Journal of Mechanical Engineering Research Vol. 3(3), pp.

85-95, March 2011

Available online at http://www.academicjournals.org/jmer
ISSN 2141 - 2383 2011 Academic Journals







Full Length Research Paper

Kinematics and kinetic analysis of the slider-crank
mechanism in otto linear four cylinder Z24 engine

Mohammad Ranjbarkohan
1
*, Mansour Rasekh
2
, Abdol Hamid Hoseini
3
, Kamran Kheiralipour
4

and Mohammad Reza Asadi
1

1
Department of Mechanical Engineering, Islamic Azad University, Buinzahra branch, Qazwin, Iran.
2
Department of Agricultural Machinery, University of Mohaghegh Ardabili, Ardabil, Iran.
3
Mechanic Engineering in Megamotor Company, Tehran, Iran.
4
Department of Mechanical Engineering of Agricultural Machinery, University of Tehran, Karaj, Iran.

Accepted 26th November, 2010

Nissan Z24 is one of the numerous vehicles in Iran. MegaMotor's reports show high rate damaging in
the crankshaft and connecting rod of this engine vehicle. It is necessary to carry out a complete
research about slider-crank mechanism because of high expensive repairs and replacement of these
parts and their reverse effects on the other parts such as cylinder block and piston. Results of initial
researches show that an important reason of these parts damaging is using of downshifting in driving.
In this research, we are concerned on the analysis of kinematics and kinetic of slider-crank mechanism
of the engine in maximum power, maximum torque and downshifting situation. The influence of
different parameters such as engine RPM and downshifting effects were investigated on crankshaft and
connecting rod loads. Two methods for analyzing of slider-crank mechanism were used: solving
Newton's law and MSC/Adams/Engine software.

Key words: Engine, slider-crank mechanism, kinematics and kinetic, downshifting, Newton's Law, engine rpm.


INTRODUCTION

The base of dynamic mechanism operation of engine is
slider-crank mechanism, which consist of crankshaft,
connecting rod and piston. Combustion pressure
transferred from piston (the part merely has reciprocating
motion) to the connecting rod (the part has both linear
and rotation motion) and finally to the crankshaft (the part
has merely rotation motion).
Cveticanin and Maretic (2000) have studied dynamic
analysis of a cutting mechanism which is a special type of
the crank shaper mechanism (Cveticanin and Maretic,
2000). The influence of the cutting force on the motion of
the mechanism was considered. They used Lagrange
equation to obtain boundary values of the cutting force
analytically and then numerically.
Ha et al. (2006) have derived the dynamic equations of



*Corresponding author. E-mail: ranjbarkohan@gmail.com.
a slider-crank mechanism. They, for this purpose, used
Hamiltons principle, Lagrange multiplier, geometric
constraints and partitioning method (Ha et al., 2006).
Their formulation was expressed by only one
independent variable. Finally to obtain the best dynamic
modeling, they compared obtained results and numerical
simulations.
Also, a new identification method based on the genetic
algorithm was presented to identify the parameters of a
slider-crank mechanism. Koser (2004) investigated on
kinematic performance analysis of a slider-crank
mechanism based on robot arm performance and
dynamics (Koser, 2004). He analyzed kinematic
performance of the robot arm using generalized Jacobian
matrix. It was obtained that the slider-crank mechanism
based robot arm had almost full isotropic kinematic
performance characteristics and its performance was
much better than the best 2R robot arm. He used
complex algebra to solve that classical problem and he
86 J. Mech. Eng. Res.



