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2024-25 1st Semester

ME 313 Dynamics of Machinery

Balancing of Rotating and Reciprocating Machines

Refer to (A) Chapters 15 and 16 of Rao and Dukkipati (B) Chapter 14 of S. S. Rattan

Dr. Sachin Singh Gautam

Department of Mechanical Engineering
Indian Institute of Technology Guwahati
Guwahati Assam 781 039

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Contents
1. Introduction

2. Type of Unbalance Inertia Forces in Machinery

3. Rotating Unbalance

4. Static Balancing

5. Dynamic Balancing

6. Balancing of Reciprocating Masses

7. Balancing of Locomotives

8. Balancing of Multi-cylinder Engines

9. Balancing of Radial Engines (Direct and Reverse crank method)

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1. Introduction
• In the rotary or reciprocating machinery, the inertia forces associated with the moving
masses lead to the unbalance of forces.

• A rotor has axes around which it “naturally prefers” to rotate usually called the principal axes.
Intuitively, they are axes which pass through the center of mass and the mass distribution around
these axes are uniform and symmetrical. A physical rotor has a physical axis of rotation, i.e.
engineered axis obtained through machining processes. However due to the non uniformity in
mass distribution of the rotor, the physical axis of rotation and the principal axis do not coincide.
Because of the non co-incident axes, now the mass distribution around the real-life axis of rotation
is non uniform. This non uniformity in mass is quantified and shows up as an unbalance of the
rotor.

• This unbalance of forces mainly lead to noise and vibration of different parts of a machine
and may cause failure due to fatigue.

• Balancing is a method by which the unbalance of forces is minimized or eliminated (if

possible).

• Balancing is often done using machines

Source: https://precibalance.com/basics-of-balancing-and-balancing-machines/ Source: Rattan, 4th Edition

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1. Introduction
• When the mass distribution is non uniform purely in the radial direction, but uniform axially, only the center
of mass and the principal axes is shifted parallel to the axis. of rotation. This is a purely static unbalance

• When mass distribution is such that the axis of rotation and principal axes intersect at the center of mass, this
is a purely couple unbalance. This typically happens when the mass distribution is symmetric about the
center of mass axially, but equal and opposite radially on either side of the center of mass.

• Real rotors have a combination of static and couple unbalance. The relative effect of each type of unbalance
dependent on the shape and size of the rotor.

Source: https://precibalance.com/basics-of-balancing-and-balancing-machines/C Source: Rattan, 4th Edition

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1. Introduction
• What causes an unbalance?
 Real life processes are not perfect.
 All manufacturing processes are performed to within a specified tolerance.
 The error occurring in every stage of the manufacturing process affects the mass distribution of the
rotor.
 Some examples would be a casting where the flow of the metal is not uniform, or castings with blow-
holes in them.
 Another example would be operations like welding during fabrication or rework may also create
unbalance due to weld and thermal effects.
• What are the effects of unbalance on a machine?
 The non uniform mass distribution causes centrifugal forces to be generated.
 These forces are transferred to the supports of the rotor such as the bearing, bearing housing and
eventually the frame of the machine.
 The unbalance force is thus a cyclic and repetitive forcing.
 This causes reduced bearing life, component life, increased loads and fatigue.
 The vibration induced may also be above acceptable limits from the aspect of Noise, Vibration and
Harshness(NVH).

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1. Introduction
• What is the relationship between unbalance and vibration?
 Unbalance is a physical mass quantity.
 This mass causes a centrifugal force inducing the vibration.
 One of the effects of unbalance on a rotating rotor is vibration.
 However, unbalance is not the only source of vibration.
 Unbalance generates a characteristic type of vibration.
 The vibration produced by an unbalance has the same frequency as that of the rotating component, what is
called 1x. i.e., if say a rotor is rotating at 1200 rpm, i.e., 20 cycles per second or 20 Hz, the vibration
produced by the unbalance will be at 1x the running speed, i.e., 20 Hz.
 In a machine, other sources of vibration may also be present say at multiple harmonics like 3x, 5x and also
from other transmission elements such as belts, gears, bearings etc.
 So, balancing a rotor is critical for vibration reduction.
 However, a well-balanced rotor on assembly may still run with vibration if other aspects of mounting and
assembly are not taken care of.
Source: https://precibalance.com/basics-of-balancing-and-balancing-machines/C

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1. Introduction
• What is balancing of a rotor?
 The process of reducing the unbalance of a rotor to within a specified tolerance value is called balancing.

