Section4 Module7 InstructorNotes r3

Autodesk Simulation Workshop
Section 4: Dynamic Simulation

This section presents the theory and methods used to
perform a dynamic analysis of a mechanical system using
the Dynamic Simulation environment in Autodesk
Inventor
.
The Dynamic Simulation environment is part of an integrated
design and analysis system. It uses information generated
by the Assembly environment and creates data that can be
used by the Autodesk Simulation Mechanical finite element
tools. The seamless data transfer between state-of-the-art
design and analysis tools creates a highly productive design
environment that makes the engineering design process
more efficient.
Dynamic Simulation is based on multi-body dynamics
theory. In this theory the components of a mechanical
system are modeled as rigid bodies interconnected by joints. The constraint equations for
each joint are used in conjunction with Lagranges equation of motion to create a system of
differential-algebraic equations. The solution of these equations provides the position,
velocity, and acceleration of each part, as well as the reaction forces at each joint. Each part
is in dynamic equilibrium at each time step of the solution process. This allows the position,
velocity, acceleration, and reaction force information at a specific instance to be used as
boundary conditions for a finite element analysis.
The instruction modules provide both an introduction to the theory and hands-on examples of
how to perform an analysis using Assembly and Dynamic Simulation environment. The
Power Point slides provide a mixture of theory and practical information. The Power Point
slides for modules 1, 2, 5, and 8 are closely tied to the user interface of the Assembly and
Dynamic Simulation environments. The Power Point slides for Modules 3, 4, 6, and 7 are
more theoretical and contain sufficient mathematical detail to provide an understanding of the
underlying equations and numerical methods. The videos associated with all of the modules
are software oriented and provide examples that both demonstrate the theory and illustrate
how to run practical problems.
The videos associated with Modules 4 and 6 emphasize the difference between a kinematic
analysis that uses a prescribed motion as the driver, and a dynamic analysis that uses a
prescribed force or torque as the driver. Each analysis type computes similar information.
However, the results of these two types of analyses are often dramatically different and it is
important for a student to understand which type of analysis should be used for a particular
situation. A comparison of the results from these two videos shows the significant difference
in the computed response.
The models used in the videos and Power Point presentations were taken from a boxer-style
engine. Two principal models are used: 1) the rotating parts assembly containing the
crankshaft, connecting rods, and pistons, and 2) a single cam and intake valve assembly.
Detailed example problems are solved using the models in Modules 5 and 8. Module 5
shows the entire process, starting with how to create an assembly in the Assembly
environment and ending with an examination of the results in Dynamic Simulation.
Modules Contained in Section 4
1. Dynamic Simulation Overview
2. DOF and Joints
3. Constraint Equations
4. Constraint Kinematics
5. Piston Example Problem
6. Lagranges Equation
7. Lagrangian Multipliers
8. Cam Example Problem

Table of Contents
Click below to jump to the current Module:

1. Module 1: Dynamic Simulation Overview ...................................................................... 3
2. Module 2: Degrees of Freedom and Joints .................................................................... 4
3. Module 3: Constraint Equations ...................................................................................... 5
4. Module 4: Constraint Kinematics ..................................................................................... 8
5. Module 5: Piston Assembly Example ........................................................................... 10
6. Module 6: Lagranges Equation ..................................................................................... 14
7. Module 7: Lagrangian Multipliers ........................................................................ 16
8. Module 8: Cam Example Problem ................................................................................ 17

1. Module 1: Dynamic Simulation Overview

Introduction
This module provides an overview of the dynamic simulation capability in Autodesk Inventor.
Kinematic constraints are fundamental concepts associated with the type of rigid body
simulation performed by Dynamic Simulation. Kinematic constraints must be established for
each joint. A discussion of the difference between assembly constraints and kinematic
constraints is provided. The steps used to move between the Assembly and the Dynamic
environments are also discussed.
Execution
1) The four basic types of assembly constraints can be seen in the Assembly
environment by selecting the Constraint icon in the top ribbon menu. The Place
Constraint box appears. The four constraint types shown under the Assembly tab
are Mate, Angle, Tangent, and Insert. These four Assembly constraints enable
complex systems to be assembled.
2) The assembly constraints used in a particular model can be seen by clicking on the
+ symbol located beside a part in the browser. In addition to all of the operations
used to create the part, the assembly constraints are listed at the bottom.
3) The motion allowed by the assembly constraints can be seen in the Assembly
environment by selecting a movable part on the screen and dragging the mouse
while continuing to press the left mouse button. In the engine assembly, the
crankshaft can be rotated about its centerline. All of the other parts move to new
locations that satisfy the assembly constraints. Although we can move the parts in
the assembly, there is no information generated about the force or moment required
to cause the motion or the forces or moments required to enforce the constraints.
4) The Dynamic Simulation is accessed by selecting the Environments tab located at
the top of the screen and then selecting the Dynamic Simulation icon located at the
far left.
5) In Dynamic Simulation the assembly constraints are replaced by kinematic
constraints. Although similar to assembly constraints, the kinematic constraints are
uniquely different. Assembly constraints can be written between any of the features
of two parts. Kinematic constraints, on the other hand, relate relative motion at joints
to the inertial degrees of freedom of the parts. The inertial properties of the part are
generally referenced to the principal axes of inertia that are fixed at the center of
mass of the part.
6) Standard types of kinematic constraints used in Dynamic Simulation include
prismatic, revolution, cylindrical, and spherical. There are other types of standard
joints in addition to those used for the engine assembly.
7) An important feature of Dynamic Simulation is its ability to automatically transform
assembly constraints into kinematic constraints. In some cases Dynamic Simulation
develops a unique set of kinematic constraints. In others, redundant kinematic
constraints are generated. Redundant kinematic constraints exist when more than
one constraint is associated with a specific degree of freedom. Redundant
constraints should be removed so that the computed joint reactions are unique.
Additional kinematic constraints may also be added in the Dynamic Simulation
environment.
8) Additional information about kinematic constraints is provided in subsequent modules
and detailed example problems are presented in Modules 5 and 8.

