LABORATORY MANUAL

KINEMATICS OF MACHINE LAB

BACHELOR OF TECHNOLOGY
IV SEMESTER
TH

MECHANICAL ENGINEERING

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B.Tech Sem- 4 ME L T P C
Sub Code- 7P.253 0 0 2 1
Kinematics of Machine Lab

List of Experiments:
1. To draw velocity diagram of four bar mechanism.
2. To draw velocity diagram of slider crank mechanism.
3. To draw acceleration diagram of four bar mechanism.
4. To draw displacement diagram, velocity diagram & acceleration diagram of cam follower.
5. To draw a cam profile.
6. Study of Ackerman’s Steering Gear Mechanism.
7. To study various types of gears – Helical, cross helical worm, bevel gear.
8. To study various types of gear trains – simple, compound, reverted, epicyclic and differential.

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 EXPERIMENT No: 1

AIM:
To draw velocity diagram of four bar mechanism.

PROBLEM:
The dimensions and configuration of the four bar mechanism, shown in Figure, are as follows:

P1A = 300 mm; P2B = 360 mm; AB = 360mm, and P1P2 = 600 mm. The angle AP1P2= 60°. The crank P1A has
an angular velocity of 10 rad/s and an angular acceleration of 30 rad/s 2, both clockwise. Determine the
angular velocities of P2B, and AB and the velocity of the joint B.

SOLUTION:

Given : ωAP1 = 10 rad/s ; αAP1 = 30 rad/s2; P1A = 300 mm = 0.3 m ; P2B = AB =360 mm = 0.36 m. We know
that the velocity of A with respect to P1 or velocity of A,
VAP1 = VA = ωAP1 × P1A = 10 × 0.3 = 3 m/s.

VELOCITY DIAGRAM:

1. Choosing appropriate scale; draw vector ap (VAP1=3 m/s).

2. Draw fixed point P1& P2 by single point in velocity diagram.
3. From point a, draw vector ab perpendicular to AB to represent velocity of B with respect
to A.
4.From point P2 draw vector P2b perpendicular to P2B to represent the velocity of B with
respect to P2 or velocity of B.
5.The vectors ab and p2b intersect at b.

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6. By measurement, we find that p2b = 2.2 m/s
7. We know that angular velocity of P2B,and angular velocity of AB:

CONCLUSION:
The velocity diagram of four bar mechanism was drawn and analysed.

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 EXPERIMENT No: 2

AIM:
To draw velocity diagram of slider crank mechanism.

PROBLEM:
The crank of a slider crank mechanism rotates clockwise at a constant speedof 300 r.p.m. The crank is
150 mm and the connecting rod is 600 mm long. Determine : 1. Linearvelocity and of the midpoint of
the connecting rod, and 2. angular velocity of the connectingrod, at a crank angle of 45° from inner dead
centre position.

SOLUTION:
Given : NBO = 300 r.p.m. or ωBO = 2 π × 300/60 = 31.42 rad/s; OB = 150 mm =0.15 m ; BA = 600 mm =
0.6m.
We know that linear velocity of B with respect to O or velocity of B,
vBO = vB = ωBO × OB = 31.42 × 0.15 = 4.713 m/s...(Perpendicular to BO)

Velocities in Slider Crank Mechanism

First of all draw the space diagram, to some suitable scale; as shown in Fig. Now thevelocity diagram, as
is drawn as discussed below:

1. Draw vector ob perpendicular to BO, to some suitable scale, to represent the velocity ofB with
respect to O or simply velocity of B i.e. vBO or vB, such thatvector ob = vBO = vB = 4.713 m/s

2. From point b, draw vector ba perpendicular to BA to represent the velocity of A withrespect to B

i.e. vAB , and from point o draw vector oa parallel to the motion of A (which is along AO)to
represent the velocity of A i.e. vA. The vectors ba and oa intersect at a.
By measurement, we find that velocity of A with respect to B,
vAB=vector ba= 3.4 m / s
and Velocity of A ,vA= vector oa= 4 m / s

3. In order to find the velocity of the midpoint D of the connecting rod A B, divide the vectorba at
d in the same ratio as D divides A B, in the space diagram. In other words,
bd / ba = BD/BA
Since D is the midpoint of A B, therefore d is also midpoint of vector ba.