 In common use, the term can also mean to check if the rotor is having an unbalance within the specified
tolerance.

 Depending on the application, the unbalance on the rotor can be either corrected or the rotor rejected.

 A rotor is normally balanced by loading it and checking its unbalance on a balancing machine.

 The balancing machine spins the rotor to a specified speed, measures the unbalance using it’s sensors and
balancing instrumentation and displays the unbalance value to the operator.

 The operator may decide to add or remove weights at the indicated location to bring the rotor within balance.

• What are the effects / benefits of balancing a rotor?

 A balanced rotor generates lower centrifugal forces, and as a consequence lower vibration levels.
 This enables machines to operate faster and last longer improving the productivity and reliability.
 A well balanced rotor generates lower stresses on the bearings prolonging the life of the components.
Source: https://precibalance.com/basics-of-balancing-and-balancing-machines/C

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1. Introduction
• What is a balancing machine?
 Broadly, a balancing machine is a measuring machine designed to tell the operator where masses have to be added or removed
on a rotor to bring an unbalanced rotor to within a specified balancing tolerance.
 In general, the balancing machine is equipped with a stand or bed. The rotor supports where the component is mounted is fixed
on this stand/bed. A drive arrangement to spin the job at a pre-determined speed is provided. RPM sensors are used to measure
the rotating speed. Vibration sensors are used to measure the vibration signals from the component.
 A measurement, processing and displaying system processes and convert this sensor data to human readable unbalance results.

 Modern balancing machines are usually computerized balancing machines wherein the indication of the unbalance location is
shown on a PC. Balancing machines may come with options of either automatic or manual unbalance correction depending on
the cost and productivity considerations.
 In addition, modern balancing machines like Precibalance balancing machines
come with standard features such as automatic calibration, tooling error
compensation, place weights program, report generation, remote angle electronic
protractor function etc. to balance rotors quickly and efficiently in an industrial
setting.

Two balancing masses (denoted m) used to balance a non-concentric

rotating mass. (source: https://en.wikipedia.org/wiki/Balancing_machine) Source: https://precibalance.com/basics-of-balancing-and-balancing-machines/C

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2. Type of Unbalance Inertia Forces in Machinery

• Rotating unbalance—arises due to rotating masses

• Reciprocating unbalance---arises due to reciprocating masses

• Combined rotating and reciprocating unbalance---arises due to rotary and reciprocating motions of masses

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3. Rotating Unbalance
• Rotating unbalance arises in a rotor system that is a common element in many machines.

Fig. 1. Turbine Fig. 2 Electric motor and Fig. 3 Storage disc Fig. 4 Helicopter rotor
(source: Wikipedia) generator (Source: www.skf.com) (Source: (Source: Wikipedia)
www.4sitestudios.co
m)
• Unbalanced/disturbing force in a rotor: meω2

ω e
shaft shaft
e

disc

Simple shaft and rotor system Equivalent simplified model

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3. Rotating Unbalance
• Disturbing/unbalance force: meω2 when e ≠ 0 . Unbalanced force causes bending deformation of the
shaft as well as vibration of the rotor system.

For e = 0 , no disturbing/unbalance force and thus no vibration of the rotor system.

• A rotator is usually composed of (a) single mass or (b) multiple masses

• For multiple masses: (a) masses in single plane or (b) masses in different planes

Source: Rattan, 4th Edition

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4. Static Balancing
• Balancing of rotating masses in single plane is called as static balancing

• Balancing of multiple masses in different planes is called as dynamic balancing

• A rotor is said to have static balance if there is no resulting centrifugal force on shaft.

• Figure shows a rigid rotor revolving with a constant angular velocity of ω rad/s

The vector sum of all the centrifugal forces F is

Statically balanced if F = 0. Otherwise the rotor is unbalanced

Then a counterweight mc is added such that

or
Source: Rattan, 4th Edition

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4. Static Balancing

then choose a suitable value of mc/rc and find the value of other parameter from the above equation.
Source: Rattan, 4th Edition

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4. Static Balancing
Numerical problem: Three masses of 8 kg, 12 kg, and 15 kg are attached at radial distances of 80
mm, 100 mm, and 60 mm respectively to a disc on a shaft are in complete balance. Determine the
angular positions of the masses of 12 kg and 15 kg relative to the 8 kg mass..