2. Module 2: Degrees of Freedom and Joints

Introduction
This module contains information about degrees of freedom and joints and how joints affect
the mobility of a mechanism. Mobility is the number of independent degrees of freedom that
can be moved in a mechanism. Each joint in a mechanism removes degrees of freedom and
decreases the mobility. The concepts are illustrated using assembly constraints in the
Assembly environment.
Execution
A cylinder liner and piston from a boxer style engine are used to demonstrate the degrees of
freedom and mobility associated with different types of constraints.
1) The unconstrained cylinder liner and piston each have six degrees of freedom
three translations and three rotations. These degrees of freedom can be shown on
the screen by selecting each part and dragging it in a particular direction or rotating it
about a particular axis. The Rotate Component function is obtained by selecting a
part, right clicking and selecting Rotate Component.
2) There are a total of twelve degrees of freedom associated with the two unconstrained
parts. The mobility of the two components without constraints is 12.
3) The first constraint will be a ground constraint. The cylinder liner will be fixed by
selecting the part on the screen, right clicking and selecting Grounded. This will fix
the three translations and three rotations of the cylinder liner and prevent them from
moving. This operation has removed 6 degrees of freedom from the system and the
mobility of the two components is reduced to 6. The mobility of 6 represents the
degrees of freedom of the piston that has no constraints.
4) The next constraint will align the centerline of the cylinder liner with the centerline of
the piston. This creates a cylindrical joint that allows the piston to slide along and
rotate about a single axis. This constraint is imposed by selecting the Constrain
icon located in the top ribbon and selecting the mate icon in the box that appears.
The centerline of the cylinder liner is selected by selecting one of the cylindrical
surfaces. The centerline of the piston is also selected by selecting one of the
cylindrical outside surfaces on the piston. In both cases Inventor will display the
centerline on the graphics window. After the Constrain box is closed, the piston can
be selected and dragged using the left mouse button. Note that the piston can
translate along and rotate about the centerline of the cylinder liner. The cylindrical
joint removes four degrees of freedom and reduces the mobility of the two part
system to 2.
5) Delete the mate just imposed so that another type of joint can be imposed.
6) The next constraint will remove the rotational degree of freedom from the cylindrical
joint. Using the same process used in step 4, a mate is added between the
centerline of the cylinder liner and the centerline of the piston. The rotational degree
of freedom is removed by also adding a mate constraint between the cylinder liners
local xy plane and the pistons local xy plane. These planes are found in the origin
folder for each part in the browser. The piston can be selected and dragged on the
screen using the left mouse button, but it cannot be rotated. This type of joint is
equivalent to the prismatic joint found in Dynamic Simulation. A prismatic joint
removes five degrees of freedom and only permits relative motion along an axis
common to both parts. The mobility of the combined system is reduced to one
degree of freedom. The ground removes six and the prismatic joint removes five,
leaving one translational degree of freedom.
7) Delete the two mates used to implement the prismatic joint so that the next joint type
can be imposed.
8) The next constraint is equivalent to a revolution joint found in Dynamic Simulation.
This joint is implemented using the insert function. Select Constrain from the top
menu. Next, select the insert icon from the Place Constraint box that pops up. The
insert icon is the last of the four types. Select the top outside edge of the piston to
define both a point and axis of rotation. Next, select the top inside edge of the
cylinder liner to define both a point and axis of rotation. The insert function makes
the two points coincident and only allows motion about the common axis. The mouse
can be used to rotate the piston inside of the cylinder liner. A revolution joint
removes five degrees of freedom. The remaining degree of freedom is the rotational
motion about the centerline axis. This reduces the mobility of the two-part system to
1.

