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Ce02 Balancing and Counterweighting of Cranks
Ce02 Balancing and Counterweighting of Cranks
Ce02 Balancing and Counterweighting of Cranks
Engines
BALANCING AND COUNTERWEIGHTING OF CRANKS
C G CO G GO C S
ICE 2014 ‐ 2 1/83
Combustion Engines
Forces and moments that stress the
Forces and moments that stress the
engine frame:
‐ Surface forces that the engine
Surface forces that the engine
exerts on the structure through
the mounts;
‐ Torque exchanged by the engine
with the outside through the
crankshaft
- Forces exchanged by the engine with the accessories: induced forces,
that are not considered in this dissertation
that are not considered in this dissertation
‐ Forces acting on the engine when the engine is fitted on the vehicle:
force exerted by the clutch, co‐axial with the crankshaft axis (neglected
in this dissertation)
in this dissertation)
‐ Mass forces
Mass forces
- Weight P mm g ; is a constant action that is not considered in
the balancing calculations.
‐ Inertia forces F a : are due to the reciprocating movement of the
piston (piston pin or hinge‐pin, piston rings, etc.) in the cylinder.
These forces act along the cylinder axis only.
only
‐ Centrifugal inertia forces F c : are due to the centripetal
accelerations of the rotating masses (crank webs, pin shaft, big
end of the connecting‐rod, etc.)
‐ Inertia torques: M i ,m Im . This torque varies with crank angle
as a result of the inertia of the piston and connecting rod.
rod
‐ Mass forces
Mass forces
‐ Im is the equivalent
q mass moment of inertia on the crankshaft
axis while M i ,m is generated by the irregularity of the
instantaneous velocity t .
‐ M i ,b I0 This torque represents the correction term arising
from the fact that the moment of inertia of the assumed rod is
not equal to the moment of inertia of the actual rod.
The roto
roto‐translatory
translatory motion of the
connecting rod should be accounted for. It
is convenient to consider the connecting
rod as equivalent to two masses
concentrated at its ends, such that the sum
of the masses is equal to the mass of the
rod,
d
mb m A mB
and the center of gravity of the two masses
has to match that of the actual conrod.
m A x A mB x B
Ib mA x A2 mB xB2 I0
and I0 is the “on frame correction for rod inertia” mass moment of inertia
Fa
Fc
ICE 2014 - 2 10/84
Combustion Engines
As said before,
before in this dissertation we don
don’tt consider the axial action due to
the clutch. Usually, the mount of the crankshaft on clutch side has a
mechanical solution that balances the axial forces.
In general, the resultant of the forces on the mounts will be:
Rs Fa Fc mmg RFa RFa mmg
To obtain constant such as to avoid vibration means:
Rs
RFc 0 RFa 0
Furthermore, considering the moments acting in the plane normal to the
crankshaft axis, we must have:
k h ft i th
MFa 0 MFc 0
In thee sa
samee way,
ay, thee reaction
eac o torque
o que o
on thee ccrankshaft
a s a sshould
ou d be co
constant:
sa
Mreaction Mr Mi ,m Mi ,b
(this is the torque that the engine,
engine throughout the mounts,
mounts exerts on the
fixed structure around the crankshaft axis).
To studyy in depth
p the q
question, let us write the equation
q of the crankshaft
dynamic equilibrium:
Mr Meng Mi ,m Mi ,b 0
that is
Mreaction Meng
To summarize, the balance of the crankshaft can be obtained with:
Meng const
RFa 0 MFa 0
RFc 0 MFc 0
The first expression means to aim for the maximum uniformity of the engine
torque, while the other expressions require an automatic balance of the
inertia forces (reciprocating and centrifugal).
Analysis
a ys s o
of Fa aand
d Fc forces
o ces
The first
first‐ and second
second‐order
order forces display variable modulus and constant
direction. It is hence possible to reduce these forces to an equivalent field
made up of two vectors half the value of the force itself:
1
Fa ,max
2
Fa' the first order reciprocating force rotating in the opposite crank
2
direction;
The system of first order forces Fa' rotating in the opposite crank
2
direction for in‐line engines is such that if the system Fa' of forces will
1
So, once we have determined the resultant of the system of forces in a time
instant, in the following instants the amplitude of the resultant will be the
same and the vector will rotate with 2ω (or ω, 3ω, etc.).
ICE 2014 - 2 19/84
Combustion Engines
10
5
[bar]
-5
-10
10
0 90 180 270 360 450 540 630 720
Crank angle [deg]
(1)The torque,
torque due to torsional forces,
forces is a function of the load (specific work).
work) It cannot be
described by a closed function and is therefore subject to a Fourier analysis; this is composed of
a static component (nominal load torque) and a dynamic component (a basic vibration and
overlapping harmonics). The exciting frequencies are, hence, the basic frequency (number of
work cycles per unit time) and their integral multiples. They are proportional to the crankshaft
speed.