Solution

Given: 8 , 12 , 15
0.08 , 01. , 0.06

Compute: Σ 0

Source: Rattan, 4th Edition

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5. Dynamic Balancing
• Balancing of rotating masses in different planes is called dynamic balancing.

• Two masses m1 and m2 shown in figure revolving diametrically opposite

to each other in different planes then if m1r1 = m2r2 then the centrifugal
forces are balanced but an unbalanced couple of magnitude m1r1l (=
m2r2l) is introduced.

• Transference of a force from one plane to another

The equilibrium does not change is two equal and opposite forces F1 = F2 = mr are added
in the latter plane.

Net effect is a single force F1 = mr in the second plane having the direction of the original
force along with the couple mrl formed by the forces mr and F2 in a plane containing
these forces and the shaft.
As couple is a free vector it may be assumed to rotate the shaft about O (axis of rotation
being OA perpendicular to the shaft through O)
A plane passing through a point such as O and perpendicular to the axis of the shaft is called a
reference plane. Other masses acting in different planes can be transferred to the reference plane
Source: Rattan, 4th Edition
in a similar manner as discussed just now.

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5. Dynamic Balancing
• Procedure for dynamic balancing
Take a reference plane O at any point
over the length of the shaft. Let the
distance of masses be l1, l2 and l3
respectively.

Transference of each unbalanced force

to the reference plane introduces the
like number of forces and couples

Eq. (14.5)
Source: Rattan, 4th Edition Eq. (14.6)

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5. Dynamic Balancing
If Eqs. (14.5) and (14.6) are not satisfied then there are unbalanced forces and couples.

A mass placed in the reference plane may satisfy the force equation but not the couple equation which requires
two equal and opposite forces in different transverse planes. Thus, in general, two planes are needed to balance
a system of rotating masses.

In order to satisfy Eqs. (14.5) and (14.6) we introduce two masses mc1 and mc2 at radii rc1 and rc2. Then, Eq.
(14.15) becomes
Eq. (14.7)

or Eq. (14.7a)

In general Eq. (14.8)

Let the two counter masses be placed in transverse planes at axial locations O and Q i.e., the counter mass mc1
be placed in reference plane and the distance of the plane with mc2 be lc2 from the reference plane.

Source: Rattan, 4th Edition

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5. Dynamic Balancing
Then Eq. (14.6) modifies to (taking moments about O)

Eq. (14.9)

or
Eq. (14.9a)

In general Eq. (14.10)

Thus Eqs. (14.8) and (14.10) are the necessary conditions for dynamic balancing of the rotor. The equations can
be solved mathematically or graphically.
Dividing Eq. (14.10) into component form we get

and

Source: Rattan, 4th Edition

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5. Dynamic Balancing

or (i) (ii)

Squaring and adding (i) and (ii) we get mc2 from the following equation

Eq. (14.11)

Dividing (ii) by (i) we get

Eq. (14.12)

After obtaining the values of mc2 and θc2 from the above equations we solve Eq. (14.8) by taking its components

Eq. (14.13)

and

Eq. (14.14)
Source: Rattan, 4th Edition

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5. Dynamic Balancing
Numerical problem: A shaft of 3m span between the bearing carries out two masses of 5 kg and 10
kg acting at the extremities of the arms 0.45 m and 0.6 m long respectively. The planes in which the
masses rotate are 1.2 m and 2.4 m, respectively from the left-end bearing and the angle between
the arms is 60°. If the speed of rotation is 100 rpm, find the disturbing force on the two bearings of
the machine. Moreover, if the masses are balanced by additional rotating masses acting at radius
0.3m and placed at 0.3m from each bearing, estimate the magnitude of the two balanced masses
and the angles at which they may be set with respect to the two arms.

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6. Balancing of Reciprocating Masses
• Acceleration of the reciprocating mass of a slider-crank mechanism is given by

• Force to accelerate this mass m is

Primary Secondary
accelerating force accelerating force
(PAF) (SAF)

• SAF is very small as compared to PAF as n is greater than unity

• Hence, PAF is mainly accountable for balancing the inertia or the accelerating force

• Next, we do the force analysis of the slider-crank mechanism

Source: Rattan, 4th Edition

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6. Balancing of Reciprocating Masses
• The inertia force due to PAF is shown in Fig. (a) • The forces acting on the engine frame due to
this inertia force are shown in Fig (b).

