applied
sciences
Article
A Novel Coaxial Balance Mechanism for Reciprocating
Piston Engines
Nanxiang Guan, Ao Wang, Yongpeng Gu, Zhifeng Xie *






Citation: Guan, N.; Wang, A.; Gu, Y.;
Xie, Z.; Zhou, M. A Novel Coaxial
Balance Mechanism for Reciprocating
Piston Engines. Appl. Sci. 2021, 11,
5647. https://doi.org/10.3390/
app11125647
Academic Editor: Ricardo Novella
Rosa
Received: 2 May 2021
Accepted: 14 June 2021
Published: 18 June 2021
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Copyright: © 2021 by the authors.
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This article is an open access article
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Attribution (CC BY) license (https://
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4.0/).
Appl. Sci. 2021, 11, 5647. https://doi.org/10.3390/app11125647
and Ming Zhou
School of Aerospace Engineering, Tsinghua University, Beijing 100084, China;
guannx@mail.tsinghua.edu.cn (N.G.); wa20@mails.tsinghua.edu.cn (A.W.); guyp@mail.tsinghua.edu.cn (Y.G.);
zmzlh@mail.tsinghua.edu.cn (M.Z.)
* Correspondence: xzhf@mail.tsinghua.edu.cn
Abstract: Vibration is an important issue faced by reciprocating piston engines, and is caused by
reciprocating inertia forces of the piston set. To reduce the vibration without changing the main
structure and size of the original engine, we proposed a novel coaxial balance mechanism design
based on a compact unit body. By introducing a second-order balance mass, this mechanism can
significantly increase the efficiency of vibration reduction. The proposed mechanism can effectively
balance the first-order and second-order inertia forces with the potential of balancing high-order
inertia forces. To accurately determine the second-order balance mass, a closed-form method was de-
veloped. Simulation results with a single-cylinder piston DK32 engine demonstrate the effectiveness
and advantage of the proposed mechanism. At a crankshaft speed of 2350 r/min, compared with the
first-order balance device, the average root mean square velocity of the test points on the engine’s
cylinder was reduced by 97.31%, and the support reaction force was reduced by 96.54%.
Keywords: piston engine; vibration reduction; coaxial balance mechanism; compact unit body;
closed-form
1. Introduction
Vibration is one of the most commonly observed phenomena in reciprocating piston
engines, and particularly this with a single cylinder. Excessive vibration leads to fatigue
damage of engine parts, and affects the stability and mechanical efficiency of the engine’s
operation. The resulting noise may also cause irreversible hearing loss in operators [1,2].
Numerous scholars have carried out in-depth research on vibration sources. For an engine
system, the vibration is determined by the excitation force and the inherent characteristics
of the system structure. The excitation force mainly includes the gas explosion pressure
and inertial load, whereas the inherent characteristics depend on the inertia and rigidity of
the engine body structure and mounting base. Carlucci et al. [3] studied the relationship
between injection parameters (e.g., injection pressure, injected quantities, and injection
timing) and engine block vibration. Griffiths et al. [4] investigated the effect of coolant tem-
perature on the vibration of a single-cylinder diesel engine by frequency spectrum analysis
and noted that piston slap was also the main factor that affected the vibration. Fabi et al. [5]
further studied the influence of piston slap on engine block vibration. Wang et al. [6]
explored the relationship between faults in the valve train and the vibration of a diesel
cylinder head, and a fault analysis method of vibration signals using Wigner–Ville dis-
tributions and probabilistic neural networks was developed. Singh et al. [7–9] studied
the effects of engine support and installation methods on engine vibration. Li et al. [10]
analyzed the inertia force produced by piston motion in a reciprocating piston engine. This
kind of inertia force makes the engine body generate both noise and vibration. To improve
the balance of the engine, they designed a balance mechanism to eliminate the influence of
inertia force. Aversa et al. [11] studied the influence of engine static and dynamic balance
on the vibration of the engine. Razzini J. et al. [12] calculated the dynamic responses of
https://www.mdpi.com/journal/applsci
Appl. Sci. 2021, 11, 5647 2 of 15