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 4. Join od. Now the vector od represents the velocity of the midpoint D of the connecting rod i.e.
vD
By measurement, we find that
vD = vector od = 4.1 m/s Ans.

CONCLUSION:
The velocity diagram of slider crank was drawn and analysed.

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 EXPERIMENT No: 3

AIM:
To draw acceleration diagram of four bar mechanism.

PROBLEM:
The dimensions and configuration of the four bar mechanism, shown in Figure, are as follows:

P1A = 300 mm; P2B = 360 mm; AB = 360mm, and P1P2 = 600 mm. The angle AP1P2= 60°. The crank P1A has
an angular velocity of 10 rad/s and an angular acceleration of 30 rad/s 2, both clockwise. Determine the
angular acceleration of P2B, and AB and the velocity of the joint B.

SOLUTION:
Given : ωAP1 = 10 rad/s ; αAP1 = 30 rad/s2; P1A = 300 mm = 0.3 m ; P2B = AB =360 mm = 0.36 m. We know
that the velocity of A with respect to P1 or velocity of A,
VAP1 = VA = ωAP1 × P1A = 10 × 0.3 = 3 m/s.

VELOCITY DIAGRAM:

1. Choosing appropriate scale; draw vector ap (VAP1=3 m/s).

2. Draw fixed point P1& P2 by single point in velocity diagram.

3.From point a, draw vector ab perpendicular to AB to represent velocity of B with respect

to A.

4. From point P2 draw vector P2b perpendicular to P2B to represent the velocity of B with
respect to P2 or velocity of B.

5.The vectors ab and p2b intersect at b.

6. By measurement, we find that p2b = 2.2 m/s

7. We know that angular velocity of P2B,and angular velocity of AB:

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ACCELERATION DIAGRAM:

1. Since P1 and P2 are fixed points, therefore these points will lie at one place, in the acceleration
diagram. Draw vector p1' x parallel to P1A, to some suitable scale, to represent the radial
component of the acceleration of A with respect to P1.

2. From point x, draw vector xa' perpendicular to P1A to represent the tangential component of
the acceleration of A with respect to P1.

3. Join p1' a'. The vector p1' a' represents the acceleration of A. By measurement, we find that the
acceleration of A.

4. From point a', draw vector a' y parallel to AB to represent the radial component of the
acceleration of B with respect to A

5. From point y, draw vector yb' perpendicular to AB to represent the tangential component of the
acceleration of B with respect to A

6. Now from point p’2 ,draw vector p’2z parallel to P2B to represent the radial component of the
acceleration B with respect to P2.

7. From point z, draw vector zb' perpendicular to P2B to represent the tangential component of the
acceleration of B with respect to P2.

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 8. The vectors yb' and zb' intersect at b'. Now the vector p2' b' represents the acceleration of B with
respect to P2 or the acceleration of B.

CONCLUSION:
The acceleration diagram of four bar mechanism was drawn and analysed.

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 EXPERIMENT No: 4

AIM:To draw displacement diagram, velocity diagram & acceleration diagram of cam follower.

THEORY:

Types of Follower motion:

(1)Simple Harmonic Motion

(2) Uniform Velocity
(3) Uniform Acceleration and Retardation
(4) Cycloidal Motion

1. Displacement, Velocity and Acceleration Diagrams when the Follower Moves with Uniform
Velocity:
The displacement, velocity and acceleration diagrams when a knife-edged follower moves
with uniform velocity are shown in Fig.1

2.Displacement, Velocity and Acceleration Diagrams when the Follower Moves with Simple Harmonic
Motion:
The displacement, velocity and acceleration diagrams when the follower moves with simple harmonic
motion are shown in above Fig.2

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3. Displacement, Velocity and Acceleration Diagrams when the Follower Moves with Uniform
Acceleration and Retardation:
The displacement, velocity and acceleration diagrams when the follower moves with uniform
acceleration and retardation are shown in Fig.3

4 Displacement, Velocity and Acceleration Diagrams when the Follower Moves with Cycloidal Motion:
The displacement, velocity and acceleration diagrams when the follower moves with cycloidal
motion are shown in Fig.4

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CONCLUSION:
Various plot of follower displacement vs cam rotation for Cam Follower systems were studied.

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 EXPERIMENT No: 5

AIM:
To draw acam profile.