Force exerted by the crankshaft

on the main bearings

Unbalanced Shaking force:

produces linear vibration on
the frame
F21 (vertical) and F41 form what is
called unbalanced shaking couple:
• The magnitude and direction of this force and couple go on changing with the rotation
produces oscillatory vibration on the
of the crank angle θ
frame

• Therefore F21 (horizontal) is the only unbalanced force that is to be

balanced; however ever not possible to completely balance it; done
only partially
• It is done by adding counter mass rotating at a radius r directly
opposite to the crank (see Fig c) . This is in addition to the mass used
to balance the rotating unbalance due to the mass at the crank pin
Due to mrω2sinθ the mechanism
tends to jump up and down
Source: Rattan, 4th Edition

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6. Balancing of Reciprocating Masses
• To minimize the effect of the unbalanced force (mrω2cosθ ), a compromise is, usually made i.e. 2/3 of the
reciprocating mass is balanced (or a value between one-half and three –quarters).

• If c is the fraction of the reciprocating mass then

Primary force balanced by the mass = cmrω2cosθ

Primary force unbalanced by the mass = (1-c)mrω2cosθ

Vertical component of the centrifugal force which remains unbalanced = cmrω2sinθ

Resulting unbalanced force at any instance is = ([cmrω2sinθ]2 + [(1-c)mrω2cosθ]2)(1/2)  Max when c = 1/2

• In fact, in reciprocating engines, unbalanced forces in the direction of the line of stroke are more dangerous
than the forces perpendicular to the line of stroke. Source: Rattan, 4th Edition

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6. Balancing of Reciprocating Masses
• The method just discussed above to balance the disturbing effect of a reciprocating engine is just equivalent to
as if a revolving mass at the crankpin is completely balanced by provided a countermass at the same radius
diametrically opposite the crank.

• Thus, if mp is the mass at the crankpin and c is the fraction of the reciprocating mass m to be balanced, the
mass at the crankpin may be considered as (cm + mp) which is to be completely balanced.

Numerical problem: A single cylinder engine runs at 250 rpm and has a stroke of 18 cm. The mass
of the reciprocating part is 120 kg and the equivalent mass of revolving parts is 70 kg at the crank
pin. The unbalanced mass is located opposite to the crankpin at a radius of 15 cm to balance the
revolving mass and 2/3rd of the reciprocating mass. Determine the balanced mass and the resultant
unbalance force when the crank position is 30º from the IDC.

Solution
Given engine speed ω = 250 rpm = 26.17 rad/s
stroke = 2r = 0.18 m  r = 0.09 m
Reciprocating/piston mass: m = 120 kg
Mass of revolving parts at crank pin mp = 70 kg
Radius of rotation of the unbalanced mass rb = 0.15 m
Source: Rattan, 4th Edition

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6. Balancing of Reciprocating Masses
Total revolving mass at the crank-pin = mp + 2/3 m = 150 kg mp + 2/3 m
r
For complete balancing of the revolving mass compute mb: 150 × r = mb × rb

rb

Compute now the unbalanced force in the horizontal direction mb

Fh = (mp + m)rω2cosθ - mbrbω2cosθ = 2135.21 N

Compute now the unbalanced force in the vertical direction

Fv = -mprω2sinθ + mbrbω2sinθ = 2465.53 N

Compute now the total unbalanced force as = [Fv2 + Fh2](1/2) = 3.264 kN

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6. Balancing of Reciprocating Masses
Secondary balancing It was stated earlier that the secondary acceleration force is defined as

Its frequency is twice that of the primary force and the magnitude is 1/n times the magnitude of the primary force

The expression can also be written as

Now consider two cranks shown in figure. One is actual

(called the primary crank) and the second called the
imaginary crank. They have following specification

Thus, when the actual crank rotates by θ=ωt, the imaginary crank would have turned an angle of 2θ=2ωt,

Therefore the centrifugal force induced in the imaginary crank is given by

Component of this force along the line of stroke is given by

Source: Rattan, 4th Edition

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6. Balancing of Reciprocating Masses

Thus, the effect if the secondary force is equivalent to an imaginary crank of length r/4n rotating at double the
angular velocity, i.e. twice of the engine speed.

The imaginary crank coincides with the actual at inner top dead centre. At other time, it makes an angle with the
line of stroke equal to twice that of the engine crank.

The secondary couple about a reference plane is given by the multiplication of the secondary force with the
distance l of the plane from the reference plane.