3. Module 3: Constraint Equations

Introduction
Kinematic constraint equations are algebraic relationships that describe the relative motion
that can occur at joints in terms of the degrees of freedom of the principal axes of the
associated parts. The PowerPoint slides the constraint equations for a few of the standard
joints used in Dynamic Simulation. The equations are developed for planar mechanisms to
simplify the mathematics and make the underlying concepts easier to learn. Dynamic
Simulation implements these concepts in three-dimensional space instead of the two-
dimensional space occupied by planar mechanisms. However, the basic techniques are
similar. The video shows how to apply the same joints in Dynamic Simulation. The same
cylinder liner and piston used in Video 2 is used in this video. Demonstrating the similarity
between the assembly and kinematic constraints will provide insight into how the automatic
constraint generator used in Dynamic Simulation works.
Execution
At the start of the video the cylinder liner and piston are in the Assembly environment and
have no assembly constraints imposed.
1) The Dynamic Simulation environment is entered by selecting Environments, located
at the top of the screen, and then selecting the Dynamic Simulation icon.
2) The mobility of the system can be checked using the Mechanism Status icon
located on the upper left side of the screen. The Degree of Mobility (dom) is zero.
This is because Dynamic Simulation automatically grounds all parts. Instead of the
kinematic constraints taking degrees of freedom away, they add degrees of freedom
when joints are added. Note that both parts appear in the Grounded folder in the
browser.
3) The Automatically Convert Constraints to Standard Joints option is turned off so
that joints can be added manually. This option is found by selecting the Simulation
Settings box at the top of the screen and then clicking the top box to turn the option
off. A pop-up box appears asking if we want to keep the automatically generated
joints. We dont have any automatically generated joints so we can answer either
yes or no. We select Yes in the video.
4) The first joint to be added is a cylindrical joint. This joint will allow relative translation
and rotation about the centerline axis of the cylinder liner and piston. This will
increase the Degree of Mobility from zero to two. The joint is added by selecting the
Insert Joint icon on the upper left-hand side of the screen; a joints table appears.
The cylindrical joint is located under the upper left-hand icon. Another pop-up option
table will appear. Using the arrow next to the box to see the list of available joints,
select Cylindrical.
5) Two components and associated coordinate systems must be defined. The z-axis of
the first component is defined by selecting one of the cylindrical surfaces of the
cylinder liner. Note that a coordinate system is shown that has an axis with three
arrow heads directed along the length of the cylinder liner. This is the cylinder liner
joint coordinate system z-axis. Next we define the origin of the joint coordinate
system by selecting one of the circular edges located at the top of the cylinder liner.
This puts the origin of the joint coordinate system at the center of the circular edge.
6) Then we do the same thing for Component 2 the piston. The z-axis of the joint
coordinate system for the piston is added by selecting a cylindrical surface on the
outside of the piston. A coordinate system with the z-axis directed along the length of
the cylinder will be shown. Next we define the origin of the piston joint coordinate
system by selecting the top circular edge of the piston. The coordinate system will be
moved to the top center of the piston. The switch direction icon next to Z axis for
Component 2 can be used to change the direction of the piston z-axis if it is directed
in a direction opposite to that for the cylinder liner. Click Ok.
7) The Degree of Mobility can be checked using the Mechanism Status icon. Note the
Degree of Mobility has been changed from zero to two.
8) The motion of the piston can be seen by selecting the piston and dragging the piston
with the left mouse button. The piston moves along and rotates about the common
axis.
9) Delete the cylindrical joint so that another joint can be added. Select the Cylindrical
joint in the Standard Joints group in the browser, then right click and select Delete.
10) The next joint to be added is a prismatic joint. A prismatic joint allows translation only
along an axis that is common to two parts. Select the Insert Joint icon located at
the upper left corner of the screen. A list of joints is displayed. Select Prismatic
from the list.
joint coordinate system z-axis. Next, we define the origin of the joint coordinate
the cylinder will be shown. Next we define the origin of the piston joint coordinate
13) Note that Standard Joints has been added to the browser. Clicking on Standard
Joints in the browser shows that the prismatic joint has been added to the list.
14) The system has one degree of mobility, which is the relative translation along the
centerline of the two parts. The mobility can be check by selecting Mechanism
Status from the Joint icons located in the upper left corner of the screen.
15) The mobility degree of freedom can be observed by selecting the piston on the
screen and, while holding the left mouse button down, dragging the piston along the
common centerline.
16) Delete the prismatic joint so that another joint can be added. Select the Prismatic
joint in the Standard Joints group in the browser, then right click and select Delete.
17) The last joint to be added is a revolution joint. A revolution joint allows rotation only
about an axis that is common to two parts. Select the Insert Joint icon located at
the upper left corner of the screen. A list of joints is displayed. Select Revolution
from the list.
joint coordinate system z-axis. Next we define the origin of the joint coordinate
the cylinder will be shown. Next, we define the origin of the piston joint coordinate
20) The system has one degree of mobility, which is the relative rotation about the
centerline of the two parts. The mobility can be checked by selecting Mechanism
Status from the Joint icons located in the upper left corner of the screen.
21) Note that Standard Joints has been added to the browser. Clicking on Standard
Joints in the browser shows that the revolution joint has been added.
22) The mobility degree of freedom can be observed by selecting the piston on the
screen and, while holding the left mouse button down, dragging the piston. Note that
it will only rotate about the centerline.

