1 – a2 + a3 – a4
Energy at F = E + a1 – a2 + a3 – a4 + a5
Energy at G = E + a1 – a2 + a3 – a4 + a5 – a6
= Energy at A (i.e. cycle repeats after G)
Let us now suppose that the greatest of these energies is
at B and least at E. Therefore, Maximum energy in
flywheel
= E + a1
Minimum energy in the flywheel
= E + a1 – a2 + a3 – a4
Maximum fluctuation of energy,
E = Maximum energy – Minimum energy
= (E + a1) – (E + a1 – a2 + a3 – a4) = a2 – a3 + a4
The difference between the maximum and minimum
speeds during a cycle is called the maximum fluctuation
of speed. The ratio of the maximum fluctuation of speed
to the mean speed is called the coefficient of fluctuation
of speed.
 THE FLY WHEEL
• The flywheel is used to
control the speed variations
in a steam engine or an
internal combustion engine.
It is also used in riveting
machines, punches and
other devices to control the
speed variation due to
cycling (where one cycle
uses more energy as
compared to other cycles.
• It is comprised of a circular
disc with a rim
 NEED FOR FLYWHEEL
• In case of steam engines, internal combustion engines, reciprocating compressors and pumps, the energy is
developed during one stroke and the engine is to run for the whole cycle on the energy produced during this
one stroke. For example, in internal combustion engines, the energy is developed only during expansion or
power stroke which is much more than the engine load and no energy is being developed during suction,
compression and exhaust strokes in case of four stroke engines and during compression in case of two stroke
engines.
• The excess energy developed during power stroke is absorbed by the flywheel and releases it to the crankshaft
during other strokes in which no energy is developed, thus rotating the crankshaft at a uniform speed. A little
consideration will show that when the flywheel absorbs energy, its speed increases and when it releases
energy, the speed decreases.
• Hence a flywheel does not maintain a constant speed, it simply reduces the fluctuation of speed. A flywheel
controls the speed variations caused by the fluctuation of the engine turning moment during each cycle of
operation.
 COEFFICIENT OF FLUCTUATION IN ENERGY
• The ratio of the maximum fluctuation of energy to the work done per cycle. Mathematically, coefficient
of fluctuation of energy
 Coefficient of Fluctuation of Speed
The difference between the maximum and minimum speeds during a cycle is called the
maximum fluctuation of speed. The ratio of the maximum fluctuation of speed to the mean speed is
called the coefficient of fluctuation of speed.
KINETIC ENERGY OF FLY WHEEL
Examples
• A riveting machine is driven by a constant torque 3 kW motor. The moving parts including the flywheel are equivalent to 150 kg at
0.6 m radius. One riveting operation takes 1 second and absorbs 10 000 N-m of energy. The speed of the flywheel is 300 r.p.m.
before riveting. Find the speed immediately after riveting. How many rivets can be closed per minute?
• Given : P = 3 kW ; m = 150 kg ; k = 0.6 m ; N1 = 300 r.p.m.(31.42 rad/s)