• Conditions for complete balancing of Reciprocating Parts: following conditions must be fulfilled

1. Primary forces must be balance, i.e., the primary forces polygon is enclosed.
2. Primary couples must be balance, i.e., the primary couple polygon is enclosed.
3. Secondary forces must be balance, i.e., the secondary force polygon is enclosed.
4. Secondary couples must be balance, i.e., the secondary couple polygon is enclosed.
Usually not possible to satisfy all the above conditions fully for a multicylinder engine. Mostly some unbalanced
force or couple would exist in the reciprocating engines. Source: Rattan, 4th Edition

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7. Balancing of Locomotives
• Usually locomotives have two cylinders, and the cranks are placed at 90o to each other to have uniformity
in the turning moment diagram (and starting engine is easy after stopping). The two-cylinder locomotives
are classified as:

Inside cylinder locomotive: Two cylinders Outside cylinder locomotives: Two cylinders are
are placed inside two driving wheels located outside of two driving wheels.

• Balance masses are placed on the wheels in both the types

• Locomotives are of two types: coupled and uncoupled.

(I) Coupled locomotive: the driving wheels are coupled with trailing wheels to increase the adhesive
force between the wheels and track. Wheels are coupled through coupling rods. Coupling rods
rotate along with the wheels so that they are also revolving masses and can be completely
balanced.
(II) Uncoupled locomotive: the driving wheels are not coupled with trailing wheels
Source: Rattan, 4th Edition

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7. Balancing of Locomotives

• Balancing: The locomotives are usually partially balanced so that (a) there is unbalanced primary force along
the line of stroke and (b) there is also unbalanced primary force transverse to the line of stroke.

• The effect of the unbalanced primary force transverse to the line of stroke is to vary the pressure on track.
The maximum magnitude of this force is called Hammer Blow. Its value is mrω2. Thus, it varies with the
square of the speed  higher speeds the hammer-blow force may exceed the static load on the wheels
and the wheels can be lifted off the rail when the direction of the hammer-blow will be vertically upwards.

• The resultant unbalance force along the line of stroke is called tractive force. The variation of the tractive
force affects the engine output.

Source: Rattan, 4th Edition

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7. Balancing of Locomotives

When θ = 315º then the maximum variation in the tractive force is

Thus the maximum variation is

Source: Rattan, 4th Edition

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7. Balancing of Locomotives

• Swaying Couple: Unbalanced primary forces along the lines of stroke can be separated by a distance l apart
thus they constitute a couple as shown in the figure. This tends to make the leading wheel sway away side to
side

Swaying couple = moments of forces about the engine centreline

This is maximum when (cosθ + sinθ ) is maximum i.e. when

   

When θ = 45º then the maximum swaying couple Thus, the maximum swaying couple

When θ = 225º then the maximum swaying couple 

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7. Balancing of Locomotives

• Hammer-Blow: Hammer-blow is the maximum vertical unbalanced force caused by the mass provided to
balance the reciprocating masses. At high speed, the force of hammer-blow could excel the static load on the
wheels and the wheels can be lifted off the rail when the direction of the hammer-blow will be vertically
upwards.

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8. Balancing of Multi-cylinder Engines
• Inline engines: if the axes of the cylinders are in a plane and the cylinders are in the same side of the cranks
shaft ten it is called inline engine
• RadiaI engines: are basically multicylinder engine whose connecting rods are connected to a single crank

• If a reciprocating mass is transferred to the crankpin, the axial component parallel to the cylinder axis of the
resulting centrifugal force represents the primary unbalanced force
• The reciprocating masses are taken in the corresponding crank pins with the same speed of revolution, and a
rotating system is considered with the masses in different planes for dynamic loading
• Consider a shaft with 3 equal cranks unsymmetrically placed. The
crankpins carry equivalent of 3 unequal reciprocating masses

Inline engine with three cylinders

Source: Rattan, 4th Edition

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8. Balancing of Multi-cylinder Engines

as well as

In the same way primary and the secondary couple (mrl)

polygons can be drawn for primary and secondary couples.

Source: Rattan, 4th Edition Inline engine with three cylinders

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8. Balancing of Multi-cylinder Engines
• Conditions for Balance in a Multicylinder Engine: In a multicylinder engine, the inertia forces of the
reciprocating masses are transmitted through the cranks and therefore, to the crankshaft.

If the forces acting on the crankshaft are not in equilibrium, then a force, a couple or both are exerted on the
bearing, and tend to shake the engine frame.

Consider an n-cylinder engine shown in the figure

The stroke line of each cylinder is assumed to be situated in

a horizontal plane through the crankshaft axis  the inertia
forces will also be situated in this plane.