ICE 2014 - 2 21/84
Combustion Engines
Meng
i = number of cylinders
Average torque for i=4
10
5
[bar]
[
-5
-10
0 90 180 270 360 450 540 630 720
Crank angle [deg]
m
i i 1 2 i 1
itot
30
25
20
15
10
[bar]
-5
-10
-15
0 90 180 270 360 450 540 630 720
Crank angle [deg]
Then the resulting moment for the multicylinder engine is express by:
itot itot
Mmultilti Mi itot
i 1
t t M0 Mk sin kt k ik
i 1 k
with the hypothesis that M0 is the same for all cylinders.
ik is the phase shift of the harmonic of order k for the crank number i
The i‐th crank will travel through the reference position after a time interval
ti i / and then the phase shift of k‐th harmonic will be:
m
ik k ti ki k 2 i 1 k i 1
itot
and then
ik k
m
2 / 2
itot
Example:
p 8‐cylinder
y four‐stroke engine,
g displaying
p y g a uniform torque
q amongst
g
the cylinders.
m 2
360 360 90
itot 8
ik k 90
12 90 45
n 1; k 1 / 2 ; ik
n 2; k 1; 90
ik
k 3 / 2 ; 90 135
3
n 3; ik
2
n 4; k 2 ; 180
ik
m 2
360 360 90
itot 8
ik k 90
n 5 ; k 5 / 2 ; ik
5
2
90 225
n 6; k 3 ;
ik 270
k 7 / 2 ; 90 315
7
n 7; ik
2
n 8; k 4 ; 360
ik
2 stroke engines
4‐stroke engines
4‐stroke engines
4‐stroke engines
Crankshaft with 4 throws and three main bearing journals with counterweights
Crankshaft with 4 throws and three main bearing journals with counterweights
4‐stroke engines
With the exception of 2 cylinder 4‐stroke engines for which, adopting the
criteria of a uniform phase displacement of cranks, we obtain
360m
360
itot
counterweight
In this case, to cancel RFc we must add a counterweight (Cp in the figure).
Anyhow M F is cancelled out.
Anyhow, out
c
4‐stroke
4 stroke engines
Summing up:
itot even M Fc 0 adopting a symmetrical lengthwise layout of cranks
in relation to the middle of the crankshaft.
The same thing goes for M Fa ' 0 M 0,, M 0
Fa'
F'
1 a2
In this dissertation we consider only evenly spaced cranks. Then, the best
anti‐metric for which M F 0 .
lengthwise layout is the anti‐metric,
c
4‐stroke engines
4‐stroke engines
We consider now the case of 3 cylinders:
RFc 0 M Fc 0
We have ; to obtain we must add the counterweights.
5 cylinders
5 cylinders
2
The phase shift of the cranks is 360 144
5
Anti‐metric lengthwise
g layout
y off cranks: we pput the crank of the central
cylinder at the top, then the two that follow, and then the outermost ones
in swapped round positions:
RFc 0 M Fc 0
5 cylinders
5 cylinders
2
The phase shift of the cranks is 360 144
5
If we don’t adopt
p the anti‐metric lengthwise
g layout
y off cranks we have
2‐stroke
2 stroke engines
We must distinguish two conditions:
itot odd We adopt the same lengthwise layout off cranks determined for
f
the 4‐stroke engines (anti‐metric lengthwise layout of cranks):
M Fc
0 M Fa ' 0
itot even: in this case we have to distinguish between the two situations:
itot
odd M Fc 0
2
itot
even the complete balance is not possible;
2
M Fc 0 M Fa ' 0
2T: 6 cylinders
2T: 6 cylinders
1
The phase shift of the cranks is 360 60
6
2T: 4 cylinders
2T: 4 cylinders
The phase shift of the cranks is 90
2T: 4 cylinders
2T: 4 cylinders
the configuration below is better:
because it has a moment resultant lower than the previous one.
Therefore, the resultant is not cancelled out for this example: for the
Therefore
balancing of the first order residual reciprocating forces we can use:
for the Fa2' masses rotating with ‐ω in the opposite crank direction
4T 2 cylinders
‐ The
Th resultants
l RFc and
d RFa ' are not cancelled
ll d out
ICE 2014 - 2 50/84
Combustion Engines
n
ik k k 360 con k
2
n 1,2,3,..
We have cancelled out the harmonics with k=1/2
k 1/2 and k=3/2,
k 3/2 but this doesn’t
mean that we don’t have important roughness (in fact, the harmonics k=1
and k=2 add up and are not much lower than the ones with k=1/2 and k=3/2
while for the harmonics ik k k 180 con k
n
2
n 1,2,3,..
123
we have cancelled out the harmonic of the first order while the others are
present.
Second order reciprocating forces
With the scheme adopted previously, also the second order reciprocating
forces have been led back to two systems rotating in the crank and opposite
directions but with the angular speed of 2ω.
4‐stroke 4 cylinder engine:
The considerations relative to the field of forces are also valid for the
Fa"
1
field of forces , specular to the former.
