Experiment No.

3:
Title:
To understand the kinematics of scotch yoke mechanism and draw displacement, velocity and
acceleration diagram.

Apparatus:

Statement problem:
This experiment is performed to analyse the function of piston and crankshaft of car engine
because the piston of car is not working in proper way. And to investigate the difference
between slider crank mechanism and scotch yoke mechanism.

Objective:
Study of reciprocating movement for machines and calculation diagram of displacement, velocity
and acceleration and compare experimental results with theoretical results.

Theory:
The Scotch yoke is also known as slotted link mechanism. The slotted link mechanism is used
for converting the linear motion of a slider into rotational motion or vice-versa. This mechanism
is generally found on shaping machines where single point cutting tool is mounted on the front
of the slider or ram, in a hinged tool post. The tool cuts on the slow forward stroke and lifts
over the workpiece on the quick return stroke. The slotted link rocks from side to side, driven
by the sliding block on the bull wheel.
The bull wheel rotates at a constant speed, the angle through which bull wheel rotates on the
forward stroke is greater than the angle through which it rotates on the return stroke.
This imparts the slow forward and quick return motion to the slotted link and slider. The
distance of the sliding block from the centre of the bull wheel can be altered to vary the length
of stroke of the slider. Stoch yoke mechanism can be seen understood visually by seeing the
below animation.
The Scotch Yoke is a mechanism for converting the linear motion of a slider into rotational
motion or vice-versa. The piston or other reciprocating part is directly coupled to a sliding yoke
with a slot that engages a pin on the rotating part.

Advantages:
The advantages compared to a standard crankshaft and connecting rod setup are:
 High torque output with a small cylinder size.
 Fewer moving parts.
 Smoother operation.
 Higher percentage of the time spent at top dead center (dwell) improving engine
efficiency.
 In an engine application, elimination of joint typically served by a wrist pin, and near
elimination of piston skirt and cylinder scuffing, as side loading of piston due to sine of
connecting rod angle is eliminated.

Disadvantages:
The disadvantages of scotch yoke are:
 Rapid wear of the slot in the yoke caused by sliding friction and high contact pressures.
 Lesser percentage of the time spent at bottom dead center reducing blowdown time for
two stroke engines.
The shape of the motion of the piston is a pure sine wave over time given a constant rotational
speed.

Applications:
This setup is most commonly used in control valve actuators in high-pressure oil and gas
pipelines.
Although not a common metalworking machine nowadays, crude shapers can use Scotch yokes.
Almost all those use a Whitworth linkage, which gives a slow speed forward cutting stroke and
a faster return.
It has been used in various internal combustion engines, such as the Bourke engine, SyTech
engine, and many hot air engines and steam engines.
The term scotch yoke continues to be used when the slot in the yoke is shorter than the
diameter of the circle made by the crank pin. For example, the side rods of a locomotive may
have scotch yokes to permit vertical motion of intermediate driving axles.
What is essentially a Scotch yoke, is used in the Tide-Predicting Machine No. 2 to generate a
sinusoidal motion.
Internal combustion engine uses:
Under ideal engineering conditions, force is applied directly in
the line of travel of the assembly. The sinusoidal motion,
cosinusoidal velocity, and sinusoidal acceleration (assuming
constant angular velocity) result in smoother operation. The
higher percentage of time spent at top dead centre (dwell)
improves theoretical engine efficiency of constant volume
combustion cycles. It allows the elimination of joints typically
served by a wrist pin, and near elimination of piston skirts and
cylinder scuffing, as side loading of piston due to sine of connecting rod angle is mitigated. The
longer the distance between the piston and the yoke, the less wear that occurs, but greater the
inertia, making such increases in the piston rod length realistically only suitable for lower RPM
(but higher torque) applications.
The Scotch yoke is not used in most internal combustion engines because of the rapid wear of
the slot in the yoke caused by sliding friction and high contact pressures. This is mitigated by a
sliding block between the crank and the slot in the piston rod. Also, increased heat loss during
combustion due to extended dwell at top dead centre offsets any constant volume combustion
improvements in real engines. In an engine application, less percent of the time is spent at
bottom dead centre when compared to a conventional piston and crankshaft mechanism,
which reduces blowdown time for two-stroke engines. Experiments have shown that extended
dwell time does not work well with constant volume combustion Otto cycle engines. Gains
might be more apparent in Otto cycle engines using a stratified direct injection (diesel or
similar) cycle to reduce heat losses.
Bourke Engine:
The Bourke Engine was an attempt to improve the two-stroke engine by
Russell Bourke in the 1920s. Despite finishing his design and building
several working engines, the onset of World War II, lack of test
results, and the poor health of his wife compounded to prevent his
engine from ever coming successfully to market. The main claimed
virtues of the design are that it has only two moving parts, is lightweight,
powerful, has two power pulses per revolution, and does not need oil
mixed into the fuel.
The Bourke engine is basically a two-stroke design, with one horizontally opposed piston
assembly using two pistons that move in the same direction at the same time, so that their
operations are 180 degrees out of phase. The pistons are connected to a Scotch
Yoke mechanism in place of the more usual crankshaft mechanism, thus the piston acceleration
is perfectly sinusoidal. This causes the pistons to spend more time at top dead center than
conventional engines. The incoming charge is compressed in a chamber under the pistons, as in
a conventional crankcase-charged two-stroke engine. The connecting-rod seal prevents the fuel
from contaminating the bottom-end lubricating oil.
Operations:
The operating cycle is very similar to that of a current production spark ignition two-stroke with
crankcase compression, with two modifications:

1. The fuel is injected directly into the air as it moves through the transfer port.
2. The engine is designed to run without using spark ignition once it is warmed up. This is
known as auto-ignition or dieseling, and the air/fuel mixture starts to burn due to
the high temperature of the compressed gas, and/or the presence of hot metal in the
combustion chamber.

Procedure:
 Set the Scotch yoke at 0mm for the connecting rod, and 0° for the rotating disk.
 Then rotated the scotch yoke anticlockwise to 20° and and noted the distance
covered on scale.
 Increased the angle of rotation 20° each time and noted the corresponding distance.
 Repeated the procedure until one complete revolution obtained.
 Drew s-ө graph using obtained readings.
 Then by uing s-ө graph drew v-ө and a-ө graph.

Observations and Calculations:

Serial No. Ө Displacement Average
S=S1+S2/2
S1 S2
1. 0 0 0 0
2. 20 1.5 2 1.75
3. 40 83 6 7
4. 60 17 16 16.5
5. 80 29 27 28
6. 100 41 40 40.5
7. 120 53 51 52
8. 140 62 60 61
9. 160 68 66 67
10. 180 69 70 69.5
11. 200 67.5 68 67.75
12. 220 61 63 62
13. 240 52 54 53
14. 260 40 42 41
15. 280 27.5 29 28.25
16. 300 16.5 18 17.25
17. 320 7.5 9 8.25
18. 340 2 2 2
19. 360 0 0 0

Slope of S-ө graph=Velocity

Serial No. Ө Velocity=Y2-Y1/X2-X1
1. 0-20 0.09
2. 20-40 0.3
3. 40-60 0.48
4. 60-80 0.58
5. 80-100 0.62
6. 100-120 0.58
7. 120-140 0.45
8. 140-160 0.3
9. 160-180 0.12
10. 180-200 -0.09
11. 200-220 -0.29
12. 220-240 -0.45
13. 240-260 -0.6
14. 260-280 -0.64
15. 280-300 -0.55
16. 300-320 -0.45
17. 320-340 -0.31
18. 340-360 -0.1

Slope of v-ө graph=Acceleration

Serial No. ө a=Y2-Y1/X2-X1
1. 0-40 0.005
 2. 20-60 0.006
3. 40-80 0.004
4. 60-100 0.001
5. 80-120 -0.001
6. 100-140 -0.003
7. 120-160 -0.0038
8. 140-180 -0.005
9. 160-200 0.0008
10. 180-220 -0.005
11. 200-240 -0.004
12. 220-260 -0.0038
13. 240-280 -0.001
14. 260-300 0.002
15. 280-320 0.0025
16. 300-340 0.004
17. 320-360 0.005

Results:
This experiment shows the relationship between displacement and angle of rotation of disc ө
and relationship between v-ө, a-ө.

Remarks:
There was friction in slotted rod in scotch yoke so that caused error in observing the
displacement.
Due to human error there was some error to observe displacement.
So the eye contact should be exactly on the scale.
References:
https://en.wikipedia.org/wiki/Scotch_yoke
http://www.mekanizmalar.com/scotch_yoke.html
https://en.wikipedia.org/wiki/Bourke_engine