two support cushions of the engine, which was excited by the inertial forces related to the
reciprocating movement of the pistons and connecting rods, and unbalanced crankshaft
counterweights. Hojat et al. [13] reviewed recent research that was focused on reducing and
isolating engine vibration, including the effect of unbalanced reciprocating and rotating
parts. The above research showed that the gas pressure curve could be adjusted via the
engine electronic control system to reduce vibration; however, reducing the inertial load of
the engine must be achieved by designing a balance mechanism. Therefore, optimizing the
balance mechanism for engines in which the main configuration had been determined was
an economical and effective vibration reduction measure.
In 1907, Dr. Frederick W. Lanchester invented a forward and reverse double balance
shaft mechanism for the reciprocating inertial force of the engine. The centrifugal force
generated by the mechanism could offset the unbalanced inertial force component for
part of the engine [14]. Since 1970, many researchers have continuously improved the
above-mentioned traditional balancing mechanism. For example, the height of the two
shafts was varied in one mechanism. Because the two shafts are not symmetrical, with
respect to the center of the crankshaft, a moment will be generated, offsetting a part of the
second moment of inertia based on balancing the secondary reciprocating inertia force [15].
Oguchi Koji et al. designed a silent crankshaft in the engine to reduce its second-order
vibration and improve the NVH performance in cars [16]. St. Huege et al. developed an
in-line four-cylinder engine with a double balance shaft device, which greatly improved
the NVH performance [17]. Shoji Adachi et al. optimized the mass of reciprocating motion
and valve train motion, greatly reducing the second-order inertial force [18]. Zhang carried
out systematic research and software development on the balance schemes of in-line and
V-type engines [19].
There are two defects with the existing balancing mechanism. The first is that the
structure is not compact enough. The balance mechanism with corresponding auxiliary
parts increases the volume and mass of the engine. Generally, one balancing mechanism
can only balance the inertial load of the corresponding order. Thus, the current balancing
mechanism is not suitable for a compact engine. In general, for a single-cylinder piston
engine, only the first-order balance mechanism is installed due to cost, and the second-
and higher-order inertia forces are ignored. As a result, the balance effect is not satisfied,
leading to significant engine vibration and loud noise. The second-order inertia force has a
significant influence on engine vibration. Taking the DK32 single-cylinder engine [20,21]
developed by the author’s laboratory as an example, the maximum value of second-order
inertia force could reach 4900 N at the rated speed of 2350 r/min, which is unacceptable
for an engine with high vibration performance.
The second defect with the existing balancing mechanism is an error in calculating
the inertial load. Conventional methods [22,23] employ Taylor expansion of the inertial
load function with respect to λ (crank–conrod ratio) and then expand the coefficients of the
previous orders into Fourier series with respect to the α crank angle. Finally, the coefficient
of each order in the Fourier series obtained by integration can represent the characteristics of
the inertia load. However, we found that the high-order term coefficient of Taylor expansion
significantly impacts lower-order terms of the Fourier series, meaning the calculation of
second- and higher-order inertia load by conventional methods is not accurate.
In this study, we focused on achieving vibration reduction of a single-cylinder engine
by reducing the inertia force, aiming to design a mechanism that can eliminate the effect
of inertia force as much as possible. Additionally, considering the cost constraints of the
engine, the balance mechanism should increase the number and volume of engine parts as
little as possible. Firstly, we adopt a novel closed-form method [24] to accurately calculate
inertia load, which considers all the orders of λ, and only carries out Fourier expansion
of the inertia load function. Compared with the conventional methods, the novel closed-
form method can accurately calculate the inertia load. Secondly, we designed a balance
mechanism to balance many-order inertia forces once to improve space utilization.
 balance mechanism to balance many-order inertia forces once to improve space utiliza
tion.
A set of novel coaxial balance mechanisms [25] that can automatically balance firs
Appl. Sci. 2021, 11, 5647 and second-order inertia forces was designed in this study by comprehensively 3 of 15conside
ing the manufacturing cost, size limitation, and engine vibration reduction. The principl
of the novel mechanism was analyzed and studied in detail. The novel mechanism
adopted the idea of a unit-body module without increasing the size of the balance mech
A set of novel coaxial balance mechanisms [25] that can automatically balance first-
anism
and or changing
second-order inertiathe main
forces structure
was designedand size
in this of the
study original engine.considering
by comprehensively This could be rea
ized by modifications inside the original first-order balance mechanism
the manufacturing cost, size limitation, and engine vibration reduction. The principle in a highly
of com
pact
the form.
novel Additionally,
mechanism the novel
was analyzed andclosed-form method
studied in detail. was used
The novel to accurately
mechanism adopted calculat
theidea
the second-order
of a unit-body inertia force,
module and anincreasing
without accurate the
balance
size ofmass was then
the balance designed so tha
mechanism
or changing
the balancethe main structure
mechanism and size of balance
can completely the original engine. This could
the second-order beforce.
inertia realizedHence, th
by modifications
balance mechanism insidewas
the able
original first-order
to reduce balancetomechanism
vibration in a highly compact
a greater extent.
form. In Additionally,
terms of the theengine
novel closed-form method was
vibration simulation used toresearch
method, accurately calculate
shows thatthe
the use of
second-order inertia force, and an accurate balance mass was then designed so that the
flexible body model has a greater impact on the simulation accuracy of the whole engin
balance mechanism can completely balance the second-order inertia force. Hence, this
[26–30]. Because piston engines involve multiple components, it is generally necessary t
balance mechanism was able to reduce vibration to a greater extent.
establish
In termsa multi-body
of the enginedynamic
vibrationmodel of themethod,
simulation whole research
engine. shows that the use of
This paper is organized as follows. Section 2
a flexible body model has a greater impact on the simulation accuracy introduces the
of design
the whole scheme
en- of th
novel
gine first- Because
[26–30]. and second-order
piston enginescoaxial
involvebalance
multiplemechanism
components,init detail; Section
is generally 3 presents th
necessary
toapplication
establish a multi-body dynamic
of novel first- model of the whole
and second-order engine.
coaxial balance mechanisms in the DK32 en
gine;This
and paper is organized
Section 4 reportsas on
follows. Section 2 introduces
the dynamics simulationthe fordesign
the DK32scheme of theusing th
engine
novel first- and second-order coaxial balance mechanism in detail; Section
novel coaxial balance mechanism to verify its excellent vibration reduction performance 3 presents
the application of novel first- and second-order coaxial balance mechanisms in the DK32
engine; and Section 4 reports on the dynamics simulation for the DK32 engine using the
2. Design of a Novel Coaxial Balance Mechanism
novel coaxial balance mechanism to verify its excellent vibration reduction performance.
This section discusses the design of piston engine inertia force by analyzing the cha
2.acteristics
Design ofofa Novel Coaxial
the coaxial Balance
balance Mechanismand combining this with mechanical design
mechanism
This section discusses the design of piston engine inertia force by analyzing the char-
acteristics of the coaxial
2.1. Closed-Form Methodbalance mechanism
for the and
Calculation of combining this with mechanical design.
Inertia Forces
A schematic
2.1. Closed-Form of afor
Method single-cylinder piston
the Calculation of Inertiaengine
Forces crankshaft-connecting rod mechanism
is shown in Figure
A schematic 1. Herein, 𝑚piston
of a single-cylinder is theengine
reciprocating mass of the rod
crankshaft-connecting piston crankshaft-con
mechanism
necting rod mechanism, 𝑅 is the crankshaft radius, 𝐿 is the length of the connecting rod
is shown in Figure 1. Herein, m is the reciprocating mass of the piston crankshaft-connecting
rod 𝜆 is the ratio
andmechanism, R is of
thecrankshaft
crankshaft radius
radius, to
L isconnecting
the length ofrodthelength 𝜆 = and
(i.e., rod,
connecting 𝑅/𝐿,λgenerall
istaking theofvalue
the ratio of 1/3).
crankshaft Further,
radius 𝛼 = 𝜔𝑡 rod
to connecting is the crank
length angle
(i.e., R/L,𝜔
λ = and is the angular
generally taking velocit
the value of 1/3).
of crankshaft Further, α = ωt is the crank angle and ω is the angular velocity of
rotation.
crankshaft rotation.