obtained solution as the root of a cubic equation within a
defined range.
Another research about transmission angle was carried
by Shrinivas and Satish (2002). They have summarized
importance of the transmission angle for most effective
force transmission. In this regard, they investigated 4-, 5-,
6- and 7-bar linkages, spatial linkages and slider-crank
mechanisms.
One of the numerous vehicles in Iran is Nissan Z24,
produced by MegaMotor's company. This company
reports show high rate damaging in the crankshaft and
connecting rod of this engine vehicle. As investigation on
phenomena like vibration, resonance, fatigue, noise . . . ,
and optimization of these parts, kinematics and kinetic of
slider-crank mechanism must be known, it is necessary
to carry out a complete research about slider-crank
mechanism because of high expensive repairs and
replacement of these parts and their reverse effects on
the other parts such as cylinder block and piston. Results
of initial researches show that an important reason of
these parts damaging is using of downshifting in driving.
So, in this research, we concerned on analysis of
kinematics and kinetic of slider-crank mechanism of the
engine in maximum power, maximum torque and
downshifting situation. The influence of different
parameters such as engine rpm and downshifting effects
were investigated on crankshaft and connecting rod
loads.


MATERIALS AND METHODS

At first stage the combustion chamber pressure curve of Nissan
Z24 engine was measured in MegaMotor's power test lab (Engine,
Gearbox and Axel Manufacturing located in Tehran province in Iran,
info@megamotor.ir). These experimental data have been shown in
Figure 1.
Because of different type of motion in this mechanism; such as:
linear, linear-rotation and rotation, there is inertial force in the
system. The inertial force has important role in engine slider-crank
mechanism, so behavior of this force must be known. For analyzing
of inertia force, the kinematics of mechanism should be defined.


Kinematics analysis of slider-crank mechanism

The engine slider-crank mechanism has been shown in Figure 2.
The piston has linear motion in x direction in this figure:

) cos( ) cos( l r x + =
(1)


Where, r is the crank radius, L is the connecting rod length, is the
crank rotation angle and is the connecting rod angle with x axis.
From Figure 1, one can obtain that:

) sin( . ) sin( . l r =
(2)

l
r
n =
(3)




And thus:

) ( sin 1 ) cos(
2 2
n l r x + =

(4)


Using Taylor series in Equation 4:

... ) sin(
16
) sin(
8
) sin(
2
1
1
... )) sin( (
16
1
)) sin( (
8
1
)) sin( . (
2
1
1 )) (sin( 1
6
6
4
4
2 2
6 4 2 2 2
+ + =
+ + =


n n
n
n n n n


(5)


Because n is less than 1(about 0.3), we con eliminate high degree
sentences. Thus:

) 2 cos(
4
1
4
1
1 ) ( sin
2
1
1 ) ( sin 1
2 2 2 2 2 2
n n n n =

(6)


From Equations1 and 6, one can obtain:

)) 2 cos(
4
1
4
1
1 ( ) cos(
2 2
n n l r x + =
(7)

For simplification in calculation we use these notations:

4
4
1
)
4
1 (
4
.
.
2
5
2
4
2
3
2
2
1
n
Q
n
Q
n
l Q
l n
Q
l n Q
=
+ =
=
=
=

(8)

Equation 7 and 8 will result:

3 2 1
) 2 cos( ) cos( Q Q Q x + + =

(9)


Where is the crankshaft rotational velocity. Piston speed obtained
from derivation of Equation (9):

). 2 cos( 2 ). cos(
2 1
Q Q v
P
=
(10)

And for piston acceleration:

) 2 sin( 2 ) 2 cos( 4 ) sin( ) cos(
2
2
2 1
2
1
Q Q Q Q a
P
=
(11)

where is the crankshaft rotational acceleration.

From Equation 11 and Taylor series, for other parts, can reached
the following result:
Ranjbarkohan et al. 87




0
1
2
3
4
5
6
0 100 200 300 400 500 600 700 800
Crank angle (Deg)
P
r
e
s
s
u
r
e

(
M
p
a
)
Combustion pressure on 2800 Rpm(Full load)
Combustion pressure on 2400 Rpm(Full load)
Combustion pressure(Idel)


Figure 1. Combustion pressure in different rpms and loads.





Figure 2. Slider crank mechanism.



( ) ) 2 cos( ) cos(
5 4
Q Q n = (12)



( ) ) sin( ) 2 cos( ) cos(
2
5 4
n Q Q n =
( ) ) 2 sin( ) cos( 2 ) 2 cos(
2
5 5 4
nQ Q Q +
(13)



That is,

is the connecting rod rotational velocity and

is the
connecting rod rotational acceleration.

