Machine Kinematics
solved, then drawn
Field

Machines you have met

A suspension, a steering linkage, a scissor lift, a cabinet door, a latch, a chain and a rocker arm. Every one of them is sold with a number, and every one of those numbers is a claim this site can check — which is how the field is built: take the mechanism people have actually met, solve it, and see what kind of number the catalogue was quoting.
What each machine is sold with. Every mechanism in this field arrives with a number. The middle column is that number; the right-hand column is what the mechanism was measured to have, by the library named under the row. The coloured bar and the word under each machine are the verdict: exact means the mechanism has the number at every position, mean that it is the average of something that varies within every cycle, bounded that it is false by a stated and negligible amount, point that it is the value at one position, and quoted that the mechanism has no such quantity at all. Of the 14 rows, 6 are quoted and 3 are exact.

The number on the box

Fourteen machines, fourteen quoted numbers, and five different things a quoted number can be. Six of the fourteen name a quantity the mechanism does not have at all; three are exactly right, and all three of them are counts. The field is built on the difference.

 A 3-stage stack at 35°. Every bar is the same length and every stage is at the same angle, which is a consequence of the solve rather than an assumption in the drawing: the pins at the crossings and the roller on the ground leave one freedom, and it has been used. The platform is at 1547 mm and the ram — the heavy line from the ground pin — is 428 mm long. Moving the ram one millimetre from here raises the platform 5.0 mm; at the bottom of the travel the same millimetre is worth 17.6 mm.

A roller is not a slider

A scissor lift has one degree of freedom, at every height and for any number of stages. Grübler's criterion agrees — if the rollers under it are counted as pins in slots. Count them as slider blocks, which is how every textbook draws a slider, and the same formula declares a machine holding a car in the air to be a structure with minus one.

 kelvin: 6 contacts, 6 of the six freedoms taken. A plan view of the arrangement, with each contact drawn where it acts and an arrow along the direction of the force it can carry. A ball's contact force passes through the ball's centre whatever surface it rests on, so the whole constraint system is these points and these directions and nothing else. Written as wrenches — a force along a line, which is a screw of zero pitch — their rank is 6. Six independent wrenches leave nothing free: the part has one place to be, and putting it down twice puts it in the same place.

Six points and no more

A ball resting on a surface is a joint: it takes one freedom away, and the force it can carry is a line through the ball's centre. Six of them, arranged well, take all six freedoms and leave a part with one place to be. Six arranged badly take five, and the sixth freedom is a screw with an axis this site can name.

 The contacts that fight each other — four-legs. With more contacts than freedoms, some weighted sum of the contact forces is zero: those contacts push against each other and not against the part. The weights are the left null space of the wrench matrix and they are drawn here. For four legs on a floor they come out as +−+− — the alternating sum — which is why a table rocks about a diagonal and never sideways, and why the gap under the fourth leg is δ₁ − δ₂ + δ₃ − δ₄ exactly.

The seventh contact

Add a contact to a part that is already exactly constrained and it adds no rank, so it constrains nothing — and it is the only contact in the set that can fail to touch. For four legs on a floor the combination that constrains nothing is the alternating sum of the four, which is why a table rocks about a diagonal and never sideways.

 The wheel is the coupler — double wishbone. The suspension solved at 0 mm of bump, with the whole travel ghosted behind it. The two arms are the cranks and the upright between them is the coupler; the wheel is bolted to that coupler, so camber is the coupler's rotation and nothing else. Camber here is 0.00° and the contact patch has moved 0.0 mm across the road. The cross is the instantaneous centre of the upright, found from the solved velocity field; the roll centre is where the line from it to the contact patch crosses the car's centreline, and it is at 73 mm here.

The wheel is the coupler

A double wishbone is a four-bar standing on end whose coupler carries a wheel, so camber is coupler rotation and scrub is a coupler point's path. Both are computable, and the second one comes out with the opposite sign from the model every suspension book uses — by more than the whole scrub.

 The roll centre through the travel — double wishbone. The roll centre is a construction: the instantaneous centre of the upright, joined to the contact patch, extended to the car's centreline. It is quoted as a height. Over 160 mm of travel it moves 54 mm — 52 mm to 106 mm — The number in a specification is the value at one position of a curve, and the curve is steeper than the thing it is a property of.

A roll centre is not a point

The roll centre is a construction on the instantaneous centre of the wheel's upright, and every step of it is exact. What it is not is a height: over eighty millimetres of bump and droop it moves 54 mm on a wishbone and 131 mm on a strut, and on the strut it goes below the road.

 How wrong the trapezoid is, arm angle 15.6°. The difference between the outer wheel's angle and the angle that would put all four wheels on one circle. It is zero at straight ahead by construction — both wheels point forwards — and it reaches 2.06° at 35° of lock. "One hundred per cent Ackermann" names a condition this linkage meets at 1 angle and nowhere else, and no four-bar can do better than a handful: the condition is not a rational function of the crank angle, and the linkage is.

The steering that is never right

For four wheels to roll without scrubbing, the two front wheels must point at different angles, and the relation between them is a cotangent condition no four-bar can satisfy. The trapezoid under every car meets it at straight ahead and, if the arm angle is chosen well, at exactly one other angle — 0.34° out at worst instead of 2.06°.

 The slider turns round at the dead centre. The slider's position against the crank angle, through the dead centre. The curve has a maximum there — that is what a dead centre is — so the slider retreats on both sides of it, and the latch works because a mechanism resting past the top of this curve has to be pushed back up it before anything can move. Set 4° past, the slider is 71 µm below the peak, and because the curve is quadratic there, doubling the setting quadruples the depth.