4. Module 4: Constraint Kinematics

Introduction
The PowerPoint slides associated with this module show how the position, velocity, and
acceleration of components in a mechanism can be determined from kinematic and motion
constraints. Kinematic constraints control relative motion at joints, while motion constraints
impart relative motion to mobile degrees of freedom at joints. While kinematic constraints are
generally not time-dependent, motion constraints are explicit functions of time.
The video for this module shows how to impose a motion in Dynamic Simulation. The
problem used in the video example is an intake valve and cam assembly from a boxer style
engine. This assembly is also used in several of the other videos to demonstrate specific
methods or features of Dynamic Simulation.
Execution
The boxer intake cam assembly should be in the Dynamic Simulation environment. A
kinematic analysis is performed when a motion is used as the input to the mechanism. In a
kinematic analysis, the kinematic (joint) constraint equations and motion are used to compute
the position, velocity, and acceleration of the components in the mechanism. The
accelerations are then be used along with the inertial properties of the system to compute the
force(s) or moment(s) required to impose the input motion(s) and the joint reactions. In
contrast, a dynamic analysis is performed when the input is a force or a torque. Subsequent
modules will show that the results obtained from a dynamic analysis are generally quite
different than those obtained from a kinematic analysis, and it is important that the
appropriate analysis is performed for the problem at hand.
In a kinematic analysis, the kinematic (joint) constraints only provide part of the equations
needed to determine the motion of the system. Motion constraints provide the remaining
equations. In general, a motion constraint must be specified for each degree of mobility.
1) Select Mechanism Status to see the number of degrees of mobility associated with
the assembly. There are three: 1) rotation of the cam shaft relative to the fixed cam
shaft bearing; 2) translation of the valve relative to the valve guide contained in
Welded Group 1; and 3) rotation of the valve about its centerline. The degree of
mobility associated with translation of the valve is removed by the 3D contact joint.
This joint couples the valve translation motion and the rotation of the camshaft. The
other degree of mobility associated with rotation of the valve could be set to zero
using a motion constraint that sets the angular velocity to zero. However, since there
is nothing in the system to excite this motion, it will be omitted. A motion constraint
will be used with the camshaft rotation degree of mobility.
2) A motion constraint is added by selecting the joint that provides the degree of
mobility. Select the Revolution joint listed in the Standard Joints area of the
browser, then right click and select Properties.
3) There are two tabs in the pop-up box. One is for general properties; the other is for
properties associated with thee rotational dof. Select dof 1(R). The three icons
allow initial conditions to be specified, torques to be specified, or motions to be
specified. Select the third, or motion icon.
4) The Enable imposed motion box must be checked to activate the motion. Next
select the radial button next to Velocity. The motion can be constant or time-
dependent. The Input Grapher is used to specify time-dependent motions. This
feature will be presented in the video for Module 7. In this problem we will specify a
constant angular velocity of 21,000 degrees per second. This is equivalent to 3,400
rpm and is representative of the value that could be seen in a performance engine
having a crankshaft speed @ 7,000 rpm.
5) Before running the simulation, we must specify the duration of the simulation and the
number of time steps. Select the Simulation Player from the Manage area at the
top of the screen. The duration of the analysis is entered in the first box from the left
in the Simulation Player. Enter a value of 0.051 seconds. This is the time it takes for
three rotations of the camshaft rotating at a speed of 21,000 deg/seconds. The
second box contains the number of time steps. Enter a value of 540. This is
equivalent to a time step for every 2 degrees of camshaft rotation.
6) The simulation is started by pressing the forward arrow. Note that the motion of the
mechanism is displayed on the screen as the simulation proceeds.
7) The results of the analysis can be reviewed using the Output Grapher. Select
Output Grapher in the Results section of the top menu.
8) Open the Velocity folder associated with the Revolution:1 joint. Click on the box.
Since there is only one rotational degree of freedom, only one box is shown. A graph
of the angular velocity of the camshaft is shown. Note that angular velocity has a
constant value of 21,000 deg/sec. This agrees with the specified motion and gives
assurance that the analysis is correct.
9) Open the Driving Force folder associated with the Revolution:1 joint. Click on the U-
imposed [1] box. A graph of the torque required to maintain the constant angular
velocity of the camshaft is shown. There is a large spike at the beginning of the
contact between the tappet and the cam lobe. There are also positive and negative
portions of the torque curve. A positive torque indicates that energy is being
delivered to the system to keep it from slowing down. The negative torque indicates
that energy must be taken out of the system to keep it from speeding up.