Let for ith cylinder: crank radius = ri, connecting rod length = li, and mi = total reciprocating mass at the piston
pin. Let angle between the cranks are represented by Φ which will depend on the firing order of the engine.

 Equilibrium of the primary forces: conditions are (a) algebraic sum of the primary forces is zero, (b) algebraic
sum of their moments with respect to any transverse plane is equal to zero.
Source: Rao and Dukkipati, Chapter 16

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8. Balancing of Multi-cylinder Engines
Let Fp denote the resultant primary shaking force of the multicylinder engine. Then,

Eq. (16.5)

From Figure we see that

θi is variable and Φi are constants with Φ1=0

Eq. (16.5) can be written as Eq. (16.5a)

Noting that

so

i.e.
Eq. (16.6)

For Fp to be maximum
Eq. (16.6a)
Source: Rao and Dukkipati, Chapter 16

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8. Balancing of Multi-cylinder Engines
If Fp has to be zero for all values of θ1 then the quantities in the parameters of Eq. (16.6) should be zero.

Therefore Eq. (16.7)

Similarly for the moments we can write Eq. (16.8)

Where a is the distance from the centre line of any cylinder to an arbitrarily selected reference plane
(perpendicular to the crankshaft axis). Thus, any engine for which both Eqs. (16.7) and (16.8) are satisfied
simultaneously is considered to be in primary balance.

 Equilibrium of the secondary forces: conditions are (a) algebraic sum of the secondary forces is zero, (b)
algebraic sum of their moments with respect to any transverse plane is equal to zero.

Thus Eq. (16.10)

Eq. (16.9)

Using the identity

Source: Rao and Dukkipati, Chapter 16

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8. Balancing of Multi-cylinder Engines
Eq. (16.10) becomes Eq. (16.11)

Fs is maximum when
Eq. (16.11a)

Therefore, the criteria for the balance of secondary

forces is therefore Eq. (16.12)

And for the balance of moments we have Eq. (16.13)

Thus, any engine for which both Eqs. (16.12) and (16.13) are completely satisfied is said to be in secondary
balance.

These, fundamental equations (16.7, 16.8, 16.12, and 16.13) express completely the conditions of primary and
secondary balance for the reciprocating engine in n cylinders arranged in a line on one side of the crankshaft with
cylinder centre lines all in the plane containing the crankshaft axis.
Source: Rao and Dukkipati, Chapter 16

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8. Balancing of Multi-cylinder Engines
• Firing order: There are several firing orders for the cylinders in multi-cylinder engines and each may have a
different effect on the balance of the engine – which may be two-stroke or four-stroke.

• For a two-stroke engine: the cycle of operations is complete in one revolution of the crankshaft so that interval

between the cranks is given by 2π/n, n being the number of cylinders.

• For a four-stroke engine: the cycle of operations requires two revolutions of the crankshaft and hence the

interval between the cranks is 4π/n, Interval

between
successive
Figure 16.3a shows the crankshaft arrangement for a two
firing cranks
stroke engine
is 90°

Interval
between Interval
successive between
firing cranks successive
is 72° firing cranks
is 60°
Source: Rao and Dukkipati, Chapter 16

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8. Balancing of Multi-cylinder Engines
Figure 16.3b shows the crankshaft arrangement for a four stroke engine

Interval Interval
between between
successive successive
firing cranks firing cranks
is 180° is 144°

Interval
between
successive
firing cranks
is 120°

Source: Rao and Dukkipati, Chapter 16

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8. Balancing of Multi-cylinder Engines
Numerical problem: A 4m long shaft carries three pulleys, two at its end and third at the midpoint, The two
end pulleys have mass 80 and 40 kg and their COGs are 3 mm and 5 mm, respectively, from the axis of the
shaft. The middle pulley is 50 kg and its COG is 8 mm from the shaft axis. The pulleys are keyed to the shaft
and the assembly is in static balance. The shaft rotates at 300 rpm in two bearings 2.5 m apart with equal
overhang on either side. Determine
(a) the dynamic reactions at the two bearings, and
(b) the relative angular positions of the pulleys. Take g = 9.81 m/s2
Solution Given: FH = 4m, DE = 2.5 m, FD = EH = 0.75 m

Step 1: Compute centrifugal forces of A, B and C

Step 2: Find reactions at D (RD) and E (RE) by taking moment

about first E and then D. Ans: 446.1 N and 382.94 N.
Step 3: Considering A to be in horizontal direction and pulleys B
and C located at and balance the static forces in horizontal
and vertical directions to get 2 equations in and . Solve and
get 24.14 and 149.25