Figure 1. Schematic of a single-cylinder piston engine crankshaft-connecting rod mechanism.

Figure 1. Schematic of a single-cylinder piston engine crankshaft-connecting rod mechanism.
Based on the kinematic analysis of the crankshaft–connecting rod mechanism, the
Basedofon
composition thethe kinematic
inertia analysis
force produced byof
thethe crankshaft–connecting
reciprocating rod mechanism, th
motion of the single-cylinder
composition
engine of the inertia
piston obtained by the force produced
traditional methodby[23]
theisreciprocating motion of the single-cylin
expressed as follows:
der engine piston obtained by the traditional method
∞
[23] is expressed as follows:
FTM = b1−TM cos α + b2−TM cos 2α + ∑n=2 b2n−TM cos 2nα (1)

where b1−TM = mω 2 R, b2−TM = mω 2 Rλ.

Appl. Sci. 2021, 11, 5647 4 of 15

Using the novel closed-form method [24], the composition of single-cylinder engine
inertia force can be obtained as:
∞
FCF = b1−CF cos α + b2−CF cos 2α + ∑n=2 b2n−CF cos 2nα (2)

where b1−CF = mω 2 R and b2−CF = 16mω 2 L[(2 − λ2 ) EllipticE(λ2 ) − 2(1 − λ2 ) EllipticK

(λ2 )]/3πλ2 ; EllipticE and EllipticK are the complete elliptic integrals of the first and second
kind, respectively.
In Equation (2), the inertial force can be divided into first-order inertial force, second-order
inertial force, fourth-order inertial force, etc., by multiples of the angular velocity of the
engine rotation; that is, ω, 2ω, 4ω . . . For commercial piston single-cylinder engines, its
balance mechanism generally only balances the first-order inertia force. In multi-cylinder
engines, the first-order inertia force can be self-balanced by designing the spatial configura-
tion of the crankshaft, and the second-order inertia force needs to be balanced by setting a
second-order balance mechanism.
It can be observed that the first-order inertia force obtained by the two methods is
the same. Therefore, if only the first-order inertia force of the single-cylinder engine is
considered to be balanced, either method can be used. However, although the first-order
inertia force can be balanced using these methods, the remaining second-order and higher-
order inertia force is still not negligible, which is the main cause of engine vibration. A
more accurate expression of second-order inertia force is beneficial to eliminate the effect
of the second-order inertia force. In fact, from the comparative analysis in [24], we know
that when the λ variation range is 0.25–0.4, the calculation accuracy of second-order inertia
force can be improved by 1.5–4% by adopting a novel closed-form method. Hence, using a
novel closed-form method to calculate second-order inertia force is an important means of
reducing single-cylinder engine vibration. This method can also be adapted to improve the
high-order balance performance of the multiple-cylinder engine because it still provides
accurate results if the effect of fourth-order inertia force is further considered.

2.2. Design Principles and Ideas of a Novel Coaxial Balance Mechanism

To balance the second-order inertia force, it is necessary to design a rotating balance
mass that rotates at twice the crankshaft speed, which naturally requires corresponding
gear drive and lubrication mechanisms. Thus, it is necessary to design a new larger engine
body for the traditional mechanism. Because the additional parts increase the cost and size
of the engine, engine manufacturers are commonly unwilling to make large changes to the
engine body.
The design scheme of a coaxial mechanism of first-order and second-order balance
shafts is proposed in this study to solve the above issues, as shown in Figure 2. The
planetary gear transmission mechanism was used for transmission, and the appropriate
speed ratio of internal and external gears could be achieved by adjusting the ratio of the
number of teeth of the inner gear ring and sun gear.
This study also proposes a design concept that uses a compact unit body, i.e., the
second-order balance mass block is arranged inside the original first-order balance mass
block, and the two balance mass blocks perform coaxial rotation, which saves significant
space. After adding a second-order balance mechanism, the original configuration and size
of the balance mechanism were not changed.
Based on the above mechanical design principles and the idea of a compact unit body,
a novel coaxial second-order balance mechanism was designed in this study, as shown in
Figure 3. The novel coaxial balance mechanism is a unit-body module, including shell,
first-order balance shafts, second-order balance shafts, and planetary gear transmission
mechanisms. The second-order balance shafts are installed in the shaft hole of the first-
order balance shafts; their rotational axes coincide. The external gear with internal teeth
(i.e., the internal gear in the planetary gear mechanism) is fixed at one end of the first-order
balance shaft. The internal gear with the external teeth (the sun gear in the planetary gear
mechanism) is fixed at one end of the second-order balance shafts, and the middle gear
 Appl. Sci. 2021, 11, 5647 5 of 15

Appl. Sci. 2021, 11, x FOR PEER REVIEW

(the planetary gear in the planetary gear mechanism) meshes with the internal gear and 5 of 16
the external gear, respectively, thereby transmitting the rotation of the first-order balance
shaft to the second-order balance shaft through the planetary gear mechanism.

Appl. Sci. 2021, 11, x FOR PEER REVIEW 6 of 16

Figure 2. Schematic of single-cylinder engine coaxial balance mechanism.

Figure 2. Schematic of single-cylinder engine coaxial balance mechanism.

