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Balancing of Reciprocating Masses

1) Balancing of reciprocating engine masses involves eliminating unbalanced forces and couples caused by reciprocating parts. This includes primary forces from crank rotation and secondary forces from connecting rod inclination. 2) For multi-cylinder inline engines, primary balancing requires the primary force polygon to close and primary couple polygon to close. Secondary balancing similarly requires the secondary force and couple polygons to close. 3) Balancing is achieved by considering equivalent revolving masses at the crank pins and adding balancing masses to cancel out forces and couples. The number of cylinders must be at least four for complete primary balancing.

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0% found this document useful (0 votes)
228 views74 pages

Balancing of Reciprocating Masses

1) Balancing of reciprocating engine masses involves eliminating unbalanced forces and couples caused by reciprocating parts. This includes primary forces from crank rotation and secondary forces from connecting rod inclination. 2) For multi-cylinder inline engines, primary balancing requires the primary force polygon to close and primary couple polygon to close. Secondary balancing similarly requires the secondary force and couple polygons to close. 3) Balancing is achieved by considering equivalent revolving masses at the crank pins and adding balancing masses to cancel out forces and couples. The number of cylinders must be at least four for complete primary balancing.

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Pinky Dey
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© © All Rights Reserved
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1

Balancing of Reciprocating masses


• Inertia effect of crank and connecting rod
• single cylinder engine
• balancing in multi cylinder-inline engine
– primary & Secondary forces
• V-type engine
• Radial engine – Direct and reverse crank
method

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11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 3
Balancing of reciprocating masses- An Introduction
• Various forces acting on the reciprocating parts of an engine.
• The resultant of all the forces acting on the body of the engine
due to inertia forces only is known as unbalanced force or
shaking force.
• Thus if the resultant of all the forces due to inertia effects is
zero, then there will be no unbalanced force, but even then an
unbalanced couple or shaking couple will be present.

4
Balancing of reciprocating masses- An
•Introduction
Consider a horizontal reciprocating engine mechanism as
shown in Fig.

FR = Force required to accelerate the reciprocating parts.


FI = Inertia force due to reciprocating parts,
FN = Force on the sides of the cylinder walls or normal force acting on the
cross-head guides, and
FB = Force acting on the crankshaft bearing or main bearing.
• Since FR and FI, are equal in magnitude but opposite in direction,
therefore
they balance each other.
• The horizontal component of FB (i.e. FBH) acting along the line of
reciprocation is also equal and opposite to FI .
• This force FBH = FU is an unbalanced force or shaking force and
required to be properly balanced. 5
Balancing of reciprocating masses- An Introduction


The force on the sides of the cylinder walls (FN) and the vertical component
of FB (i.e. FBV) are equal and opposite and thus form a shaking couple of
magnitude FN x X or FBV x X.
• From above, we see that the effect of the reciprocating parts is to
produce a shaking force and a shaking couple. Since the shaking force and
a shaking couple vary in magnitude and direction during the engine cycle,
therefore they cause very objectionable vibrations.
• Thus the purpose of balancing the reciprocating masses is to eliminate the
shaking force and a shaking couple. In most of the mechanisms, we can
reduce the shaking force and a shaking couple by adding appropriate
balancing mass, but it is usually not practical to eliminate them
completely. In other words, the reciprocating masses are only partially
6
Analytical Method for Velocity and Acceleration of
the
Piston

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1
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Primary and Secondary Unbalanced Forces of
Reciprocating
Masses
• Consider a reciprocating engine mechanism as shown in Fig.

Let, m = Mass of the reciprocating parts, L = Length of the connecting


rod PC, r = Radius of the crank 0C,

θ = Angle of inclination of the crank with the line of stroke PO,

ω = Angular speed of the crank,

n = Ratio of length of the connecting rod to the crank radius = L/r.

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We have already discussed that, the acceleration of the reciprocating
parts is
approximately given by the expression.