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8. Balancing of Multi-cylinder Engines
Numerical problem: A shaft carried four rotating masses A, B, C, and D which are in complete balance. The
masses B, C, and D are 60 kg, 90kg, and 80 kg respectively. The masses C and D make 90° and 200°
respectively with mass B in the same sense. The masses A, B, C, and D are concentrated at radii 80 mm, 105
mm, 55 mm, and 95 mm, respectively. The plane of rotation of masses B and C are 260 mm apart. Determine
(a) the mass A and its angular position, and
(b) the positions of planes A and D. Take g = 9.81 m/s2

Solution

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8. Balancing of Multi-cylinder Engines
For complete balance

 Taking plane A as the reference plane: 0, 260

For complete balance

The correct locations of A, B, C

and D is as follows

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)
• The method of direct and reverse cranks is useful for determining any primary and secondary forces in
multi-cylinder radial engine in which all the connecting rods are connected to a common crank.

• Analysis of forces in much simplified then.

• Consider the figure shown 

• Then the primary force is given by = cos

This force should be equal to the horizontal component Reciprocating engine with crank rotating
uniformly at ω rad/s in CW direction
force produced by mass m placed at crank pin C

Let an imaginary crank OC’ be drawn as shown , making an angle

Then OC is known as the primary direct crank rotating CW at ω rad/s in CW direction

Then OC’ is known as the primary reverse crank rotating at ω rad/s in CCW direction

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)
Then, let mass m be divided equally and placed at C and C’. The combined effect of
these masses when direct crank rotates CW rad/s and the reverse rotates CCW
rad/s is to produce a horizontal force cos which is equal to the primary
force.

Thus, for determining the primary force, the mass m of the reciprocating mass at P
can be replaced by two masses 0.5m each at C and C’.

"
• The secondary force is given by = 2 cos 2 .
#$

Discussing on the similar lines, the secondary force may be obtained by replacing
mass m by two masses m/2 each at D and D’ such that OD is direct secondary
crank making angle 2 and rotating at 2 rad/s CW and OD’ is the reverse crank
making angle 2 and rotating at 2 rad/s CCW. The length of the cranks OD and
OD’ is equivalent to /4& i.e., /4ℓ .

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)
• Consider a reciprocating engine mechanism shown in Fig

Primary force in mrω2cosθ  This force is equivalent to the C

component of the centrifugal force along the line of stroke produced
O P
by a mass m placed at the crank pin C
C’
Let us assume that the mass m of the reciprocating parts be divided
into two equal parts m/2 and placed at the primary direct crank pin C
and the primary reverse crank pin C’ as shown in the figure

The centrifugal force acting on the primary direct and reverse crank is (m/2)rω2 . . Therefore, component along
OP acting on the primary crank direct crank is (m/2)rω2cosθ . Hence the total component of the centrifugal force
along the line of stroke or the primary force = 2(m/2)rω2cosθ = mrω2cosθ
The perpendicular component of centrifugal force acting on the primary direct and reverse crank are
(m/2)rω2sinθ in a direction perpendicular to the line of stroke but in opposite direction. These components
cancel each other. Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)
Secondary force is
D

In this case also, the mass m of the reciprocating parts can

be replaced by the mass of m/2 each placed at D and D’ so
that OD = OD’ = r/4n. The secondary crank rotates at 2ω
rad/s while the secondary reverse crank OD’ rotates also at
2ω rad/s but in a direction opposite to that of the direct D’

crank as shown in Fig.

It should be noted here that since the plane of rotation of the cranks in radial or V-engines is the same,
there are no unbalanced primary or secondary couples.

Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)
• Balancing of V type engines
Figure shows a symmetrical two-cylinder V-engine
with angle 2α between cylinder centrelines

The common crank (OM) is driven by two connecting rods of equal lengths

The line of stroke are inclined to the vertical line OY at an angle of α as

shown in the figure.