This study also proposes a design concept that uses a compact unit body, i.e., the
second-order balance mass block is arranged inside the original first-order balance mass
block, and the two balance mass blocks perform coaxial rotation, which saves significant
space. After adding a second-order balance mechanism, the original configuration and
size of the balance mechanism were not changed.
Based on the above mechanical design principles and the idea of a compact unit body,
a novel coaxial second-order balance mechanism was designed in this study, as shown in
Figure 3. The novel coaxial balance mechanism is a unit-body module, including shell,
first-order balance shafts, second-order balance shafts, and planetary gear transmission
mechanisms. The second-order balance shafts are installed in the shaft hole of the first-
order balance shafts; their rotational axes coincide. The external gear with internal teeth
(i.e.,
Figure the
3. Ainternal gear
3D diagram in the
of the planetary
coaxial gear mechanism) is fixed at one end of the first-
balance mechanism.
Figure 3. A 3D diagram of the coaxial balance mechanism.
order balance shaft. The internal gear with the external teeth (the sun gear in the planetary
Additionally, the second-order balance shafts operate at twice the speed of the
gear mechanism)
first-order balance is fixed
shaft at one
based on end of the of
thebalance
design second-order
a suitable balance
ratio shafts,and
of internal and the middle
Additionally, the second-order shafts operate at twice the speedexter-
of the first-
gear (the
nal gears planetary
based gear
on mechanicalin the planetary
design gear
principles. mechanism)
When ratio meshes
the engine with the internal
is in operation, gear
the gears
order balance shaft based on the design of a suitable of internal and external
and the external
crankshaft drives gear, respectively,
the first-order balance thereby
shaft totransmitting
rotate throughthe rotation of the first-order bal-
based on mechanical design principles. When the engine the gear transmission,
is in and
operation, the crankshaft
ance shaftremains
the speed to the second-order
the same; when balance shaft through
the first-order balancethe planetary
shaft drives thegear mechanism.
second-order
drives the first-order balance shaft to rotate through the gear transmission, and the speed
balance shaft to rotate through the middle gear, the speed doubles. The balance mechanism
remains
can balancethe same; when
the first- and the first-order
second-order balance
inertia shaft
forces drives
of the thecrankshaft-connecting
engine second-order balance shaft
torod
rotate through
mechanism. the middle gear, the speed doubles. The balance mechanism can balance
the first- and second-order
To counteract the inertiainertia forces
force along theofdirection
the engine crankshaft-connecting
of piston rod mecha-
motion and avoid gener-
nism.
ating additional inertia force perpendicular to the direction of piston motion, the balance
To counteract the inertia force along the direction of piston motion and avoid
generating additional inertia force perpendicular to the direction of piston motion, the
balance shaft is generally designed with a semi-cylindrical balance mass biaxial counter-
rotation, as shown in Figure 3.
 Appl. Sci. 2021, 11, 5647 6 of 15

shaft is generally designed with a semi-cylindrical balance mass biaxial counter-rotation,

as shown in Figure 3.
In multi-cylinder engines, such as an in-line four-cylinder engine, the first-order inertia
force is inherently balanced, and the proposed design solution can expand this application.
An external balance shaft can be used to balance the second-order inertia force, and an
internal balance shaft can be used to balance the fourth-order inertia force. Therefore,
the coaxial balance mechanism design scheme has the potential to balance high-order
inertia force.

2.3. Application Cases

The novel coaxial balance mechanism was applied to the DK32 single-cylinder diesel
engine developed in the laboratory [20,21].
A simplified balance shaft mechanism is shown in Figure 4. The light blue semicircle
in the picture represents the counter-rotating mass, in which Mi is the mass of balance
weight of a single balance shaft, and ωi is the rotational angular velocity of balance shaft.
The rotational angular velocity of the first-order balance shaft is the same as that of the
crankshaft. The rotational angular velocity of the second-order balance shaft is twice that
of the crankshaft; that is, ω1 = ω and ω2 = 2ω. αi = ωi t, r, denotes the distance from the
center of mass of balance weight to the axle center, and Fi1 and Fi2 denote the resultant
forces of the two balance weight inertia forces. When the balance shaft rotates, the resultant
inertia force of each balance weight acts on the center of mass, and the action line of the
2021, 11, x FOR PEER REVIEW
force passes through the balance shaft axle center, which has a size of:

| Fi1 | = | Fi2 | = Mi ωi 2 r (3)

4. Simplified diagram of counter-rotating balance shafts.

FigureFigure
4. Simplified diagram of counter-rotating balance shafts.
Because the speed of the two balance shafts is the same and the crank angle is also
the same, the
Because thecomponents Fi1 and
speed ofof the two Fi2 perpendicular
balance shafts to the is
direction of piston
the same andmotion
the crank
are offset. Then, the resultant balance force of the components in the direction of piston
the same,
motionthe be expressed as: of 𝐹𝑖1 and 𝐹𝑖2 perpendicular to the direction of
can components
2
are offset. Then, the resultant Fbalance bi = 2Mi ωiforce
r cos αiof the components in the (4) direc

motion canFbibe
where expressed
is balanced as:inertia force generated by the piston.
with the
For the first-order balance shaft:
2
2M1 ω 2𝐹
r 𝑏𝑖 = 22𝑀
= mω R 𝑖 𝜔𝑖 𝑟 𝑐𝑜𝑠 𝛼𝑖 (5)

where 𝐹𝑏𝑖 is balanced with the inertia force generated by the piston.
For the first-order balance shaft:
 Appl. Sci. 2021, 11, 5647 7 of 15

Therefore, the balance weight mass M1 of the first-order balance shaft is:

mR
M1 = (6)
2r
Considering the second-order balance shaft:

16mω 2 L 2 − λ2 EllipticE λ2 − 2 1 − λ2 EllipticK λ2






2
8M2 ω r = (7)
3πλ2
The balance weight mass M2 of the second-order balance shaft is:

2mL 2 − λ2 EllipticE λ2 − 2 1 − λ2 EllipticK λ2






M2 = (8)
3πrλ2
The required balance weight mass was thus designed, and the size of the balance
shaft was then able to be determined to counteract the first- and second-order inertia
forces produced by the reciprocating motion of the piston set and the small end of the
connecting rod.
In the proposed balance mechanism, both first- and second-order balance shafts were
installed in the shell, and only a rotating input gear was needed to connect to the crankshaft.
The unit-body design could be used to arrange the parts and components of the engine
more flexibly without increasing the size of the engine. In addition, the structure improved
the assembly form of a conventional engine and adopted an integral installation mode,
which is quick and straightforward to install and disassemble. This structure could be
widely used in various types of piston engines to reduce the vibration and noise of the 8 of 16
Appl. Sci. 2021, 11, x FOR PEER REVIEW
engine and improve its service life. The layout of the compact coaxial balance mechanism
installed on the single-cylinder engine is shown in Figure 5.