Now the velocity and acceleration of connecting rods C.G
(Center of gravity) could be calculated. Connecting rod acceleration
could be calculated from Figure 3:

p g p g
a a a
/
r r r
+ = (14)

where
p g
a
/
is acceleration vector of connecting rods C.G relative
the piston, as follow:

) (
/ / / p g p g p g
r r a
r
r r
r r r
+ = (15)

where rg/p is the displacement vector of connecting rods C.G
relative the piston, that (Meriam and Kraige, 1998):


j i s r
p g
) ) sin( ) cos( (
/
= + =
r
j Q e i Q Q e )) sin( ( )) 2 cos( ( (
1 2 3
+ +
(16)

where s is the distance between connecting rods C.G and piston,
and e= s/l . For vertical acceleration of C.G:

Q Q Q a
cx
) 2 cos( 4 ) sin( ) cos( (
2
2 1
2
1
=

Q Q n Q )) 2 cos( ) )( cos( ( ) 2 sin( 2
5 4 2
+

n Q Q n
r
sin( ) cos(
2
1
)) 2 cos( )( sin(
2 3
5 4
2


COS Q Q n eQ )) 2 ( )( ( cos ) sin( )) 2 sin(
2
5 4
2 2 2
1
+
i Q Q e
r
))) 2 cos( (
2 3
+

(17)

88 J. Mech. Eng. Res.





Figure 3. Connecting rod acceleration.



And for horizontal acceleration of C.G:






n Q Q n a
cy
)( sin( )) 2 cos( )( cos( ( (
2
5 4
+ =
n Q Q
r
)) 2 sin( ) cos(
2
1
)) 2 cos( )(
2 3
5 4

n Q Q e )( ( cos )) 2 cos( (
2 2 2
2 3
+
j eQ Q Q
r
)) sin( )) 2 cos( )(
1
2
5 4



(18)



Kinetic analysis of slider-crank mechanism

Kinetic calculation must start from the piston because slider-crank
mechanism started from that. The force diagram of piston was
shown in Figure 4 and Equations 19 and 20:

=
P P x
a m F .
(19)

p p g x
a m F R . =
(20)





The force diagram of connecting rod was shown in Figure 5 and
Equations 21 and 22:

=
=

cx c x x
cx c x
a m R N
a m F .
(21)

cx c p p x x
a m a m R N . . + + =
(22)


Engine torque can be obtained from Figure 6 as follow:

) cos( . . ) sin( . . r N r N T
y x
+ =
(23)


For Ny:

= .
A A
I M

(24)



) 2 cos( .
. ) sin( . .
2 3


Q Q
I r N
N
A x
y
+

=
(25)

Where IA is Inertia of connection rod. But for all journals:


4 3 2 1
T T T T T
C
+ + + =

(26)

That Tc indicates the crankshaft torque, not engine output torque.
Note that the friction force is negligible in comparison with gas
force, so it has ignored in calculations.
Engine output torque from flywheel has been calculated
considering flywheel inertia and resistance torque of crankshaft end
side (Ts). Ts consist of fan, alternator, timing chain and oil pump
resistance torque, as follow:

Alternator Oilpump g Ti fan S
T T T T T + + + =
min

(27)

Ts approximately is 10-15% of total engine output torque.

f f S C f
J T T T . = (28)

For calculation of implied forces over relevant parts like crankshaft
and connecting rod, a FORTRAN program was written used
considering above equations.


Dynamic analysis by Adams/Engine

For checking the accuracy of program, the extract results of
program for sample engine have been compared with results of






Figure 4. Force diagram of piston.





Figure 5. Force diagram of connecting rod.





Figure 6. Force diagram of
crankshaft.
Ranjbarkohan et al. 89



simulating the same engine in Adams/Engine software (Figure 7).
The results of last section and Adams/Engine's output were
compared. The compared results of two methods were shown in
next figure.


