Académique Documents
Professionnel Documents
Culture Documents
Unbalance
Presented by:
Alfon, Karen
Casida, Robby Royce
Introduction
Engine balance refers to those factors in the design, production, engine tuning,
maintenance and the operation of an engine that benefit from being balanced.
Major considerations are:
▪ Balancing of structural and operational elements within an engine
▪ Longevity and performance
▪ Power and efficiency
▪ Performance and weight/size/cost
▪ Environmental cost and utility
▪ Noise/vibration and performance
Fundamentals of Engine Time
Varying Force and Moment
Force and Moment in an Engine
▪ The dynamic forces and moments arising from the motion of internal
components in IC engines are known as Shaking Forces and Shaking
Moments. These forces and moments are transmitted directly to the
supporting structure, whether it be a concrete block or a ship's frame.
They can cause significant damage if not properly evaluated at the
design stage.
Shaking Forces and Shaking Moments
▪ As the names imply, they are oscillatory in nature, tending to shake the
supporting structure.
▪ If the machine is supported on a concrete block foundation, these are the
loads that will tend to shake that foundation block, laterally, vertically, and in a
rocking motion.
▪ The impact of a reciprocating machine on the supports can be severe, and
can result in damage elsewhere, making it necessary that the source of these
loads be fully appreciated.
Analysis
FUNDAMENTAL PRINCIPLE
The basis for this solution is the two momentum principles as stated by
Crandall, et al.
1. The resultant external force acting on a system of particles is equal to the
time rate of change of the system's linear momentum with respect to an
inertial frame.
2. For a system of particles, the total moment with respect to a fixed point is
equal to the time rate of change of the system total angular momentum,
referred to that same fixed point.
▪ It matters not at all whether the particles are each entirely unconstrained (as
in a gas) or if there are a vast number of internal constraints acting between
the particles (as in a rigid body).
▪ In the case at hand, there are countless constraints acting at the molecular
level to maintain interatomic spacing in the rigid bodies that comprise the
slider-crank mechanism, but these constraint forces have no bearing on the
momentum principles stated above.
Basic Unbalance And
Coordinating System
➢ Mechanical
➢ Fluid
Basic Unbalance
Static Balance
- Static balance refers to the balancing of weight and the location of the CG on
moving parts.
▪ Dynamic Balance
- In order for a mass to start moving from rest or change direction,
it needs to be accelerated. A force is required to accelerate a
mass. According to Newton's 3rd law of motion, there will be a
counter force in the opposite direction of equal size. Dynamic
balance refers to the balancing of these forces and forces due to
friction.
Mechanical
▪ Reciprocating mass
- Piston mass needs to be accelerated and decelerated, resisting a smooth
rotation of a crankshaft. In addition to the up-down movement of a piston, a
connecting rod big end swings left and right and up and down while it rotates.
▪ Rotating mass
- Piston mass needs to be accelerated and decelerated, resisting a smooth
rotation of a crankshaft. In addition to the up-down movement of a piston, a
connecting rod big end swings left and right and up and down while it rotates.
5. Phase balance - e.g. Imbalance in camshaft rotating mass can generate a
vibration with a frequency equal to once in 2 crank rotations in a 4 cycle
engine
6. Plane balance - e.g. Boxer Twin crankshaft without counterweights rocks
the engine on Z-axis
Mechanical
8. Static mass
- A single cylinder 10 HP engine weighing a ton is very smooth, because the
forces that comprise its imbalance in operation must move a large mass to
create a vibration. As power to weight ratio is important in the design of an
engine, the weight of a crankcase, cylinder block, cylinder head, etc. (i.e. static
mass) are usually made as light as possible within the limitations of strength,
cost and safety margin, and are often excluded in the consideration of engine
balance.
Mechanical
▪ Friction
9. Slide resistance balance - A piston slides in a cylinder with friction. A ball in
a ball bearing also slides as the diameter of inner and outer races are
different and the distance of circumference differs from the inside and out.
Friction forces for plain/shell bearings (the most common type of bearings)
are dependent upon diameter and width, which determine bearing surface
area. This needs to be balanced for the pressure and the rotational speed
of the load.
10. Rolling resistance balance - e.g. A ball in a ball bearing generates friction
while rolling in its cage
Fluid
- Pressure, Flow and Kinetic balance on gas, oil, water, mist, air, etc.
▪ Torque Balance
- Torque here refers to the torque applied to the crankshaft as a form of power
generation, which usually is the result of gas expansion. In order for the
torque to be generated, that force needs to be countered (supported) in the
opposite direction, so engine mounts are essential in power generation, and
their design is crucial for a smooth running engine.
11. Amount of torque - Normally, the amount of torque generated by each
cylinder is supposed to be uniform within a multi-cylinder engine. Often,
however, there are small but measurable differences. This irregularity
creates torque imbalance in phase and plane.