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Partial Balancing of Unbalanced Primary Force In a
Reciprocating Engine

The primary force acts from O to P along


the line of stroke. Hence, balancing of
primary force is considered as equivalent
to the balancing of mass m rotating at the
crank radius r.

• This is balanced by having a mass B at a radius b, placed


diametrically opposite to the crank pin C.

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and unbalanced force along the perpendicular to the line of stroke

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A single cylinder reciprocating engine has speed 240 r.p.m., stroke 300 mm,
mass of reciprocating parts 50 kg, mass of revolving parts at 150 mm radius is
37 kg. If two-third of the reciprocating parts and all the revolving parts are to
be balanced, find: 1. The balance mass required at a radius of 400 mm, and 2.
The residual unbalanced force when the crank has rotated 60° from top dead
centre.

18
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Balancing of Primary Forces of Multi-cylinder In-line
•Engines
The multi-cylinder engines with the cylinder centre lines in the same plane and on
the same side of the centre line of the crankshaft, are known as In-line engines.

• The following two conditions must be satisfied in order to give the primary balance
of the reciprocating parts of a multi-cylinder engine :

1) The algebraic sum of the primary forces must be equal to zero. In other words, the
primary force polygon must close ; and

2) The algebraic sum of the couples about any point in the plane of the primary forces
must be equal to zero. In other words, the primary couple polygon must close.

We have already discussed, that the primary unbalanced force due to the reciprocating
masses is equal to the component parallel to the line of stroke, of the centrifugal force
produced by the equal mass placed at the crankpin and revolving with it.

Therefore, in order to give the primary balance of the reciprocating parts of a multi-
cylinder engine, it is convenient to imagine the reciprocating masses to be transferred
to their respective crankpins and to treat the problem as one of revolving masses.
11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 2
Notes :
1) For a two cylinder engine with cranks at 180°, condition (1) may be satisfied, but
this will result in an unbalanced couple. Thus the above method of primary balancing
cannot be applied in this case.

2) For a three cylinder engine with cranks at 120° and if the reciprocating masses per
cylinder are same, then condition (1) will be satisfied because the forces may be
represented by the sides of an equilateral triangle. However, by taking a reference
plane through one of the cylinder centre lines, two couples with non-parallel axes will
remain and these cannot vanish vectorially. Hence the above method of balancing
fails in this case also.

3) For a four cylinder engine, similar reasoning will show that complete
primary balance is possible and it follows that

For a multi-cylinder engine, the primary forces may be completely balanced by


suitably arranging the crank angles, provided that the number of cranks are not less
than four'.

• The closing side of the primary force polygon gives the maximum unbalanced
21
Balancing of Secondary Forces of Multi-cylinder In-line Engines
• When the connecting rod is not too long (i.e. when the
obliquity of the connecting rod is considered), then the
secondary disturbing force due to the reciprocating mass
arises.
• We have discussed that the secondary force,

• As in case of primary forces, the secondary forces may be


considered to be equivalent to the component, parallel to the
line of stroke, of the centrifugal force produced by an equal
mass placed at the imaginary crank of length r/4n and
revolving at twice
actual crank (i.e. 2the
ω) speed
as shown of the in
Fig.
11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 2
Thus, in multi-cylinder in-line engines, each imaginary secondary crank with a
mass attached to the crankpin is inclined to the line of stroke at twice the angle of
the actual crank.

• The values of the secondary forces and couples may be obtained by considering
the revolving mass. This is done in the similar way as discussed for primary forces.

• The following two conditions must be satisfied in order to give a complete


secondary balance of an engine :

1. The algebraic sum of the secondary forces must be equal to zero. In other words,
the secondary force polygon must close, and

2. The algebraic sum of the couples about any point in the plane of the secondary
forces must be equal to zero. In other words, the secondary couple polygon must
close.