Downshifting modeling

As mentioned, the main reason of failing of Nissan engine's
crankshaft is using of downshifting in driving. It means shifting the
gear from light gear (like 3) to heavy gear (like1) and usually is used
for speed control of vehicle by the drivers in very steep roads with
heavy loads. Before shifting from 3 to 1:

3 3 3 3
3
3
3
3
3
.
g g c e
g
c
g
e
g
r r

= = = = (29)

After disengagement of engine and shifting from 3 to 1 and before
releasing the clutch:


(30)

where, rg1 is the first gear ratio, rg3 is the third gear ratio, rd is the
differential ratio, c1 is the clutch plate rotational velocity in gear 1,
c3 is the clutch plate rotational velocity in gear 3, g1 is the
transmission rotational velocity in Gear 1, g3 is the transmission
rotational velocity in Gear 3, e1 is the engine rotational velocity in
Gear 1 and e3 is the engine rotational velocity in Gear 3.

According Equations 29 and 30 and the difference between clutch
and engine rotational speed during releasing the clutch in this
shifting, the torque direction will be diverse from driveline to engine.
Diverse torque will increase the engine speed and then inertia
force, these results will be presented next. By continuing this
reaction between engine and transmission line, in short time
interval, the vehicle will be established in equilibrium condition in
spatial speed. Increment of engine speed has been considered by
two methods:

1. By ignoring the heat dissipation in clutch and using energy
equation:

2
1
2
3
1
2
1
0
.
.
.
.
.
.
|
|

\
|
+
|
|

\
|
|
|

\
|
+
=
g d
w
V e
g
g
g d
w
V e
e S
r r
R
M J
r
r
r r
R
M J

(31)

where, S0 is the engine rotational velocity in engagement starting
90 J. Mech. Eng. Res.





Figure 7. Dynamic model of engine in Adams/Engine
methods.



(energy method), MV is the vehicle mass, Rw is the wheel radius
and Je is the total engine inertia.
2. Numerical solving of engine and transmission system: In this
method, it was supposed one degree of freedom for each set of
engine, such as: clutch, gearbox, differential and vehicle body,
separately. When Engine and clutch are in full engagement:

0 ) ( = + +
s e t e e e e
C C J
& & & &

0 ) (
) ( ) (
1
2 1 2 1 1
= +
+ +
s t
cl cl c
C
C k J


&
& & & &
(32)

When engagement started:

(33)

For other sets before and after engagement:

(34)

where, Jc is the clutch plat inertia, Jg is the gearbox inertia
(equivalent), Jd is the differential inertia (equivalent), Jv is the
vehicle inertia (equivalent), kcl is the clutch spring constant, kp is the
propeller shaft spring (equivalent), kd is the drive shaft spring
(equivalent) and s is the steady rotational speed in engagement
(rpm).

An example of downshifting and way of increasing the engine
velocity were shown in Figure 8. This figure shows quick increase in
engine velocity and applying torque to engine with maximum
capacity of clutch.




RESULTS

Comparison between methods of solution

In Figures 9, 10 and 11, crankshaft output torque and pin
journal vertical force for 2800 and 4800 rpm in both
Adams/Engine and Newton's Law Results method were
compared. As seen in these figures, results of two
methods show that each method verifies other one.


Kinematics

The piston and connecting rod acceleration are main
results of kinematics analysis of the mechanism. In
Figures 12, 13 and 14 acceleration of piston and
connecting rod in 2800, 4800, 5700 and 6500 rpm were
shown. As seen in these figures, all accelerations
increased with increasing of engine velocity. The
connecting rod horizontal acceleration is very important
because of its major role on the torque.
In Figures 12 and 13, there is an observation that
connecting rod vertical acceleration is nearly similar to
piston acceleration. This is due to low horizontal
displacement of that.