Fa"
2
We can balance RFa "using two shafts rotating in opposite directions with off
off‐
centre masses. The former, rotating with 2ω, balances RFa " , while the latter,
1
rotating with ‐2ω, balances RFa " .
2
The two shafts are parallel and symmetric respect to the crankshaft axis and
have off‐centre masses in a normal plane passing through the centre line
( Fa '' ma 2 r cos 2 ).
1
RFa " 4 Fa "1 4 ma 2 r
1
2
this force must be balanced by mc 2 Rx and then
2
1 r
2ma r mc 4 Rx
2 2
mc ma
2 Rx
Then the mass mc can be determined taking into account the design
requirements of the engine (weight of cylinder block and room available).
4‐stroke
st o e 6 cy
cylinders
de s e
engine:
g e
2‐stroke
2 stroke 4 cylinders engine:
4 cylinders engine:
For the forces Fa '2 rotating in the opposite crank direction only the resultant
is null.
To balance the resultant moment M Fa ' we can insert a little shaft, rotating in
2
the opposite crank direction, with the axis in a plane passing through the
crankshaft axis, that gives rise to a moment equal to :
M Fa ' 10 Fa '2 x
2
V engine
Bank of cylinders is a group of
cylinders
y located on the same side of
the shaft with their axes in a plane
passing through the crankshaft axis.
Row off cylinders
li d is a group off radial
d l
cylinders lying in a plane at right angles
to the crankshaft axis and operating
on a single crank.
V engine
V engine is an engine with two banks of
cylinders,
y corresponding
p g cylinders
y in each
bank forming a 2‐cylinder row.
V angle is the angle between the cylinder
planes
l off a V engine. W‐type engine
W engine is similar to a V engine but with
three banks of cylinders.
cylinders The two V angles
are usually equal.
Opposed
pp engine
g is a V engine
g with a 180° V
angle.
Boxer engine
ICE 2014 - 2 63/84
Combustion Engines
Connecting rods for engines with proper V.
Two connecting rods on the same crankpin for a V engines.
Master‐articulated connecting rods for engines with proper V.
ICE 2014 - 2 67/84
Combustion Engines
Radial engines
Radial engine is an engine having three or more cylinders in one row with
equal
q angles
g between their axes.
Multirow radial engine is a radial engine with more than one row of
cylinders.
Radial engines
Radial engines
The multi‐row radial engine
architecture fits better the odd
cylinder numbers. Radial engines are
normally air cooled and the cylinder of
the second row must fit in the space
between the two consecutive
cylinders of the first row.
In many V engines the forces due to piston acceleration and the resulting
moments are balanced for each bank of cylinders.
This is the case in conventional 4‐stroke 12‐ and 16‐cylinder engines.
In some cases, however, notably in the case of 90° V engines, it is possible to
obtain excellent balance, even though the separate banks of cylinders may
not in
i themselves
h l b balanced.
be b l d
The best method for analyzing the inertia forces of V engines is to consider a
row of 2‐cylinders that acts on a crank.
crank
Balancing of proper V
OA and OB are the directions of the V
engine banks.
We can project the unbalanced forces
from each cylinder on the axis of
symmetry and on the perpendicular to
it through the crankshaft center; then
we add the components to find the
u ba a ced o ces o e o
unbalanced forces for the row.
With the V angle , let the crank angle
for the left‐bank cylinder be taken as θ;
th t f th i ht b k ill th b
that for the right‐bank will then be
2 , which is trigonometrically
equivalent to .
the angle ψ between the
vectors of the two banks is
Fa '
Fa '1 0
Fa '2 2 2 2
We shall consider now the second order reciprocating forces Fa "1 rotating in
the crank direction.
direction
the angle ψ between the
vectors of the two banks is
Fa "1
2 2
… and then the second order reciprocating forces Fa "2rotating in the opposite
crank direction.
direction
the angle ψ between the
vectors of the two banks is
Fa "2
2 2 3
Fa '1 0
++ ++ ++
Fa '2 x ++ 2
Fa "1
x
Fa "2 x x 3
(++ => the sum of the vectors; x => the resultant of vectors is cancelled)
4 stroke engine
g
To give an example, for the configuration b) we have:
g p , g )
ICE 2014 - 2
Combustion Engines
Internal part from the
l f h
cylinder block and head
Inertia forces
Inertia forces
One can conceive of the oscillating inertial forces as two oppositely rotating
vectors that
h are one‐half
h lf their
h i maximum,
i the
h vectors off the
h first
fi order
d
rotating at the same speed as the crankshaft, and those of the second order
rotating at twice the crankshaft speed. The sum of the two perpendicular
components of these vectors yields the momentary inertial force; the
horizontal components cancel each other out (Fig. 6‐33).
Inertia forces
Inertia forces
The characteristics of the oscillating inertial forces of the first order and of
the
h secondd order
d add dd to form
f the
h resulting
l i oscillating
ill i inertial
i i l force
f (Fi 6‐
(Fig. 6
34).
Inertia forces
Inertia forces