The construction of cam profiles for different types of follower with different types ofmotions are
discussed
PROBLEM:
A cam is to give the following motion to a knife-edged follower : 1. Outstroke during 60° of cam rotation
; 2. Dwell for the next 30° of cam rotation; 3. Return stroke during next 60° of cam rotation, and 4. Dwell
for the remaining 210° of cam rotation. The stroke of the follower is 40 mm and the minimum radius of
the cam is 50 mm. The follower moves with uniform velocity during both the outstroke and return
strokes. Draw the profile of the cam when (a) the axis of the follower passes through the axis of the cam
shaft, and (b) the axis of the follower is offset by 20 mm from the axis of the cam shaft.

CONSTRUCTION:

First of all, the displacement diagram, as shown in Fig. , is drawn as discussed in the
following steps :
1.Draw a horizontal line AX = 360° to some suitable scale. On this line, mark AS = 60° torepresent
outstroke of the follower, ST = 30° to represent dwell, TP = 60° to representreturn stroke and PX = 210°
to represent dwell.

2. Draw vertical line AY equal to the stroke of the follower (i.e. 40 mm) and complete the
rectangle as shown.

3. Divide the angular displacement during outstroke and return stroke into any equal number
of even parts (say six) and draw vertical lines through each point.

4. Since the follower moves with uniform velocity during outstroke and return stroke, therefore the
displacement diagram consists of straight lines. Join AG and HP.

5. The complete displacement diagram is shown by AGHPX.

(a) Profile of the cam when the axis of follower passes through the axis of cam shaft

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The profile of the cam when the axis of the follower passes through the axis of the cam shaft, is drawn
as discussed in the following steps:

1. Draw a base circle with radius equal to the minimum radius of the cam (i.e. 50 mm) withO as centre.

2. Since the axis of the follower passes through the axis of the cam shaft, therefore marktrace point A,
as shown.

3. From OA, mark angle AOS = 60° to represent outstroke, angle SOT = 30° to representdwell and angle
TOP = 60° to represent return stroke.
4. Divide the angular displacements during outstroke and return stroke (i.e. angle AOS andangle TOP)
into the same number of equal even parts as in displacement diagram.
5. Join the points 1, 2, 3 ...etc. and 0ʹ ,1ʹ , 2ʹ , 3ʹ , .. etc. with centre O and produce beyondthe basecircle.
6. Now set off 1B, 2C, 3D ... etc. and 0ʹ H,1ʹ J ... etc. from the displacement diagram.
7. Join the points A, B, C,... M, N, P with a smooth curve. The curve AGHPA is the completeprofile of the
cam.
(b) Profile of the cam when the axis of the follower is offset by 20 mm from the axis of the
camshaft
The profile of the cam when the axis of the follower is offset from the axis of the cam shaft,is drawn as
discussed in the following steps:

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1. Draw a base circle with radius equal to the minimum radius of the cam (i.e. 50 mm) with O as centre.
2. Draw the axis of the follower at a distance of 20 mm from the axis of the cam, which intersects the
base circle at A.
3. Join AO and draw an offset circle of radius 20 mm with centre O.
4. From OA, mark angle AOS = 60° to represent outstroke, angle SOT = 30° to represent dwell and angle
TOP = 60° to represent return stroke.
5. Divide the angular displacement during outstroke and return stroke (i.e. angle AOS and angle TOP)
into the same number of equal even parts as in displacement diagram.
6. Now from the points 1, 2, 3 ... etc. and 0 ,1 , 2 ,3 ʹ ʹ ʹ ʹ ... etc. on the base circle, draw tangents to the
offset circle and produce these tangents beyond the base circle as shown in Fig.
7. Now set off 1B, 2C, 3D ... etc. and 0ʹ H,1ʹ J ... etc. from the displacement diagram.
8. Join the points A, B, C ...M, N, P with a smooth curve. The curve AGHPA is the complete profile of the
cam.
CONCLUSION:
Cam profiles under different conditions were drawn.

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 EXPERIMENT No: 6

AIM:
Study of Ackerman’s Steering Gear Mechanism.

APPARATUS USED:
Steering Mechanism Apparatus.

THEORY:
Definition of. Steering mechanisms, Classification of steering mechanisms, Diagrams of steering
mechanisms, Working & Construction, Advantages & Disadvantages, Applications, Examples of steering
mechanisms
STEERING GEAR: When an automobile takes turn on a road all the wheels should make concentric circle
to ensure that they roll on the road smoothly and there is line contact between the tyre and the surface
of the path, preventing the excess wear of the tyre. This is achieved by mounting the two front wheels
on two short axles, known as stub axles. The stub axles are pin-jointed with the main front axle which is
rigidly attached to the rear axle. Thus the steering is affected by the use of front wheels only.