Kinetic

In Figures 15 and 16, the crankpin force (horizontal and
vertical), crankshaft torque and flywheel torque were
shown in maximum torque and maximum power,
respectively. From these figures, one can get the
following:

1. Flywheel and clutch design: By average value and
fluctuation ratio (flywheel design parameter) could design
the suitable flywheel. Majority of this fluctuation is
absorbed by flywheel. The clutch could be design after
flywheel designation and consideration of output torque
etc.
2. Resonance phenomena: Resonance phenomena are a
main factor of damaging. The applying of torque to the
crankshaft is motivational factor to engine and even
transmission system (after the fluctuation absorbed by
flywheel). By using frequency and amplitude of fluctuation
and natural frequency of parts such as cylinder block and
crankshaft (with flywheel), the design can be optimized
for prevention from resonance.
3. Stress analysis: As the engine is damaged, stress
analysis of different situation for some parts is essential.
The fatigue analysis of moving part such as connecting
rod and crankshaft could be done by using the diagrams.


Downshifting

In downshifting, as the combustion pressure is very low,
Ranjbarkohan et al. 91





Figure 8. Downshift gear from 3 to 1.





Figure 9. Comparison of crankshaft output torque between Adams/Engine and
Newtons law results.



-10000
-5000
0
5000
10000
15000
20000
25000
30000
0 100 200 300 400 500 600 700 800
Crank angle(Deg)
Adams/Engine results solving newtonian relations result? s
F
o
r
c
e

(
N
)


Figure 10. Comparison of pin journal vertical force between Adams/ Engine
and Newtons law results (2800 rpm).
92 J. Mech. Eng. Res.



-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
0 100 200 300 400 500 600 700 800
Crank angl e(Deg)
Adams/ Engine resul ts solving newt onian rel ations results?
F
o
r
c
e

(
N
)


Figure 11. Comparison of pin journal vertical force between Adams/ Engine and
Newtons law results (4800 rpm).





Figure 12. Piston acceleration in different rpms.





Figure 13. Connecting rod vertical acceleration in different rpms.
Ranjbarkohan et al. 93





Figure 14. Connecting rod horizontal acceleration in different rpms.




-10000
-5000
0
5000
10000
15000
20000
25000
30000
0 100 200 300 400 500 600 700 800
Crank angle (Deg)
-100
0
100
200
300
400
500
600
crankpin horizontal force crankpin vertical force crankshaft torque flywheel torque
T
o
r
q
u
e
(
N
.
M
)
F
o
r
c
e

(
N
)

Crankpin horizontal force Crankpin vertical force Crankshaft torque Flywheel torque crankpin horizontal force crankpin vertical force


Figure 15. The horizontal and vertical crankpin force, crankshaft and flywheel torque
in maximum torque.




-20000
-15000
-10000
-5000
0
5000
10000
15000
20000
0 100 200 300 400 500 600 700 800
Crank angle (Deg)
-400
-200
0
200
400
600
800
1000
crankpin horizontal force crankpin vertical force crankshaft torque flywheel torque
F
o
r
c
e

(
N
)
T
o
r
q
u
e
(
N
.
M
)


Crankpin horizontal force Crankpin vertical force Crankshaft torque Flywheel torque crankpin horizontal force crankpin vertical force


Figure 16. The horizontal and vertical crankpin force and crankshaft and flywheel torque in
maximum power.
94 J. Mech. Eng. Res.



-40000
-30000
-20000
-10000
0
10000
20000
30000
0 100 200 300 400 500 600 700 800
Crank angle (Deg)
2800 Rpm 4800 Rpm 5700 Rpm 6500 Rpm
F
o
r
c
e
(
N
)



Figure 17. Crankpin vertical force in different rpms (down shift gear situation).