5. The
Figure 5.
Figure Thelayout
layoutofofcompact coaxial
compact balance
coaxial mechanism
balance on a single-cylinder
mechanism engine. engine.
on a single-cylinder
3. Dynamics Simulations
3. Dynamics Simulations
In this section, Adams, a commercial software program used for dynamic analysis,
In this section,
was applied Adams,
to the dynamic a commercial
analysis of a DK32software program
single-cylinder used
engine for dynamic
in which a balanceanalysis,
was appliedwas
mechanism to the dynamic
installed. analysis
The of areduction
vibration DK32 single-cylinder enginesecond-order
effect of this coaxial in which a balance
balance mechanism was then verified by numerical simulation.
mechanism was installed. The vibration reduction effect of this coaxial second-order bal-
ance The complete was
mechanism engine model
then was established
verified by numerical in thesimulation.
MSC Adams software (MSC Corp.,
Irvine, CA, USA), version 2020, as shown in
The complete engine model was established inFigure 6. The engine
the body,
MSCcrankshaft, and the (MSC
Adams software
support structure supporting the single-cylinder engine were modeled as flexible bodies.
Corp., Irvine, USA), version 2020, as shown in Figure 6. The engine body, crankshaft, and
The component modal parameters of the DK32 engine are shown in Tables 1 and 2. The
the support
engine structurewith
was connected supporting
the platethe
viasingle-cylinder engine
two flexible supports, thewere
frontmodeled as flexible
support was near bod-
ies.
the cylinder head, the rear support was near the balance mechanism, and the plate was1 and 2.
The component modal parameters of the DK32 engine are shown in Tables
The
fixedengine was connected with the plate via two flexible supports, the front support was
to the ground.
near the cylinder head, the rear support was near the balance mechanism, and the plate
was fixed to the ground.
 The complete engine model was established in the MSC Adams software (MSC
Corp., Irvine, USA), version 2020, as shown in Figure 6. The engine body, crankshaft, and
the support structure supporting the single-cylinder engine were modeled as flexible bod-
ies. The component modal parameters of the DK32 engine are shown in Tables 1 and 2.
The engine was connected with the plate via two flexible supports, the front support was
Appl. Sci. 2021, 11, 5647 8 of 15
near the cylinder head, the rear support was near the balance mechanism, and the plate
was fixed to the ground.

Figure
Figure 6. Complete
6. Complete engine
engine model
model of the
of the DK32
DK32 single-cylinder
single-cylinder engine.
engine.
Table 1. Component mass and simulation model information of the DK32 engine.

Component Mass (kg) Moment of Inertia (kg-mm2 ) (Ixx , Iyy , Izz ) Simulation Model
Engine body 41.060 1.768 × 106 ,4.950 × 106 , 1.566 × 106 Flexible body
Crankshaft 37.959 1.124 × 106 , 9.673 × 105 , 9.800 × 105 Flexible body
Piston set 2.712 3.587 × 103 , 3.252 × 103 , 3.162 × 103 Rigid body
Connecting rod 2.433 1.667 × 104 , 1.567 × 104 , 1.589 × 103 Rigid body
Front support 2.832 3.775 × 105 , 2.027 × 105 , 2.064 × 105 Flexible body
Rear support 2.843 2.329 × 105 , 2.058 × 105 , 5.578 × 104 Flexible body
First-order balance weight 4.868 2.006 × 104 , 1.882 × 104 , 7.634 × 103 Rigid body
Second-order balance weight
0.971 1.839 × 103 , 1.836 × 103 , 7.682 × 101 Rigid body
(based on conventional method)
Second-order balance weight
1.000 1.896 × 103 , 1.893 × 103 , 7.920 × 101 Rigid body
(based on closed-form method)

Table 2. Constrain relationship between components of the DK32 engine model.

Component 1 Component 2 Constrain Relationship

Crankshaft Connecting rod Revolute
Crankshaft Engine body Revolute
Piston set Connecting rod Revolute
Piston set Engine body Translational
First-order balance weight Engine body Revolute
Second-order balance weight Engine body Revolute
Engine body Front support Fixed
Engine body Rear support Fixed
Front support Plate Fixed
Rear support Plate Fixed
Plate Ground Fixed

To verify the vibration reduction effect, we select six test points on the engine body,
the location of which are shown in Figure 7. Using dynamic simulation, we compared
the first-order balance mechanism with the novel coaxial balance mechanism based on
the closed-form method under four different crankshaft speeds (800, 1500, 1800, and
2350 r/min) and one based on the novel closed-form method. Additionally, the average
root mean square velocity (denoted as the velocity (RMS)) of the six test points in the
direction of piston motion (Y direction) was compared under two cases in which the coaxial
balance mechanism based on the novel closed-form method was installed or the coaxial
Appl.Appl.
Sci. 2021, 11,11,
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5647 PEER REVIEW 9 of 15

balance
When mechanism using
the velocity the second-order
(RMS) was smallerbalance mass
in this of the conventional
direction, designreduction
the vibration was ef
installed. When the velocity (RMS) was smaller in this direction, the vibration reduction
improved.
effect was improved.

Figure
Figure Test
7. 7. point
Test positions
point on the engine
positions on thebody.
engine body.
The experimental frequency and computational frequency of the whole engine model
The experimental
were compared as shown in frequency and the
Table 3, in which computational frequency
root mean square of than
error is less the whole
4.6%. engin
werethe
Thus, compared
simulationas shown
results hadin Table
good 3, in which
agreement theexperimental
with the root meandata.
square error is less th
Thus, the simulation results had good agreement with the experimental data.
Table 3. Comparison of experimental frequency and computational frequency.