Note : The closing side of the secondary force polygon gives the maximum
unbalanced secondary force and the closing side of the secondary couple polygon
gives the maximum unbalanced secondary couple.
11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 23
• In order to give the primary balance of the reciprocating parts of a
multi- cylinder engine, the problem may be treated as that of
revolving masses with the reciprocating masses transferred to
their respective crank pins.
• The position of planes is shown in Fig. a
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In order to find the mass of the third cylinder (m3) and its angular position, draw the
force
polygon, to some suitable scale, as shown in Fig. d, from the data given in Table
(column 4).

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• The secondary crank positions obtained by rotating the primary cranks at
twice the
angle, is shown in Fig (e).
• Now draw the secondary force polygon, as shown in Fig. ( f ), to some
suitable scale, from the data given in Table (column 4).
• The closing side of the polygon shown dotted in Fig. ( f ) represents the
maximum
secondary unbalanced force.
• By measurement, we find that the maximum secondary unbalanced force is
proportional to 582 kg-m.

31

6/2014
11 Hareesha N G, Dept of Aero Engg, DSCE,
• By measurement, the maximum secondary
unbalanced force
m.r. Cos 2θ= 582 kg-m.

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• The position of the cylinders and the cranks are shown in Fig.
(a), (b) and (c).

11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 3


• With the reference plane midway between the cylinders 3 and
4, the
data may be tabulated as given in the following table :

/2014 Haree

11/ sha N G, Dept of Aero Engg, DSCE, 34


• From Fig. (d) and (f), we see that the primary force polygons and couple
polygons
are closed figures, therefore there are no out-of-balance primary forces.
• Thus the engine is balanced for primary forces and couples.

11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 35


• From Fig. (e) and (g), we see that the secondary force polygons and couple
polygons are closed figures, therefore there are no out-of-balance
secondary forces and couples.
• Thus the engine is balanced for secondary forces and couples.
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Balancing of Radial Engines
(Direct and Reverse Cranks Method )
• The method of direct and reverse cranks is used in balancing of radial or V-
engines, in which the connecting rods are Connected to a common crank.
Since the plane of rotation of the various cranks (in radial or V-engines) is
same, therefore there is no unbalanced primary or secondary couple.
• Consider a reciprocating engine mechanism as shown in Fig.
• Let the crank OC (known as the direct crank) rotates uniformly at ω radians
per second in a clockwise direction. Let at any instant the crank makes an
angle θ with the line of stroke OP.

N G, Dept of Aero Engg, DSCE, Blore 42

11/6/201 Hareesh
• The indirect or reverse crank OC' is the image of the direct crank OC, when
seen through the mirror placed at the line of stroke.
• A little consideration will show that when the direct crank revolves in a
clockwise direction, the reverse crank will revolve in the anticlockwise
direction.
• We shall now discuss the primary and secondary forces due to the mass (m)
of the reciprocating parts at P.

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Considering the primary forces
• We have already discussed that primary force is
• This force is equal to the component of the centrifugal force along the line
of stroke, produced by a mass (m) placed at the crank pin C.
• Now let us suppose that the mass (m) of the reciprocating parts is
• divided into two parts, each equal to m/2.
• It is assumed that m/2 is fixed at the direct crank (termed as primary
direct crank) pin C and m/2 at the reverse crank (termed as primary
reverse crank) pin C', as shown in Fig.

11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 43


• We know that the centrifugal force acting on the primary
direct and
reverse crank

• Hence, for primary effects the mass m of the reciprocating


parts at P may be replaced by two masses at C and C' each of
magnitude m/2.
11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 44
Note :
• The component of the centrifugal forces of the direct and
reverse cranks, in a direction perpendicular to the line of
stroke, are each equal to , but opposite in direction.
• Hence these components are balanced.

11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 45


• In the similar way as discussed above, it will be seen that for the secondary
effects, the mass (m) of the reciprocating parts may be replaced by two
masses (each m/2) placed at D and D‘ such that OD = OD’ = r/4n.
• The crank OD is the secondary direct crank and rotates at 2ω rad/s in the
clockwise direction, while the crank OD' is the secondary reverse crank and
rotates at 2ω rad/s in the anti CW direction as shown in Fig. .

of Aero Engg, DSCE, Blore 47

11/6/201 Hareesha N G,
• The position of three cylinders is
shown in Fig. Let the common crank DSCE, Blore 4

be along the inner dead centre of


cylinder 1. Since common crank
rotates clockwise, therefore θ is
positive when measured clockwise.