-15000
-10000
-5000
0
5000
10000
15000
0 100 200 300 400 500 600 700 800
Crank angle (Deg)
2800 Rpm 4800 RPM 5700 Rpm 6500 Rpm
F
o
r
c
e
(
N
)


Figure 18. Crankshaft pin journal horizontal force in different rpms (down shift gear
situation).



the inertia forces are important. In Figures 17, 18 and 19
vertical and horizontal force of crankpin and crankshaft
torque in different velocities was shown.
From the figures, it could be understood that the inertia
forces are quick increased unsteadily with velocity
increasing. The forces and torques are sinusoidal with
average value near to zero. Another result of velocity
increasing is applying high load to all journals. This is
clearer in the downshifting situation.
From comparison of downshifting situation and full load
we could conclude that the applied load in the
downshifting is greater than full load and has high
frequency because the velocity is high. Thus the
possibility of fatigue occurring in this situation is very
high.
Conclusion

In this research, the followings were concluded:

1. There is a well agreement between Newton's law
results and Adams/Engine methods.
2. High load is applied to engine in downshifting in
comparison with full load condition. There is a necessity
for stress, fatigue and frailer in these conditions.
3. Training drivers not to use downshifting and out of
standard load on vehicle.
4. Defining maximum speed of engine in electronic
control unit (ECU) for preventing uncontrollable loading
on engine and downshift situation.
5. Referring to issued statistics from Megamotors
Ranjbarkohan et al. 95




-2000
-1500
-1000
-500
0
500
1000
1500
2000
0 100 200 300 400 500 600 700 800
Crank angle (Deg)
2800 Rpm 4800 Rpm 5700 Rpm 6500 Rpm
T
o
r
q
u
e
(
N
.
M
)


Figure 19. Crankshaft output torque in different s (down shift gear situation).



Company and analysis results, the main reason of parts
failure is abnormal using of vehicle by drivers.

Terminology: a
cx
, Vertical acceleration; a
cy
, horizontal
acceleration; A
g
, connecting rod acceleration; a
g/p
,
acceleration vector of connecting rods C.G relative
piston; a
p
, piston acceleration; C.G, center of gravity; F
x
,
force in X direction; I
A
, inertia of connection rod; J
e,
Total
engine inertia; J
c,
clutch plat inertia; J
g,
gearbox inertia;
J
d,
differential inertia; J
v,
vehicle inertia; k
cl,
clutch spring
constant; k
d,
drive shaft spring; k
p,
propeller shaft spring;

L, connecting rod length; M
V
, vehicle mass; m
p
, piston
mass; N
x
, resistance of pin end in X direction; N
y
,
resistance of pin end in Y direction;

R
w
,

wheel radius;

R
w
,

wheel radius;

R
x
,

resistance of crank end in X direction;

R
y
,

resistance of crank end in Y direction; r, crank radius;

r
g
1, first gear ratio; r
g3,
Third gear ratio; r
d,
differential
ratio; r
g/p,
displacement vector of connecting rods C.G
relative piston; s, distance between connecting rods C.G
and piston; T
c
, crankshaft torque; T
f
, flywheel torque; T
s
,
resistance torque of crankshaft end side; v
p
, piston
speed; ,
crankshaft rotational acceleration; ,
connecting rod angle;

, connecting rod rotational
velocity;
,
connecting rod rotational acceleration;








, crank rotation angle; , crankshaft rotational velocity;

e1
, engine rotational velocity in gear 1;
e3
, engine
rotational velocity in gear 3;
c1
, clutch plate rotational
velocity in gear 1;
c3
, clutch plate rotational velocity in
gear 3;
g1
, transmission rotational velocity in gear 1;

g3
, Transmission rotational velocity in gear 3;
s
, steady
rotational speed in engagement;
S0
, engine rotational
velocity in engagement starting.



REFERENCES

Cveticanin L, Maretic R (2000). Dynamic analysis of a cuttin
mechanism. Mech. Mach. Theory, 35(10): 1391-1411.
Ha JL, Fung RF, Chen KY, Hsien SC (2006). Dynamic modeling and
identification of a slider-crank mechanism. J. Sound Vib., 289(4):
1019-1044.
Koser K (2004). A slider-crank mechanism based robot arm
performance and dynamic analysis. Mech. Mach. Theory, 39(2): 169-
182.
Meriam JL, Kraige LG (1998). Engineering Mechanics, 5th Edition, New
York, john willey, p. 712.
Shrinivas SB, Satish C (2002). Transmission angle in mechanisms
(Triangle in mech). Mech.Mach. Theory, 37(2): 175-195.