TYPES OF STERING GEARS:

There are two main types of steering gears:
1. The Davis steering Gear
2. The Ackermann steering gear

DAVIS STEERING GEAR:

A Davis steering gear has sliding pairs which means more friction and easy wearing. The gear fulfils the
fundamental equation of gearing in all the positions. However, due to easy wearing it becomes
inaccurate after some time

ACKERMANN STEERING GEAR: An Ackermann steering gear has only turning pairs and thus is preferred.
Its drawback is that it fulfils the fundamental equation of correct gearing at the middle and the two
extreme position and not in all positions. This steering gear consists of a four link mechanism having
four-turning pairs.

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Three positions of the correct gearing are-
1. when the vehicle moves straight.
2. when the vehicle moves at a correct angle to the right, and
3. when the vehicle moves at a correct angle to the left.

In the Ackerman steering gear, the mechanism ABCD is a four bar crank chain, as shown in figure
below. The shorter links BC and AD are of equal length and are connected by hinge joint with front
wheel axles. The longer links AB and CD are of unequal length.

The following are the only three positions for correct steering.

1. When the vehicle moves along a straight path, the longer links AB and CD are parallel and the shorter
links BC and AD are equally inclined to the longitudinal axis of the vehicle, as shown by firm lines in the
figure.

2. When the vehicle is steering to the left, the position of the gear is shown by dotted lines in the figure.
In this position, the lines of the front wheel axle intersect on the back wheel axle at I, for correct
steering

3. When the vehicle is steering to the right, a similar position may be obtained again.

Sometimes incorrect steering condition with a combination of high speeds and bad road conditions can
lead to over and under steer. These are the two major drawback of incorrect steering.

1. Under steer occurs during a turn of a corner, when you try to turn the vehicle but it continues in a
straight line, heading off the road. This occurs because the front tyres have reached their adhesion limit
and cannot grip the road adequately enough to turn. The best way to correct under steer is to brake,
release break, steer in the opposite desired direction and quickly change back to turning in the correct
direction. However, you should not brake into a corner as this will cause further under steer, rather try

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and brake on the straightest line possible. This will ensure the cars slow down enough to regain enough
grip to turn.

2. Over steer occurs when turning a corner and the vehicles back slides out as the rear wheels do not
have enough grip to complete the turn. To counter such an even do not accelerate further through the
corner, but rather very carefully break gently in the straightest manner possible. Full force braking can
become more dangerous than helpful. However, braking gently can correct your steering in situations
such as over steer.

CONCLUSION:
Ackerman steering gear mechanism was studied and is preferred one.
The Ackerman steering gear mechanism is much simpler than Davis steering gear and hence quite
popular.

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 EXPERIMENTNo: 7

AIM:
To study various types of gear- Helical, cross helical, worm, bevel gear.

APPARATUS USED:
Arrangement of gear system.

THEORY:
Definition of gear, Classification of gear, Diagram of different type of gear, Working and construction of
different type of gear, Advantage & disadvantage of gear, Application of gear ,Example of gear

GEAR:
Gears are used to transmit motion from one shaft to another shaft or between a shaft or slide. This is
accomplished by successively engaging teeth.

CLASSIFICATION OF GEAR:
Gears can be classified according to the relative position of their shaft axis are follows:

A: PARALLEL SHAFT
(i)Spur gear
(ii)Spur rack and pinion
(iii)Helical gears or Helical spur gear
(iv)Double- helical and Herringbone gear

B: INTER SECTING SHAFT

(i)Straight bevel gear
(ii)Spiral bevel gear
(iii)Zerol bevel gear

C: SKEW SHAFT
(i)Crossed- helical gear
(ii)Worm gears( Non-throated, Single throated, Double throated)

Spur gear:
They have straight teeth parallel to the axes and thus are not subjected to axial thrust due to teeth load.