5. Module 5: Piston Assembly Example

Introduction
This module provides a start-to-finish example of how to set up and perform a dynamic
simulation. There are four videos. The first shows how to create a connecting rod sub-
assembly. The second shows how to create an assembly of the engine block and rotating
assembly. The third shows the steps taken during the dynamic simulation. The fourth shows
how to examine the results using the Output Grapher.
Execution
Video 5A: Connecting Rod Sub-Assembly
The video starts with all parts positioned on the graphics screen. The Upper Connecting Rod
has been grounded, but no other assembly constraints have been placed.
1) The first step will be to place the two Indexing Sleeves into the Upper Connecting
Rod. The Indexing Sleeves are important in the real connecting rod assembly
because they locate the position of the Lower Connecting Rod relative to the Upper
Connecting Rod. The two indexing sleeves will be placed into the bolt holes on the
bottom of the Upper Connecting Rod using the Insert constraint. Select Constrain
from the Position area on the top menu, then select the Insert icon from the Place
Constraint box. Next, select the edge of the flat surface located inside of the bolt
hole on the Upper Connecting Rod. Then select the outer edge of the flat surface on
the top of one of the Indexing Sleeves. The Indexing Sleeve will automatically be
moved to satisfy the constraint. The other indexing sleeve is placed in the same
manner.
2) Next, the Lower Connecting Rod will be positioned relative to the Upper Connecting
Rod. Select Constrain from the Position area of the top menu, then select the
Insert icon from the Place Constraint box. Select the edge of one of the bolt holes
on the Upper Connecting Rod, and then select the corresponding edge on the Lower
Connecting Rod. The Lower Connecting Rod will automatically be moved to satisfy
this constraint. Follow the same procedure to place the constraint on the other bolt
hole. It may be necessary to pivot the lower connecting rod so that the hole can be
clearly seen.
3) Next, the Crank Bolts will be positioned relative to the Lower Connecting Rod using
the Insert constraint. Select Constrain from the Position area of the top menu, then
select the Insert icon from the Place Constraint box. Select the edge of the bolt
hole on the Lower Connecting Rod, and then select the inside edge at the base of
the bolt head. The bolt will automatically be moved to satisfy the constraint. The
other bolt is positioned in a similar manner.
4) Next, the Rod Bearings will be positioned. It takes three steps to position the
bearing. First, the center line of the bearing half is aligned with the center line of the
connecting rod. Select Constrain from the Position area of the top menu, then
select the Mate icon from the Place Constraint box. Select the inside cylindrical
surface of one of the Rod Bearings and then select the corresponding cylindrical
surface of the Upper or Lower Connecting Rod. The Rod Bearing will automatically
be moved to satisfy this constraint. At this point only the centerlines are constrained
to be coincident and the bearing can be moved along the centerline and rotated
about it. Next, we must position the tab on the bearing in the notch on the
connecting rod. This requires that two common surfaces be constrained using the
Mate constraint as shown in the video. The other bearing half is positioned in a
similar manner.
5) Next, the Piston Pin Bearing is placed in the Upper Connecting Rod using the Insert
constraint. The outer circular edge of the hole at the small end of the Upper
Connecting Rod is selected, and then the inside circular edge at one end of the
Piston Pin Bearing is selected. It may be necessary to use the Aligned or Opposed
icons to orient the bearing correctly. The Piston Pin Bearing will automatically be
moved to satisfy this constraint.
6) The last step is to position the Piston Pin (Wrist Pin) inside of the Piston Bearing
using the Insert constraint. There is a 0.5905 inch offset, so that an equal amount of
the Piston Pin extends from both sides of the connecting rod.
Video 5B: Rotating Part Assembly
The video starts with an assembled engine block and all of the rotating assembly parts
positioned on the graphics screen. The left engine block is grounded. Although the
assembled block does not move, it serves as a reference for placing components such as the
main bearings and the cylinder liners. These components are used to place the rotating
assembly parts.
1) Turn off the visibility of the right and left engine block and the four cylinder castings.
This enables the main bearings and cylinder liners to be seen. The visibility is turned
off by selecting the parts in the browser, then right clicking and selecting visibility.
Multiple parts in a sequence can be selected in the browser by holding down the Shift
key while the parts are selected. Multiple parts not in a sequence can be selected in
the browser by holding down the Ctrl key while the parts are selected.
2) The crankshaft will be placed first using the insert function. Select Constrain from
the Position icons on the top menu, the select the insert icon. Next, select the edge
of the stepped surface next to the key slot in the crankshaft, then select the front
outside edge of the first main bearing. A negative 2.0 mm off set is also required.
The crankshaft is automatically positioned relative to the main bearing.
3) The rotational motion of the crankshaft can be seen by selecting one of the
counterbalance weights on the crankshaft, and, while holding the left mouse button
down, moving the mouse in a circular motion.
4) Next, the connecting rods will be connected to the journals on the crankshaft. The
connecting rod bearings rotate on the crankshaft journal and are prevented from
moving axially by contact between machined surfaces on both the connecting rods
and the crankshaft. They will be placed in the assembly using the Insert function.
Select Constrain from the Position icons located in the top menu, then select the
Insert icon from the Place Constraint box. Select the outside edge of the machined
surface on the large end of the connecting rod. Next, select the edge of the raised
surface on one of the connecting rod journals. The connecting rod is automatically
moved to the correct position to enforce the constraint. The other connecting rods
are placed in a similar manner.
5) We can see that the connecting rods are properly constrained if we rotate the
connecting rod. Note that the large end moves with the connecting rod journals, but
that the piston ends are still free to move independently.
6) Next, the pistons are connected to the connecting rod piston pins (wrist pins) and are
also constrained to move in the cylinder liners. Each piston requires two mate
constraints. Select Constrain from the Position icons on the top menu, then select
the Mate constraint from the icons in the Place Constraint box. Then select the
centerline of one of the piston pins, followed by selecting the piston pin hole on the
piston. This constrains the two centerlines to be coincident. Next, select the center
line of the piston and then the centerline of the cylinder liner. This will constrain the
two centerlines just selected to be coincident. The remaining pistons are placed in
the assembly using the same two-step process.
7) The rotating part assembly is now complete and the motion of the parts can be seen
by rotating the crank shaft. The position of each part can be determined if the
position of the crankshaft is known. Therefore this system has one degree of
mobility.
8) The visibility of the engine block parts can be turned back on to see the complete
assembly.
Video 5C: Dynamic Simulation Set Up and Execution
The video starts with the engine assembly created in the previous video in the Assembly
environment.
1) We enter the Dynamic Simulation environment by selecting the Environments tab at
the top of the screen and then selecting Dynamic Simulation.
2) Upon entering the Dynamic Simulation environment, the Assembly constraints are
automatically converted to Joint (kinematic) constraints. During this conversion the
program determines that there are redundant constraints. Redundant constraints are
encountered when more than one constraint controls a single degree of freedom.
The reaction forces computed when redundant constraints are present are not
unique and other solutions besides the one presented exist. We will remove these
redundant constraints later.
3) The browser contains a list of the Grounded parts, Mobile Groups, and Standard
Joints. Multiple parts that are constrained to move as a single rigid body are called a
Welded Group. There are several Welded Groups shown in the Grounded area of
the browser. The parts in a Welded Group may be seen by clicking on the + sign
next to it in the browser.
4) The Mobile Groups contain those parts that can move. The Mobile Groups can be
more easily seen by selecting Mobile Groups, then right-clicking and selecting
Color mobile groups.
5) The Standard Joints that were automatically created when we entered the Dynamic
Simulation environment are shown next in the browser. There are two types of
standard joints used: revolution and cylindrical. Note the circled I next to the top
four Revolution joints. These joints have problems due to the redundant constraints.
6) Information about the redundancies can be seen by selecting Mechanism Status in
the Joint icons located at the upper left hand corner of the screen. The top portion of
the Mechanism Status and Redundancy box provides information about the Degrees
of redundancy, Degrees of mobility, Number of bodies, and the Number of mobile
bodies.
7) Information associated with each kinematic chain is seen by selecting the two left
facing arrow heads. This expands the Mechanism Status and Redundancy box. The
redundant constraint in the revolution joint between the connecting rod and
crankshaft is highlighted in orange.
8) Removal of the redundant constraints requires experience and insight into the
mobility of each joint. It can be time-consuming to figure out exactly how to constrain
the kinematic chains so that they can be removed.
9) In this case we need to change the type of joints that are automatically created.
Close out the Mechanism Status and Redundancies box by clicking on Ok. Next,
select the Simulation Settings icon in the Manage group located at the top of the
screen. Click on the first box to turn off Automatically Convert Constraints to
Standard Joints. We will be asked if we want to Maintain Standard Joints
automatically created from Assembly Constraints; select Yes. Keeping the
automatically created joints will make it easier to change the type of joint later on.
10) Next, select the Mechanism Status icon. We see that a new column has been
added to the lower portion of the box. This last column will enable us to quickly
change the type of joint and observe the mechanism status information displayed in
the top of the box.
11) Select the bottom box marked Cylindrical which is associated with the cylindrical
joint between the piston and welded group containing the cylinder liner. Using the
down arrow head, select the joint type Prismatic. This actually increases the
degree of redundancy since the prismatic constraint eliminates the rotational degree
of freedom from the cylindrical joint.
12) Next, change the cylindrical joint between the piston assembly and connecting rod to
a spherical joint. This adds a mobile degree of freedom and lowers the degree of
redundancy by one.
13) Next, change the first Revolution joint between the connecting rod and crankshaft to
a cylindrical joint. This removes another degree of freedom. Repeating steps 11
through 13 for each of the kinematic chains will remove all redundant constraints.
14) The prismatic joint added in step 11 allows the piston to slide back and forth but
prevents it from rotating. The combination of the spherical joint and cylindrical joint in
steps 12 and 13 allows the connecting rod to rotate about the crankshaft journal, but
the longitudinal motion is constrained by the spherical joint at the other end.
15) A kinematic analysis will be performed by specifying a motion to the revolution joint
between the crankshaft and the main bearing. Select the last revolution joint in the
browser list, then right click and select Properties. Select the Edit imposed
motions icon located on the right top of the box. Then define a constant velocity of
6,000 degrees per second. This is equivalent to 1,000 rpm.
16) Next we will add friction to the prismatic joints. Select a prismatic joint in the browser,
then right click and select Properties. Select the Edit joint force icon (2
nd
of 3
across the top of the box). Click on the Enable Joint Force box, and then add a
coefficient of friction of 0.2. This must be done for each of the four prismatic joints.
17) We are now ready to submit the analysis using the Simulation Player. Well set the
simulation duration to 0.375 seconds and the number of time steps to 375. Click on
the forward arrow head to start the simulation. The position of each of the mobile
parts can be seen on the screen while the simulation is executing.
18) The analysis results can be analyzed using the Output Grapher or they can be used
to perform a finite element analysis of a part at a specific instant in time.