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Maximum primary force acting on the frame of the compressor
• The primary direct and reverse crank positions as shown in Fig (a) and (b),
are
obtained as discussed below :
1) Since θ=0° for cylinder 1, therefore both the primary direct and reverse
cranks will coincide with the common crank.
2) Since θ = ±120° for cylinder 2, therefore the primary direct crank is 120°
clockwise and the primary reverse crank is 120° anti-clockwise from the
line of stroke of cylinder 2.
3) Since θ= ± 240° for cylinder 3, therefore the primary direct crank is 240°
clockwise and the primary reverse crank is 240° anti-clockwise from the
11/6/2014
line of stroke of cylinder 3.

Hareesha N G, Dept of Aero Engg, DSCE, 5


From Fig.(b), we see that the
primary reverse cranks form a
balanced system.
Therefore there is no unbalanced
primary force due to the reverse
cranks.

11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 5


Maximum secondary force acting on the frame of the
•compressor
The secondary direct and reverse crank positions as shown in Fig. (a) and
(b) are
obtained as discussed below :
1. Since θ =0° and 2θ =0° for cylinder 1, therefore both the secondary
direct and reverse cranks will coincide with the common crank.
2. Since θ = ±120° and 2θ = ± 240° for cylinder 2, therefore the secondary
direct crank is 240° clockwise and the secondary reverse crank is 240°
anticlockwise from the line of stroke of cylinder 2.
3. Since θ = ± 240° and 2θ = ± 480°, therefore the secondary direct crank is
480° or 120° clockwise and the secondary reverse crank is 480° or 120°
anti-clockwise from the line of stroke of cylinder 3.
11/6/2014

Hareesha N G, Dept of Aero Engg, DSCE, 51


• From Fig.(a), we see that the secondary direct cranks form a
balanced
system.
• Therefore there is no unbalanced secondary force due to the
direct cranks. From Fig. (b) we see that the resultant
secondary force is equivalent to the centrifugal force of a
mass 3 m/2 attached at a crank radius of r/4n and rotating at
a speed of 2ω rad/s in the opposite direction to the crank.2

11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 52


Balancing of V-engines
• Consider a symmetrical two cylinder V-engine as shown in Fig.
• The common crank OC is driven by two connecting rods PC and QC.
The lines of stroke OP and OQ are inclined to the vertical OY, at an
angle α.

11/6/201 Hareesha N G, Dept of Aero Engg, DSCE, 53


• The balancing of V-engines is only considered for primary and secondary
forces as
discussed below :

/2014 Hareesha N G, Dept of Aero Engg, DSCE, Blore 56

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7
Partial Balancing of Locomotives
The locomotives, usually, have two cylinders with cranks placed at right angles to each
other in order to have uniformity in turning moment diagram. The two cylinder
locomotives may be classified as :
1. Inside cylinder locomotives ; and 2. Outside cylinder locomotives.
In the inside cylinder locomotives, the two cylinders are placed in between the planes of
two driving wheels as shown in Fig. 22.3

(a) ; whereas in the outside


cylinder locomotives, the two
cylinders are placed outside
the driving wheels, one on
each side of the driving wheel,
as shown in Fig. 22.3 (b).

The locomotives may be (a) Single or uncoupled locomotives ; and (b) Coupled
locomotives.
Coupled locomotives
Uncoupled locomotives
A single or uncoupled locomotive is one, in which the effort is transmitted to one pair of
the wheels only ; whereas in coupled locomotives, the driving wheels are connected to
the leading and trailing wheel by an outside coupling rod.