Table 3. Comparison of experimental frequency and computational

Frequency (Hz) frequency.
Order
Experiment Computation Error
No. 1 23.75 23.45 Frequency
1.26%(Hz)
No. 2 Order 30.88 30.68 0.65%
No. 3 51.99 Experiment
49.89 Computation
4.04% Erro
No. 4 61.05 62.24 1.95%
No. 5 74.71 68.87 7.82%
No. 6
No. 1 87.3
23.75
81.55
23.45
6.59%
1.26

No. 2 30.88 30.68 0.65

To validate the simulation model, we carried out a vibration experiment of the DK32
single-cylinder engine,
No. as
3 shown in Figure 8. The acceleration
51.99 time-domain
49.89curves in the 4.04
direction of piston motion (Y direction) of test point 6 at speeds 800 and 1500 r/min are
shown in Figures 9 No.
and 10,
4 respectively. These figures show that the simulation
61.05 62.24 results were 1.95
highly consistent with the experimental results. At the speed of 800 r/min, the average root
mean square acceleration
No. 5of experiment and simulation
74.71at test point 6 were 0.84 and 0.88 g,
68.87 7.82
respectively. At the speed of 1500 r/min, the average root mean square acceleration of the
experiment and simulation at test point 6 were 1.1 and 0.97 g, respectively. The computation
No. 6 87.3 81.55 6.59
model and method proposed in this article were thus verified.

3.1. Vibration Reduction Effect of the Novel Coaxial Balance Mechanism

To validate the simulation model, we carried out a vibration experiment of t
The duration of the simulation was 2 s, and the number of steps was 20,000. The
single-cylinder engine, as shown in Figure 8. The acceleration time-domain curv
integrator was GSTIFF. The vibration reduction effects from the installations of a first-order
direction
balance of piston
mechanism andmotion (Y direction)
a novel coaxial balance of test pointbased
mechanisms 6 atonspeeds 800 and 1500 r
the closed-form
shown in Figures 9 and 10, respectively. These figures show that
method were then compared. Figure 11 shows the average velocity (RMS) in the directionthe simulatio
of piston
were motionconsistent
highly (Y direction)with
of sixthe
testexperimental
points under four different
results. Atcrankshaft
the speed speeds.
of 800 r/min, t
age root mean square acceleration of experiment and simulation at test point 6 w
and 0.88 g, respectively. At the speed of 1500 r/min, the average root mean squa
eration of the experiment and simulation at test point 6 were 1.1 and 0.97 g, resp
The computation model and method proposed in this article were thus verified.
Appl.Appl.
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Appl. Sci. 2021, 11, x FOR PEER REVIEW 11 of 16

Figure 8. Experimental DK32 single-cylinder engine.

Figure
Figure
Figure 8.8.8.
Experimental
Experimental DK32
Experimental
DK32DK32single-cylinder engine.
single-cylinder
single-cylinder engine. engine.

Figure 9. Acceleration time-domain curve indirection

the direction of piston
motionmotion (Y direction) of test
6 point
Figure9.9.Acceleration
Figure Accelerationtime-domain
time-domain curve in the
curve of piston
in the direction of piston (Y direction)
motion of test point
(Y direction) of test point
6atat a crankshaft
a crankshaft speed
speed of
of 800 800 r/min.
6 at a crankshaft speed of r/min.
800 r/min.
Figure 9. Acceleration time-domain curve in the direction of piston motion (Y direction) of t
6 at a crankshaft speed of 800 r/min.

Figure 10. Acceleration

Acceleration time-domain curve in the direction of piston motion (Y direction)
of test of test
Figure 10. Accelerationtime-domain
Figure10. time-domain curve in the
curve direction
in the of piston
direction motion
of piston (Y direction)
motion (Y direction) of test
point
point 6 at a crankshaft speed of 1500 r/min.
point66atataacrankshaft
crankshaftspeed of 1500
speed r/min.
of 1500 r/min.

3.1.
3.1. Vibration
Vibration Reduction
Reduction Effect
Effect of
of the
the Novel
Novel Coaxial
Coaxial Balance
Balance Mechanism
Mechanism
The
Figure duration
The10. of the
Acceleration
duration simulation
of thetime-domain was
simulation was 2
curves, and
2 s,inand the
the the number
direction
numberof of steps
piston
of was
was 20,000.
stepsmotion The
(Y direction
20,000. The
integrator
point 6 at was
integrator awas GSTIFF.
crankshaft The
The vibration
GSTIFF.speed reduction
reduction effects
of 1500 r/min.
vibration effects from
from the
the installations
installations of
of aa first-
first-
order balance mechanism and a novel coaxial balance mechanisms based on the closed-
Appl. Sci. 2021, 11, x FOR PEER REVIEW 12 of 16

Appl. Sci. 2021, 11, x FOR PEER REVIEW 12 of 16

Appl. Sci. 2021, 11, 5647
direction of piston motion (Y direction) of six test points under four different11crankshaft
of 15

speeds.
direction of piston motion (Y direction) of six test points under four different crankshaft
speeds.