Fluid
▪ Drag
- Negative torque that resists the turning of a crankshaft which is caused by
fluid elements in an engine.
- Pressure balance - Not only the compression in a cylinder, but also any creation of
positive (as in oil pressure) and negative (as in intake manifold) pressure are
sources of resistance, which benefit from being uniform.
Fluid
▪ Flow Resistance
17. Phase balance - e.g. If only one cylinder of a multi-cylinder engine has a
restrictive exhaust port, this condition results in increased resistance every
720 degrees on crank rotation on a 4 cycle engine.
18. Plane balance - e.g. If only one cylinder of a multi-cylinder inline engine has
a restrictive exhaust port, it results in increased resistance on the crank
rotational plane where that cylinder/conrod is located.
Fluid
21. Thermal
- Thermal balance is crucial for the longevity and durability of an
engine, but also has a profound effect on many of the above
balancing categories. For example, it is common for a
longitudinally-mounted inline engine to have the front-most
cylinder cooled more than the other cylinders, resulting in the
temperature and torque generated on that cylinder less than on
other phase and planes. Also, thermal imbalance creates
variations in tolerance, creating varied sliding frictions.
Coordinating System
A single-cylinder engine is a
basic piston engine configuration
of an internal combustion engine.
It is often seen on motorcycles,
auto rickshaws, motor
scooters, mopeds, dirt bikes, go-
karts, radio-controlled models,
and has many uses in portable
tools and garden machinery.
Some single-
cylinder automobiles and tractors
have been produced, but are rare
today due to developments in
engine technology.
Unbalance of Single Cylinder Engine
The inline-four
engine or straight-four engine is
a type of inline internal
combustion four-cylinder engine
with all four cylinders mounted in
a straight line, or plane along
the crankcase. The single bank of
cylinders may be oriented in
either a vertical or an inclined
plane with all the pistons driving a
common crankshaft.
Multi-cylinder Unbalance (Inline)
- The long length of the engine often calls for a smaller bore and longer stroke
for a given engine displacement, which is another cause for large secondary
imbalance unless designed with otherwise-unnecessary long conrods that
increase engine height.
▪ V6 engines
- The V6 does not have the inherent freedom from vibration that the inline-six
and flat-six have, but it can be modeled as two separate straight-3 engines
sharing a crankshaft. Counterweights on the crankshaft and a counter
rotating balance shaft are required to compensate for the first order rocking
motions.
- V6 designs will behave like two unbalanced three-cylinder engines running on
the same crankshaft unless steps are taken to mitigate it, for instance by
using offset journals or flying arms on the crankshaft or a counter-
rotating balance shaft.
Multi-cylinder Unbalance (V-Type)
- In the V6 with 120° between banks, pairs of connecting rods can share a
single crank pin, but the two cylinder banks run like two inline 3, both having
an end-to-end rocking couple. Unlike in a V8 engine with
a crossplane crankshaft, the vibrations from one bank do not cancel the
vibrations from the other, so a rotating balancing shaft is required to
compensate for the primary vibrations.
- In the V6 with 90° between cylinders, split crank pins are required to offset the
connecting rods by 30° to achieve an even 120° between firing intervals, and
crankshaft counterweights are required to offset the primary imbalances. In
the 90° V6, a balancing shaft is desirable but not entirely necessary to
minimize second-order vibrations, depending on the level of smoothness
required.
Multi-cylinder Unbalance (V-Type)
- In the V6 with 120° between banks, pairs of connecting rods can share a
single crank pin, but the two cylinder banks run like two inline 3, both having
an end-to-end rocking couple. Unlike in a V8 engine with
a crossplane crankshaft, the vibrations from one bank do not cancel the
vibrations from the other, so a rotating balancing shaft is required to
compensate for the primary vibrations.
- In the V6 with 90° between cylinders, split crank pins are required to offset the
connecting rods by 30° to achieve an even 120° between firing intervals, and
crankshaft counterweights are required to offset the primary imbalances. In
the 90° V6, a balancing shaft is desirable but not entirely necessary to
minimize second-order vibrations, depending on the level of smoothness
required.
Valve-train and Balance Shaft
Valve-train
▪ Balance shafts are most common in inline four-cylinder engines, which, due to
their design asymmetry, have an inherent second order vibration (vibrating at
twice the engine RPM) that cannot be eliminated no matter how well the
internal components are balanced.
▪ This vibration is generated because the movement of the connecting rods in
an even-firing four-cylinder inline engine is not symmetrical throughout
the crankshaft rotation; thus during a given period of crankshaft rotation, the
descending and ascending pistons are not always completely opposed in their
acceleration, giving rise to a net vertical inertial force twice in each revolution
whose intensity increases quadratically with RPM, no matter how closely the
components are matched for weight
Balance Shaft