Balancing

Static and dynamic balancing of rotating

masses, balancing of reciprocating masses,
CRANK SHAFT AND CONNECTING ROD OF
A SINGLE CYLINDER DIESEL ENGINE
CRANK SHAFT OF A 6-CYLINDER ENGINE
 Principal inertia axis

Geometric axis

Rotating center line:

The rotating centerline being defined as the axis about which the rotor would rotate if not constrained by its
bearings. (Also called the Principal Inertia Axis or PIA).
Geometric center line:
The geometric centerline being the physical centerline of the rotor.
When the two centerlines are coincident, then the rotor will be in a state of balance.
When they are apart, the rotor will be unbalanced.
Different types of unbalance can be defined by the relationship between the two center lines. These include:
Static Unbalance – where the PIA is displaced parallel to the geometric centerline.
(Shown above)
Couple Unbalance – where the PIA intersects the geometric centerline at the center of
gravity. (CG)
Dynamic Unbalance – where the PIA and the geometric centerline do not coincide or touch.
The most common of these is dynamic unbalance.
BALANCING:
Balancing is the technique of correcting or eliminating unwanted inertia forces or moments in rotating or
reciprocating masses and is achieved by changing the location of the mass centers.
The objectives of balancing an engine are to ensure:
1. That the centre of gravity of the system remains stationery during a complete revolution of the crank
shaft and
2. That the couples involved in acceleration of the different moving parts balance each other.
Types of balancing:
a) Static Balancing:
i) Static balancing is a balance of forces due to action of gravity.
ii) A body is said to be in static balance when its centre of gravity is in the
axis of rotation.
b) Dynamic balancing:
i) Dynamic balance is a balance due to the action of inertia forces.
ii) A body is said to be in dynamic balance when the resultant moments or couples, which involved in the
acceleration of different moving parts is equal to zero.
iii) The conditions of dynamic balance are met, the conditions of static balance are also met.
 BALANCING OF ROTATING MASSES

Balancing of rotating masses can be of

1. Balancing of a single rotating mass by a single mass rotating in the
same plane.
2. Balancing of a single rotating mass by two masses rotating in
different planes.
3. Balancing of several masses rotating in the same plane
4. Balancing of several masses rotating in different planes
Taking moments about P

Taking moments about O

Taking moments about P

Taking moments about O

ANALYTICAL METHOD
 FORCE POLYGON

Vector ea will be the closing side of the polygon. Balancing mass has
to be added in the direction from e to a downward.
Sl. No. Plane Mass Radius Force Distance from Couple
(kg) (m) (mr) reference
plane

1 1 9 0.1 0.9 -0.08 -0.072

2 M mM 0.1 0.1mM 0 0

3 2 7 0.12 0.84 +0.16 +0.1344

4 3 8 0.14 1.12 +0.24 0.4928

5 N mN 0.1 0.1mN +0.36 0.036mN

6 4 6 0.12 0.72 +0.48 0.3456

BALANCING OF RECIPROCATING MASSES
BALANCING OF RECIPROCATING MASSES
BALANCING OF RECIPROCATING MASSES
BALANCING OF RECIPROCATING MASSES
BALANCING OF RECIPROCATING MASSES
PARTIAL BALANCING OF UNBALANCED
RECIPROCATING MASSES
BALANCING OF MULTICYLINDER INLINE ENGINES

Source : http://upload.wikimedia.org/wikipedia/commons/6/69/Engine_movingparts.jpg
BALANCING

Primary unbalanced force in a single cylinder engine

Source : http://www.the-crankshaft.info/2009/08/engine-balance.html
BALANCING

Primary unbalanced force in a three cylinder engine

Source : http://www.the-crankshaft.info/2009/08/engine-balance.html
 BALANCING OF MULTICYLINDER INLINE ENGINES
Inline Engine : All the cylinders are in one plane and are on one side of the axis of the
crankshaft.
To achieve primary balancing of the reciprocating parts :-
1) The algebraic sum of the primary forces must be equal to zero. The primary force
polygon must be closed.
2) The algebraic sum of the couples about any point in the plane of the primary forces
must be equal to zero. The couple polygon must close.

Cases :-
i) Two cylinder engine: If the cranks are at some angle and since they are in
different planes, condition 1) will be satisfied 2) will not be.
ii) Three cylinder engine: If the cranks are at 120 degree 1) will be satisfied
2) will not be.
iii) Four cylinder engine: Both conditions 1) and 2) can be satisfied.
VARIATION OF PRIMARY AND SECONDARY FORCES

Source : http://www.the-crankshaft.info/2009/08/engine-balance.html
BALANCING OF MULTICYLINDER INLINE ENGINES
SECONDARY FORCES
cos 2
Secondary unbalanced force = Fs  m r 2

Fs  m2 
r
cos 2
2
=
4n

m
m
ω

r 2ω
r
4n
 BALANCING OF MULTICYLINDER INLINE ENGINES

To achieve secondary balancing of the reciprocating parts :-

1) The algebraic sum of the secondary forces must be equal to zero. The
secondary force polygon must be closed.
2) The algebraic sum of the couples about any point in the plane of the
secondary forces must be equal to zero. The couple polygon must close.

How is it achieved ?
A counter shaft is provided with balancing masses which rotates at
twice the angular velocity of the primary crank.
This technique is known as the Lanchester Technique of engine
balancing.
 LANCHESTER TECHNIQUE OF ENGINE BALANCING

Secondary balancer as
fitted to Porsche engine.
A typical balance shaft
Source : http://www.the-crankshaft.info/2009/08/engine-balance.html