Figure 11. The average velocity (RMS) in the direction of piston motion of the six test points from
Figure
Figure
the 11. The of
11.The
installations average
average velocity
velocity
a first-order (RMS)
(RMS)
balance in the direction
in the
mechanism and aofnovel
direction piston motion
ofcoaxial
piston of themechanism
motion
balance sixoftest
thepoints from
sixbased
test the from
points
the installations
installations
on the of a of
closed-form a first-order
first-order
method. balance balance
mechanismmechanism
and a novel andcoaxial
a novel coaxial
balance balancebased
mechanism mechanism
on the based
onclosed-form
the closed-formmethod. method.
According to Figure 11, compared with a conventional first-order balance device, the
According to Figure 11,six
average velocity (RMS)
According to of the
Figure 11,compared
test points
compared with
on
withathe
conventional
acylinder first-order
of the
conventional balanceengine
single-cylinder
first-order device, the
balance device, the
average velocity (RMS) of the six test points on the cylinder
with the novel coaxial balance mechanism was significantly reduced. At 800, 1500, 1800, of the single-cylinder engine
average velocity (RMS) of the six test points on the cylinder of the single-cylinder engine
with
and ther/min,
2350 novelthe coaxial balance
percentage mechanism
decrease in thewas
averagesignificantly
velocity (RMS)reduced.in theAtdirection
800, 1500, of 1800,
with
and the
piston 2350 novel
motionr/min, coaxial
reached
balance decrease
the percentage
86.25%, 94.81%,
mechanism in the
96.19%,
was
andaverage
significantly
97.31%, velocity
reduced.
(RMS)
respectively. in the Atdirection
800, 1500,of 1800,
and 2350
piston r/min,
Themotion
supportreachedthe percentage
reaction86.25%, decrease
94.81%,the
force between in
96.19%, the average
plate and 97.31%,
the ground, velocity
respectively.(RMS) in
which is another im- the direction of
piston
portant motion
The support
indicator reached
ofreaction86.25%,
the vibration 94.81%, 96.19%,
forcereduction
between the plate
effect, was and
and
also 97.31%,
the ground,
calculatedrespectively.
whichthe
when is single-
another im-
Theengine
cylinder
portant support
indicator wasreaction
ofoperating. force
the vibrationThe between
results
reduction the
show plate
that,
effect, and
when
was the
the
also ground,
support
calculated which
reaction
when issingle-
force
the another im-
was smaller, the vibration reduction effect was better. Figure
portant indicator of the vibration reduction effect, was also calculated when force
cylinder engine was operating. The results show that, 12
when indicates
the the
support support
reaction re- the single-
action
cylinder force
was smaller, from
engine thethewas installations
vibration
operating. of The
a conventional
reduction effect
resultswasshowfirst-order
better. balance
Figure
that, when 12 mechanism
indicates
the support and
the a
support
reaction force
novel coaxial
reaction forcebalance
from the mechanism under
installations of adifferent crankshaft
conventional speeds.
first-order At 800,mechanism
balance 1500, 1800,and a
was smaller, the vibration reduction effect was better. Figure 12 indicates the support re-
and 2350
novel r/min,balance
coaxial compared with the first-order
mechanism balancecrankshaft
under different mechanism, the support
speeds. At 800, reaction
1500, 1800,
action
force force from the installations of a conventional first-order balance mechanism and a
and 2350 r/min, compared with the first-order balance mechanism, the supportand
of the novel coaxial balance mechanism was reduced by 90.62%, 94.98%, 96.12%, reaction
novel
force coaxial
96.54%, balance
ofrespectively.
the novel coaxialmechanism under different
balance mechanism was reduced crankshaft
by 90.62%, speeds.
94.98%,At96.12%, 800, 1500,
and 1800,
and 2350 r/min,
96.54%, respectively. compared with the first-order balance mechanism, the support reaction
force of the novel coaxial balance mechanism was reduced by 90.62%, 94.98%, 96.12%, and
96.54%, respectively.

Figure 12. Support reaction force in the direction of piston motion from the installations of a first-order
balance mechanism and a novel coaxial balance mechanism based on the closed-form method.
 Appl. Sci. 2021, 11, x FOR PEER REVIEW 13 of 16

Appl. Sci. 2021, 11, 5647 12 of 15

Figure 12. Support reaction force in the direction of piston motion from the installations of a first-
order balance mechanism and a novel coaxial balance mechanism based on the closed-form method.

At a crankshaft speed of 2350 r/min, according to Figures 11 and 12, with the first-
At a crankshaft speed of 2350 r/min, according to Figures 11 and 12, with the
balance mechanism installed, the average velocity (RMS) of the six test points on the cyl-
first-balance mechanism installed, the average velocity (RMS) of the six test points on
inder of the single-cylinder engine was 155.45 mm/s and the support reaction force am-
the cylinder of the single-cylinder engine was 155.45 mm/s and the support reaction force
plitude was 11,825 N. With the novel coaxial balance mechanism installed, the average
amplitude was 11,825 N. With the novel coaxial balance mechanism installed, the average
velocity (RMS) was reduced to 4.18 mm/s and the support reaction force amplitude was
velocity
reduced to (RMS)
409 N.was reduced
Figure to 4.18
13 shows mm/s and the
the time-domain support
curve reactionreaction
of the support force amplitude
force in was
reduced
the to 409
direction N. Figure
of piston 13 at
motion shows the time-domain
a crankshaft curve
speed of 2350 of the support reaction force in
r/min.
the direction of piston motion at a crankshaft speed of 2350 r/min.

Figure13.
Figure Time-domain
13.Time-domain curve
curve of support
of support reactionreaction force
force in the in theofdirection
direction of piston
piston motion motion at a
at a crank-
crankshaft
shaft speed ofspeed
2350 of 2350 r/min.
r/min.

3.2.Comparison
3.2. Comparisonof of Vibration
Vibration Reductions
Reductions Using
Using the Closed-Form
the Closed-Form Method
Method and theand the
Conventional
Conventional Method
Method
Next,we
Next, wecompared
comparedthe theaverage
averagevelocity
velocity(RMS)
(RMS)of of the
the relevant
relevant test
test points
points inin aa single-cylinder
single-
cylinder engine, and the support reaction force in the piston motion direction from instal- of the
engine, and the support reaction force in the piston motion direction from installations
novel coaxial
lations balance
of the novel mechanism
coaxial based on the
balance mechanism closed-form
based method, and
on the closed-form the coaxial
method, and thebalance
mechanism with a conventional second-order balance mass and different
coaxial balance mechanism with a conventional second-order balance mass and different crankshaft speeds.
According
crankshaft speeds.to Figures 14 and 15, compared with the coaxial balance mechanism based
on the conventional
According to Figuressecond-order method, the
14 and 15, compared average
with velocity
the coaxial (RMS)
balance of the six
mechanism test points
based
of the
on theconventional
cylinder of the single-cylinder
second-order method,engine and the
the average support
velocity reaction
(RMS) of the force
six testwith the novel
points
of the cylinder
coaxial balanceof mechanism
the single-cylinder engine
with the and the support
closed-form method reaction force with
was reduced. Atthe 800,novel
1500, 1800,
Appl. Sci. 2021, 11, x FOR PEER REVIEWcoaxial balance mechanism with the closed-form method was reduced. At 800,14 of 161800,
and 2350 r/min, the percentage decrease in the average velocity (RMS)1500, in the direction
and 2350 r/min,
of piston motionthe was
percentage
5.75%,decrease
28.68%,in the average
41.12%, velocity (RMS)
and 47.53%, in the direction
respectively, and theofsupport
piston motion
reaction forcewas
was5.75%, 28.68%,
reduced 41.12%, and
by 22.45%, 47.53%,
35.26%, respectively,
39.73%, and the
and 42.69%, support reac-
respectively.
tion force was reduced by 22.45%, 35.26%, 39.73%, and 42.69%, respectively.