Video 5D: Results Examination using the Output Grapher
In this video the results of the simulation performed in Video 5C will be examined using the
Output Grapher.
1) Select the Output Grapher icon from the Results area at the top of the screen.
2) It may be necessary to expand the contents of the browser by selecting the + sign
next to the top folder.
3) The browser contains a folder for Standard Joints. The position, velocity, and
acceleration for each mobile degree of freedom of a joint can be plotted as a function
of time. The reaction force for each constrained degree of freedom of a joint can also
be plotted as a function of time. The reaction force is the force exerted on one part
by the other to enforce the kinematic constraint.
4) First, we will examine the revolution joint used to drive the motion of the system. If
we look in the Velocities folder, we will see one velocity associated with the rotation
degree of freedom. Checking this box causes the rotational degree of freedom to be
plotted. Note that we have a constant velocity of 6,000 deg/sec. This is the value we
imposed and we gain confidence in our analysis results by seeing an expected result.
5) Next, we can plot the torque required to cause the system to rotate at 6,000 deg/sec
by plotting the item contained in this folder. Note that the torque oscillates between
positive and negative values. A positive torque indicates that energy is being put into
the system to maintain the required rotation rate. A negative torque indicates that
energy is being removed from the system to maintain the required rotation rate. This
type of behavior is common to kinematic analyses. They are, however, difficult to
realize, since an electrical motor would have extreme difficulty changing the torque in
this manner.
6) Other quantities such as the position of the piston or the wrist pin force between the
piston and connecting rod can be plotted in a similar manner.