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Helical gears:
In helical gears, the teeth are curved, each being helical in shape. Two mating gears have the same helix
angle, but have teeth of opposite hands. At the beginning of engagement, contact occurs only at the
point of leading edge of the curved teeth. As the gears rotate, the contact extends along a diagonal line
across the teeth. Thus the load application is gradual which result in low impact stresses and reduction
in noise. Therefore, the helical gears can be used at higher velocities than the spur gears and have
greater load carrying capacity.

Double Helical and Herring Bone Gears:

A double helical gear is equivalent to a pair of helical gears secured together, one having a right – hand
helix and the other a left hand helix.

The tooth of two row is separated by a grooved used for tool run out. If the left and the right inclinations
of a double – helical gear meet at a common apex and there is no groove in between, the gear is known
as herring bone gear.

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Crossed – Helical Gear:
The used of crossed helical gear or spiral gears is limited to light loads. By a suitable choice of helix angle
for the mating gears, the two shaft can be set at any angle.

Worm Gear:
Worm gear is a special case of spiral gear in which the larger wheel, usually, has a hollow or concave
shape such that a portion of the pitch diameter is the other gear is enveloped on it. The smaller of two
wheels is called the worm which also has larger spiral angle.

Bevel Gear :

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Kinematically, the motion between two intersecting shafts is equivalent to the rolling of two cones,
assuming no slipping. The gears, in general, are known as bevel gear. When teeth formed on the cones
are straight, the gear is known as straight bevel and when inclined, they are known as spiral or helical
bevel.

APPLICATION:
1.Bevel gears are used for the drive to the differential of automobiles.
2.Spur rack and pinion are used in a lathe.
3.Helical gears are used for greater load at higher velocities.
4.Gears are used in different machinery.

CONCLUSION:
Various gears were studied.

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 EXPERIMENT No: 8

AIM:
To study various types of gear trains– simple, compound, reverted, epicyclic and differential.

APPARATUS USED:
Arrangement of Gear train system.

THEORY:
Definition of Gear train, Classification of Gear train, Diagrams of different types of Gear train, Working &
Construction of different types of Gear train.

GEAR TRAIN:
A gear train is a combination of gears used to transmit motion from one shaft to another. It becomes
necessary when it is required to obtain large speed reduction within a small space. The following are the
main types of gear trains:
1. Simple gear train
2. Compound gear train
3. Reverted gear train
4. Planetary gear train
5. Differential gear train

SIMPLE GEAR TRAIN:

A series of gears, capable of receiving and transmitting motion from one gear to another is called a
simple gear train. In it, all the gear axes remain fixed relative to the frame and each gear is on a separate
shaft.

Train Value = (Number of teeth on driving gear) /( Number of teeth on driven gear )

COMPOUND GEAR TRAIN:

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When a series of gears are connected in such a way that two or more gears rotate about an axis with the
same angular velocity, it is known as compound gear train.

Train Value = (Product of Number of teeth on driving gear /Product of Number of teeth on driven gear)

REVERTED GEAR TRAIN:

If the axes of the first and last wheels of a compound gear coincide; it is called a reverted gear train.
Such an arrangement is used in clocks and in simple lathes where ‘back gear’ is used to give a slow
speed to the chuck.

Train Value = (Product of Number of teeth on driving gear/Product of Number of teeth on driven gear )

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PLANETARY OR EPICYCLIC GEAR TRAIN :
When there exist a relative motion of axis in gear train, it is called a planetary or an epicyclic gear train
(or simply epicyclic gear or train). Thus in an epicyclic train, the axis of at least one of the gears also
moves relative to the frame.
Consider two gear wheels, the axis of which are connected by an arm . if the arm is fixed, the wheels
constitute a simple train. However, if the wheel s is fixed so that the arm can rotate about the axis of S,
the wheel P would also move around S. therefore, it is an epicyclic train.

DIFFERENTIAL GEAR:
When a vehicle takes a turn, the outer wheels must travel farther than the inner wheels. In automobiles,
the front wheels can rotate freely on their axis and thus can adapt themselves to the conditions. Both
rear wheels are driven by the engine through gearing. Therefore, some sort of automatic device is
necessary so that the two rear wheels are driven at slightly different speeds. This is accomplished by
fitting a differential gear on the rear axle.

APPLICATIONS:
Gear trains are used in automobiles.
Reverted gear train are used in clock and simple lathe.
Epicyclic gear are used in transmission, computing devices.
Gears are used in different machinery.

CONCLUSION:
Simple, compound reverted, epicyclic and differential gears were studied

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