Figure 14. The

Figure 14. average velocity
The average (RMS)(RMS)
velocity in the direction of the piston
in the direction of themotion
piston of the sixof
motion test
thepoints with
six test points with the
thenovel
novel coaxial
coaxial balance
balance mechanism
mechanism based on the closed-form method and a conventional method,
based on the closed-form method and a conventional method, respectively.
respectively.
 Figure 14. The average velocity (RMS) in the direction of the piston motion of the six test points with
the novel coaxial balance mechanism based on the closed-form method and a conventional method,
Appl. Sci. 2021, 11, 5647 13 of 15
respectively.

Figure 15.
Figure Supportreaction
15.Support reactionforce
forceininthe
the direction
direction of of piston
piston motion
motion in the
in the twotwo cases
cases withwith
the the novel
novel
coaxial balance
coaxial balance mechanism
mechanism based on the the closed-form
closed-form method
methodandandconventional
conventionalmethod,
method,respectively.
respec-
tively.
4. Conclusions
4. Conclusions
To reduce the vibration of piston engines without increasing the engine body size or
requiring additional
To reduce designoffeatures,
the vibration this work
piston engines proposed
without a high-order
increasing coaxial
the engine body balancing
size or
mechanism
requiring solution.
additional In this
design proposed
features, design,
this work the second-order
proposed a high-order balance
coaxialmass block is
balancing
arranged inside
mechanism the In
solution. original first-order
this proposed balance
design, mass block, balance
the second-order and themass
two block
balance mass
is ar-
blocks undergo coaxial rotation at different speeds.
ranged inside the original first-order balance mass block, and the two balance mass blocks
Thecoaxial
undergo novel mechanism was applied
rotation at different to a DK32 single-cylinder engine developed in a
speeds.
laboratory setting as an example. Dynamics
The novel mechanism was applied to a DK32 simulations of the whole
single-cylinder engine
engine using in
developed Adams
a
software were
laboratory settingcarried out in detail.
as an example. Compared
Dynamics withofthe
simulations thefirst-order
whole enginebalance
usingdevice,
Adams the
test point
software velocity
were carriedonout
theincylinder of the single-cylinder
detail. Compared engine
with the first-order with device,
balance the novel
the coaxial
test
balance
point mechanism
velocity was significantly
on the cylinder reduced. engine
of the single-cylinder The simulation results
with the novel showed
coaxial that at
balance
800, 1500, 1800, and 2350 r/min, the percentage decrease in the average velocity (RMS)
in the direction of piston motion was 86.25%, 94.81%, 96.19%, and 97.31%, respectively.
The support reaction force decreased by 90.62%, 94.98%, 96.12%, and 96.54% at 800, 1500,
1800, and 2350 r/min, respectively. A crankshaft speed of 2350 r/min was taken as an
example, and with the first-balance mechanism installed, the average velocity (RMS) of
the six test points on the cylinder of the single-cylinder engine was 155.45 mm/s and the
support reaction force amplitude was 11,825 N. In comparison, with the novel coaxial
balance mechanism installed, the average velocity (RMS) was reduced to 4.18 mm/s and
the support reaction force amplitude was reduced to 409 N.
To summarize, the novel coaxial balance mechanism plays a significant role in vibra-
tion reductions. Based on this design concept and, by analogy, the fourth-order balance
mechanism could be realized by adding a planetary gear transmission mechanism with a
hole inside the second-order balance shaft to balance the fourth-order inertia force. The
design retains the original unit body module and does not increase the dimensions of
the mechanism.
The novel closed-form method used in this study can improve the accuracy of calcu-
lating second-order balance mass. By comparing the support reaction force in dynamics
simulations, at 800, 1500, 1800, and 2350 r/min, the percentage decrease in the average
velocity (RMS) in the direction of piston motion reached 5.75%, 28.68%, 41.12%, and 47.53%,
respectively. Additionally, the support reaction force was reduced by 22.45%, 35.26%,
39.73%, and 42.69%, respectively. Using the novel closed-form method, we further en-
hanced the vibration reduction effect of the coaxial balance mechanism. By adopting a
compact unit-body design, the workload and cost of modification could be reduced for all
types of single-cylinder or multiple-cylinder engines in service, and the goal of reducing
the vibration of the original model could be achieved by adding second- and higher-order
Appl. Sci. 2021, 11, 5647 14 of 15

balance mechanisms without changing the existing balance mechanism configuration or

increasing the dimensions.
Future research should expand the scope of the novel coaxial balance mechanism.
This mechanism is independent of the engine configuration, and can thus be conveniently
used for various engine configurations to balance higher-order inertia loading, including
eccentric and single- or multi-cylinder engines, or other mechanisms with a connecting rod
and crank.

Author Contributions: Conceptualization, N.G., Z.X. and M.Z.; methodology, N.G. and Z.X.; soft-
ware, N.G., Z.X., A.W. and Y.G.; validation, N.G. and Z.X.; formal analysis, N.G.; investigation, N.G.,
Z.X. and Y.G.; resources, M.Z.; data curation, N.G. and Z.X.; writing—original draft preparation,
N.G. and Z.X.; writing—review and editing, N.G., Z.X., Y.G. and M.Z.; visualization, N.G., A.W., Z.X.
and Y.G.; supervision, M.Z.; project administration, M.Z. All authors have read and agreed to the
published version of the manuscript.
Funding: This research received no external funding.
Institutional Review Board Statement: Not applicable.
Informed Consent Statement: Not applicable.
Data Availability Statement: The data presented in this study are available on request from the
corresponding author.
Conflicts of Interest: The authors declare no conflict of interest.

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