6. Module 6: Lagranges Equation

Introduction
The PowerPoint slides associated with this module derives Lagranges equation of motion
from the Principle of Least Action. Lagranges equation when combined with the Lagrangian
multiplier technique contained in the next module provides a systematic approach for
developing the equations of motion of mechanical systems whose interaction between the
parts are defined by constraints. This systematic approach is particularly important because
it lends itself to computer implementation.
In this video a dynamic analysis of the cam assembly will be performed. Lagranges equation
of motion provides the theoretical basis for the analysis. This analysis is a dynamic analysis
because we will be applying a torque to the camshaft along with initial conditions. We will be
able to see the transient response of the system. This analysis is in contrast to that
performed in Module 4, where a rotational motion was imposed on the crankshaft. We will
also see that the response of the system to a constant torque is much different than that
obtained with a constant motion.
Execution
The boxer intake cam assembly should be in the Dynamic Simulation environment.
1) Select the revolution joint between the camshaft and camshaft bearing in the
browser, and then right click and select Properties.
2) Select the Edit joint torque icon in the top center of the box. The Enable joint
torque box must be checked. Next, put 1200 N-mm into the first data field and click
Ok to close the box.
3) Once we have applied the torque we can run the analysis using the Simulation
Player. We will use the same simulation duration of 0.051 seconds and 540 time
steps used in Module 4. Click on the forward arrow to run the simulation.
4) During the simulation you can see that the rotational speed of the camshaft changes.
It starts with an initial velocity of 0 degrees/second and speeds up. You can also see
that the cam lobe loses contact with the tappet. This phenomenon is called valve
float.
5) The Output Grapher icon is selected from the Results area at the top of the screen
once the simulation is complete.
6) The first item plotted is the applied torque. This is found in the Moment folder
associated with the revolution joint. Select the Moment [z] option. This is the
moment about the z-axis of the joint, which is the axis about which the rotation
occurs. Note that the moment is 1,200 N-mm, which agrees with the torque applied
to the rotational degree of freedom of the joint.
7) Next, we will plot the angular velocity of the revolution joint. Select the Velocities
folder for the revolution joint and then click on v[1]. The graph of the velocity shows
that it starts at 0 degrees/second which is the initial condition. Its average value
increases until it reaches a steady state value of around 70,000 degrees/sec (11,600
rpm). The velocity varies about this average value during each revolution of the
camshaft and has a saw-tooth type pattern. The velocity slows down dramatically
when the cam lobe contacts the tappet and then speeds up during the remainder of
the cycle. This transient response is typical of a dynamic analysis.
8) The 1,200 N-mm torque created a much larger average steady-state rotational
velocity than the 21,000 deg/sec motion applied in Module 4. If the torque were
scaled down by a factor of 3.3 (70,000/21,000) to 363 N-mm and the simulation re-
run, we would see that the lower torque is insufficient to drive the camshaft past its
initial contact with the tappet. The start-up torque must be larger than the steady-
state torque. This is typical of a real mechanism that requires a higher initial torque
to get the motion started and then a lower torque to maintain it. Once started the
inertia in the system acts like a flywheel to help maintain the motion.

7. Module 7: Lagrangian Multipliers

Introduction
In this module, Lagrangian multipliers are introduced as a method of determining the
equations of motion of a mechanical system that includes constraints. The Lagrangian
multipliers are more than just a mathematical manipulation. Physically, they are the reaction
forces required to impose the joint constraints. The equations that result from applying
Lagranges equation augmented by Lagrangian multipliers is a mixed system of differential
and algebraic equations. The module discusses briefly how the equations can be cast into
matrix form and how they are integrated to determine the position, velocities, accelerations,
and reaction forces for the system.
The video for this module provides another example of a dynamic analysis of a mechanical
system that is subjected to forces/torques instead of motions. The problem uses the rotating
assembly of the boxer engine introduced in Module 5. An impulse is applied to one of the
pistons to create a change in the angular momentum of the system. The use of the Input
Grapher to define time dependent forces/torques is also illustrated. The Input Grapher can
also be used to define time-dependent motions for a kinematic analysis.
Execution
The video starts with the engine assembly from Module 5 located in the Dynamic Simulation
environment. All of the redundant constraints have been removed and we are ready to add
the impulse.
1) The first step is to define the initial conditions for the crankshaft. Select the revolution
joint between the crank shaft and main bearing in the Standard Joints area of the
browser. After selecting the joint, right click and select Properties. The first icon
enables us to set the initial conditions. Set the initial position to 0.0 degrees and the
initial velocity to 0.0 degrees/second. Note that the crank shaft automatically
positions itself to this initial position. If we do not set the initial condition to a specific
value, it will use the current screen position as the initial position. By default, the
initial velocity is always 0.
2) Next, we will define the force impulse to be applied to one of the pistons. Select the
External Loads group in the browser, then right click and select Add Force. The
first thing we must do to define the force is to define the location (point and surface)
where it will act. Select the top cylindrical edge of the number 3 piston, and select
the top surface of the piston. A force vector is shown acting on the screen. We want
a compressive force, so we will change the direction of the vector by clicking on the
Direction icon. Note that the direction the vector acts in is changed.
3) Next we will define the magnitude of the force. We can define a constant value or we
can use the Input Grapher to define a magnitude that changes with time. Since the
impulse will have a magnitude that changes with time, select the Input Grapher icon.
4) The Input Grapher contains a graphing window and then a lower area where points
on the force curve can be defined. We will need three points to define the impulse,
so we select the red line in the graph area at its mid-point, then right-click and select
Add Point. Note that we now have two sectors; one on either side of the mid-point.
5) Use the arrows on the top right side of the data entry area to select the left-most
sector. In the data entry area, set the Starting point X1 or time value to 0, and then
set the Y1 or force value to 0 N. Set the Ending point X2 or time to 0.01 seconds,
and the set the Y2 or force value to 2,000 N.
6) Use the arrows on the top right side of the data entry area to select the right sector.
In the data entry area, we see that the starting point is correctly set to the ending
point of the previous sector. Set the Ending point X2 value to 0.02 seconds and the
Y2 value to 0.0 N. The impulse is shown on the screen.
7) Next we must define what happens if the analysis runs longer than the duration of the
impulse. Use the arrow keys to move one more sector to the right. We will select a
constant value based on the last value encountered. In our case this will be a force
of zero.
8) We are now ready to start the analysis. Press the forward button in the Simulation
Player.
9) After the analysis is complete, we can use the Output Grapher to review the results.
We will first plot the external force. We note that the impulse is shown as entered in
the Input Grapher. It is good practice to always verify that the external forces are
those you intended to apply.
10) Other items can be plotted as desired.