Locked on purpose

A toggle clamp, a landing-gear downlock and the catch on a folding table are all the same mechanism parked a few degrees past its dead centre, where the slider's motion is second order in the crank's. Seventy-one microns of slider travel undoes a latch set four degrees over — and setting it eight degrees over does not double that, it quadruples it.

 Every pin position, and what it costs — 3 mm between the doors. One cell per candidate pin position: the door is swung through 95° from each and the worst clearance recorded. Light cells clear; dark cells mean the door would pass through the partition or through the door beside it, by up to 18 mm. The horizontal line is the door's own front face. With the doors touching, the boundary sits exactly on it — because the front corner's sideways rate is the pin's distance behind it, and that is zero only there. Each millimetre of gap buys a few millimetres of depth, and at 3 mm the deepest pin that still clears is 10 mm behind the face.

Where a hinge pin can go

A cabinet door's front corner moves sideways as it opens at a rate equal to how far the pin sits behind it, so with the doors touching, no pin behind the door's face can open one without going through the next. Three millimetres of gap buys nine and a half millimetres of depth, and that is the whole reason a concealed hinge has four bars instead of a pin.

 Two ways to stop an axle moving sideways. A Panhard rod is one link from the body to the axle, so the axle's end follows an arc and the whole car shifts sideways as the suspension moves: 3.56 mm at 80 mm of travel, and always in the same direction, so it happens twice per bounce. A Watt's linkage keeps the same point on a path that is straight to 33.7 µm — 106 times better, and it is drawn on the same axis, which is why it looks like the zero line.

Holding an axle still

A Panhard rod moves the axle 3.56 mm sideways over 80 mm of travel and a Watt's linkage moves it 34 microns — a hundred times better, and by a higher power. The Panhard's error is quadratic in the travel and the Watt's is fifth order, which is a much stronger statement than "the Watt is better" because it says how the comparison changes with the suspension.

 53/11, instant by instant. The ratio a 53-tooth sprocket and a 11-tooth sprocket actually deliver, against the driver's rotation. The quoted 4.818 is the flat line, and it is exactly right as an average — the mean over a turn comes out at 4.8182, which the computation is never told. Within every tooth the ratio swings from 4.756 to 4.948, a fluctuation of 3.99%. The sharp corners are pins seating: the identity of the pin the strand runs from changes 53 times a turn on one sprocket and 11 times on the other, and the two do not coincide.

The chain is a polygon

A chain's pins sit on a polygon, so the radius that matters swings by 1 − cos(π/n) within every tooth: four per cent on an eleven-tooth sprocket. The quoted 53/11 is the mean of that, exactly — and how much of the fluctuation reaches the back wheel is decided by the fractional number of pitches in the taut strand, which nobody adjusts and which can take the drive from perfectly uniform to two per cent.

 A reduction made out of a difference. A compound epicyclic's reduction is 1/(1 − z₁z₄/z₂z₃) — a ratio of two integers, so it is exactly what a catalogue says, at every position, forever. It is the only number in this field that survives being measured, and the reason is that it is a count. What it is not is insensitive: each row's denominator is a difference of two nearly equal products, and the last two rows differ by one tooth on one ring.

A ratio that is a count

A compound epicyclic's reduction is a ratio of two integers, because it is a ratio of tooth counts — 2176/106 for the drive here, exact at every position and on every unit ever made. It is the only quoted number in this field that survives being measured, and it is fragile in a way exactness does not protect against: one tooth on one ring moves it by forty per cent.

 What the valve does, against what the ratio promises. The solved valve lift, and the cam's lift multiplied by the nominal ratio. They are the same curve to the eye and they are not the same curve: the peak is 12.777 mm against a promised 12.842 mm, short by 0.51%. The shortfall is not an error in either number. It is what happens when a ratio measured at one position is applied across a movement, and it is why cam cards and rocker ratios are quoted together.

The cam is not the valve

A rocker arm's ratio is the ratio of two moment arms measured at one position, and the rocker swings twelve degrees while the valve opens. The instantaneous ratio runs 1.588 to 1.605, so the peak valve lift is 12.78 mm where the number on the box promises 12.84 — and the shortfall depends on how the rocker was set up, not on the cam.

 Where the pad touches, and the rule that fixes it. The contact point's travel across the valve tip through one cam event, for a rocker squared up with the valve shut and for the same rocker squared up at mid-lift. The first wipes 1.35 mm and the second 0.34 mm — a factor of 4.0 for a shim under a stud. The rule an engine builder is taught is that the geometry is symmetric about wherever it is set square, so setting it square at rest puts the entire lift on one side of the symmetry. It is folklore that turns out to be geometry, and the same shim brings the peak lift back to 12.84 mm against 12.78.

Where the pad touches

A rocker's pad slides 1.35 mm across the valve tip through one cam event when the geometry is squared up with the valve shut, and 0.34 mm when it is squared up at mid-lift. The engine builder's rule about shimming a rocker stud is folklore that turns out to be geometry, and the same shim brings the peak lift back to what the ratio promised.

 What each machine is sold with. Every mechanism in this field arrives with a number. The middle column is that number; the right-hand column is what the mechanism was measured to have, by the library named under the row. The coloured bar and the word under each machine are the verdict: exact means the mechanism has the number at every position, mean that it is the average of something that varies within every cycle, bounded that it is false by a stated and negligible amount, point that it is the value at one position, and quoted that the mechanism has no such quantity at all. The lit row is the one this essay is about. Of the 14 rows, 6 are quoted and 3 are exact.

Which numbers survived

Fourteen machines were measured against the numbers they are sold with. Three survived exactly, and all three are counts. One is false by a stated bound, two are exact means of things that vary, three are honest values at a stated position, and six name quantities their mechanisms do not have. The pattern is not about honesty; it is about what kind of thing a number is.

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