Effect of Partial Balancing of Reciprocating Parts of Two


Cylinder
Locomotives

Due to this partial balancing of the reciprocating parts, there is an unbalanced primary
force along the line of stroke and also an unbalanced primary force perpendicular to the
line of stroke. The effect of an unbalanced primary force along the line of stroke is to
produce;
1. Variation in tractive force along the line of stroke ; and 2. Swaying couple.
The effect of an unbalanced primary force perpendicular to the line of stroke is to
produce variation in pressure on the rails, which results in hammering action on the rails.
The maximum
magnitude of the unbalanced force along the perpendicular to the line of stroke is
Variation of Tractive Force
The resultant unbalanced force due to the two cylinders, along the line of stroke, is
known as tractive force. Let the crank for the first cylinder be inclined at an angle with
the line of
stroke, as shown in Fig. 22.4. Since the crank for the second cylinder is at right angle to
the first
crank, therefore the angle of inclination for the second crank will be (90° +  ).
Let,
m = Mass of the reciprocating parts per cylinder, and
c = Fraction of the reciprocating parts to be balanced.
We know that unbalanced force along the line of stroke for cylinder 1
= (1– c)m.2.r cos
Similarly, unbalanced force along the line of stroke for cylinder 2,
 (1 c)m. 2  r cos(90  )
 As per definition, the tractive force,
FT = Resultant unbalanced force along the line of stroke
2 2
The tractive force is maximum or minimum when (cos -sin) is maximum or minimum.
For (cos -sin) to be maximum or minimum,

Swaying Couple
The unbalanced forces along the line of stroke for the two
cylinders constitute a couple about the center line YY
between the cylinders as shown in Fig. 22.5.

This couple has swaying effect about a vertical axis, and tends to sway the engine
alternately in clockwise and anticlockwise directions. Hence the couple is known as
swaying couple.
Let a = Distance between the center lines of the two cylinders.

Swaying couple,

Maximum and minimum value of the swaying couple,

Note : In order to reduce the magnitude of the swaying couple, revolving balancing masses are introduced. But,
as discussed in the previous article, the revolving balancing masses cause unbalanced forces to act at right
angles to the line of stroke. These forces vary the downward pressure of the wheels on the rails and cause
oscillation of the locomotive in a vertical plane about a horizontal axis. Since a swaying couple is more harmful
than an oscillating couple, therefore a value of ‘c’ from 2/3 to 3/4, in two-cylinder locomotives with two pairs of
coupled wheels, is usually used. But in large four cylinder locomotives with three or more pairs of coupled
The effect of hammer blow is to cause the variation in
pressure between the wheel and the rail. This variation
is shown in Fig. 22.6, for one revolution of the wheel.
Let P be the downward pressure on the rails (or static
wheel load).
Example 22.4. The following data refer to two cylinder locomotive with cranks at 90° :
Reciprocating mass per cylinder = 300 kg ; Crank radius = 0.3 m ; Driving wheel diameter
= 1.8 m ; Distance between cylinder center lines = 0.65 m ; Distance between the driving
wheel central planes = 1.55 m.
Determine : 1. the fraction of the reciprocating masses to be balanced, if the hammer
blow is not to exceed 46 kN at 96.5 km/h. ; 2. the variation in tractive effort ; and 3. the
maximum swaying couple.

Example 22.5. The following data apply to an outside cylinder uncoupled locomotive :
Mass of rotating parts per cylinder = 360 kg ; Mass of reciprocating parts per cylinder =
300 kg ; Angle between cranks = 90° ; Crank radius = 0.3 m ; Cylinder centers = 1.75 m ;
Radius of balance masses = 0.75 m ; Wheel centers = 1.45 m.
If whole of the rotating and two-thirds of reciprocating parts are to be balanced in
planes
of the driving wheels, find :
1. Magnitude and angular positions of balance masses,
2. Speed in km/h at which the wheel will lift off the rails when the load on each driving
wheel is 30 kN and the diameter of tread of driving wheels is 1.8 m, and 3. Swaying
couple at speed arrived at in (2) above.

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