8. Module 8: Cam Example Problem

Introduction
This last module shows how to add force and contact joints to the cam problem used in
previous modules. A spring is added between the upper and lower plates and 3D contact is
added between the tappet top surface and the cam lobe and dwell surfaces. There are two
videos. The first Video (8A) shows how to add the spring and 3D contact joints. The second
Video (8B) shows how to use the Output Grapher to examine the results.
Execution
Video 8A Force Joints
The video starts with the intake valve assembly shown in the Assembly Environment.
1) The spring shown in the assembly will be replaced with a spring joint in Dynamic
Simulation. Select the spring and then right click to obtain a list of options. Select
Suppress from this list. A suppressed part will be carried into the Dynamic
Simulation environment, but will be grounded, which effectively removes it from the
analysis.
2) Next, we will move to the Dynamic Simulation environment. Select Environments
and then Dynamic Simulation.
3) The items listed in the browser include Grounded items, Mobile Groups, Standard
Joints, and External Joints. The Standard Joints include a revolution joint between
the camshaft and camshaft bearing, and a cylindrical joint between the valve and the
valve stem guide.
4) Next, we will add the spring by selecting Standard Joints in the browser, then right
clicking and selecting Add a Joint. A box is displayed that shows the different kinds
of joints that are available for use. A list is obtained by clicking on the down arrow.
Select Spring/Damper/Jack from the list.
5) We must identify points on two components that define the end points and centerline
axis of the spring. The point on Component 1 is defined by selecting the circular
edge associated with the surface on the lower retaining plate that the spring rests on.
The point is the center point of the circle defined by the edge. The point on
Component 2 is defined by selecting the circular edge on the upper retaining plate
that the spring contacts. It may be necessary to rotate the assembly so that the
upper retaining plate is more visible. Again the point is the center point of the circle
defined by the edge.
6) A spring is displayed in the assembly when the Insert Joint box is closed. This spring
does not look like the one that was suppressed in the Assembly Environment and
must have its properties edited.
7) A Force Joints area has been created in the browser that contains the newly added
spring. Select Spring/Damper/Jack in the browser, then right click and select
Properties.
8) Set the Stiffness to 15.0 N/mm, the Free Length to 40 mm, the Radius to 14 mm, and
the Wire Radius to 2 mm. The geometry of the spring is updated as this information
is added. Note that the spring looks a lot closer to the one previously suppressed.
9) Next, we will define the relationship between the top surface of the tappet and the
cam contact surfaces. First, we select Standard Joints in the browser, right click
and select Add a Joint. Using the down arrow in the pop-up menu, we display the
list of joints and select 3D Contact.
10) In the pop-up menu we see that we must define the two components that will have
contact. We select the top surface of the tappet for Component 1, and select the
dwell or lobe contact surface of the cam for Component 2. When contact occurs, a
very stiff spring is added between the two surfaces if the contact is compressive. If
separation occurs the spring is removed. Contact can only generate compressive
forces.
11) Friction is now added between the valve guide and the valve stem. Select the
Cylindrical Joint in the Standard Joints area of the browser, then right click and
select Properties. The friction is associated with the sliding of the valve stem as it
moves up and down in the valve guide. Therefore, we select the translation d.o.f. tab
at the top of the properties box.
12) Next, select the Edit Joint Force icon, click on the Enable joint force box, and set
the coefficient of friction to 0.2. Close the box by clicking on Ok.
13) The input motion that will drive the mechanism is defined next. A rotational velocity is
entered for the cam shaft. Select the Revolution joint in the browser, then right click
and select Properties. Select the Edit joint motion icon and enter a constant
angular velocity of 21,000 degree/second. This is equivalent to a cam shaft speed of
3,400 rpm.
14) We are now ready to set the simulation duration and the number of time steps in the
Simulation Player. Set the duration to 0.051 seconds. This is the time required for
three rotations of the cam shaft. Set the number of time steps to 540 or one time for
every two degrees of rotation of the cam shaft.
15) Start the simulation by pressing the forward arrow in the Simulation Player.
16) The results will be examined in Video 8B using the Output Grapher.
Video 8A Force Joints
In this video the results from Video 8A are examined using the Output Grapher. Specifically
we will be looking at the force in the spring and the contact force.
1) Select the Output Grapher in the Results section of the top menu. It may take a
few seconds to load the analysis results.
2) The force in the cam spring can be plotted by selecting the Spring/Damper/Jack
joint in the Force Joints area of the browser. Select the Force box to display a
graph of the spring force. Note that the force has two distinct portions. The flat
portion has a constant negative force and is associated with the spring preload
during the dwell portion of the cam cycle. The large negative spike is the force
required to compress the spring during the rise and fall portions of the cam cycle.
3) Next we can look at the spring deflection by cliking on the Extend_Length box. A
plot showing the length of the spring during each of the three revolutions is seen.
There are flat portions associated with the dwell portion of the cam cycle; the portions
that vary with time are associated with the rise and fall portions of the cam cycle.
Close out these plots by unchecking the boxes.
4) Next, we will look at the contact force. Select the Force_Max box found within the
3D Contact Joint area in the browser. Note that the max contact force is around 450
lbs and is largest when the lobe is transitioning to or from the dwell portion of the cam
cycle. The oscillations during the contact period are quite large.
5) Other computed parameters can be examined using similar methods.

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Section 4: Dynamic Simulation

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