Let the reciprocating masses be equal and represented for

simplicity by m

Primary forces: For a crank angle θ, measured from the axis of symmetry OY, the primary inertia force due to
the reciprocating masses along the line of stroke of the left-hand-side piston is given by mrω2cos(θ+α) and for the
right hand side piston is mrω2cos(θ-α)
Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)
Net vertical force: Hence, the net vertical force V1, including the effect of the rotating mass M at the crank pin
and the balance mass mb is given by

V1 = mrω2cos(θ+α) cos α + mrω2cos(θ-α) cos α + Mr ω2cos θ – mb b ω2cosθ

V1 = (2mr cos2 α + Mr – mb b) ω2 cos θ Eq. (16.14)

Net horizontal force: Hence, the net vertical force H1, is given by

H1 = -mrω2cos(θ+α) sin α + mrω2cos(θ-α) sin α + Mr ω2 sin θ – mb b ω2 sinθ

H1 = (2mr sin2 α + Mr – mb b) ω2 sin θ Eq. (16.15)

Resultant primary force: Hence, the resultant primary force R1, is given by

Eq. (16.16)

If θ = 45º: then Eq. (16.16a)

Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)
Secondary forces: The rotating masses have no effect on the secondary forces and the secondary inertia forces
for the left- and right-hand side pistons are given respectively by

and

Net vertical force: Hence, the net vertical secondary force V2, is given by

Eq. (16.17)

Net horizontal force: Hence, the net vertical force H2, is given by

Eq. (16.18)

Resultant secondary force: Hence, the resultant secondary force R2, becomes Eq. (16.19)

If θ = 45º: then Eq. (16.19a)

Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)

Numerical problem: An air compressor has three cylinders having axes 120° to one another and their
connecting rods coupled to a single crank as shown in Figure below. The stroke is 20 cm and the length of
each connecting rod is 20 cm. The mass of the reciprocating parts per cylinder is 2 kg. Determine the
maximum and secondary forces acting on the frame of the compressor at a crank speed of 2000 rpm.

Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)
Solution

 Since stroke is 20 cm therefore r = 10 cm.  The length of the connecting rod is ℓ 20 cm

) (((
 Therefore &
ℓ (
2  The angular velocity 209.439 rad/s
*(
" (

 Let us assume that the common crank be along the inner dead centre
of cylinder 1 as shown in the figure 

 Next the primary and reverse crank position can be determined as

follows (next slider):

Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)

o For cylinder 1, 0 , both the primary and reverse crank

positions with coincide with the common crank as shown in Fig (d)
and (e), respectively.

o For cylinder 2, 120 , the primary direct crank is 120o CW and

primary reverse crank is 120o CCW from the line of stroke of
cylinder 2.

o For cylinder 3, 240 , the primary direct crank is 240o CW and primary reverse crank is 240o CCW from
the line of stroke of cylinder 3.

o As can be seen from Fig. (e) the primary reverse cranks form a balanced system and hence there are no
unbalanced primary force due to the reverse cranks.

o As can be seen from Fig. (d) the resultant primary force due to direct primary crank is equivalent to the
centrifugal force of a mass 3m/2 attached to the end of the crank. Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)

o Therefore, the total primary force

due to direct primary crank is

o Then the maximum primary force

due to direct primary crank is

o To balance this maximum primary force balance mass has to be attached diametrically opposite to the crank pin
and rotating with the crank. The magnitude of the mass , at a radius b so that

o Next, we have to determine the secondary direct and reverse crank positions. This is discussed in the next slide.

Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)

o For cylinder 1, 0° so 2 0°. Thus, both the secondary direct

and reverse cranks will coincide with the common crank as shown
in the Figs. (f) and (g).

o For cylinder 2, 120° so 2 240°. Thus, the secondary

direct crank is 240° CW and secondary reverse crank is 240° CCW
from the line of stroke of cylinder 2. See Figs. (f) and (g). Source: Rao and Dukkipati, Chapter 16

o For cylinder 3, 240° so 2 480° 120° . Thus, the secondary direct crank is 480° CW (i.e. 120° CW)
and secondary reverse crank is 480° CCW (i.e., 120° CCW) from the line of stroke of cylinder 3. See Figs. (f)
and (g).
o As can be seen from Fig. (f) the secondary cranks form a balanced system and hence there are no
unbalanced secondary force due to the direct cranks.

o As can be seen from Fig. (g) the resultant secondary force is equivalent to the centrifugal force of a mass 3m/2
attached at a crank radius of (r/4n) and rotating at a speed of 2 rad/s in the opposite direction of the crank.

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)

o Therefore, the total secondary force

due to direct secondary crank is

o Then the maximum secondary

force is

o To balance this maximum secondary force can be balanced by a mass attached at a radius B diametrically
opposite to the crank pin and rotating anticlockwise at 2 rad/s, so that

Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)

o From the above example we can prove that the primary force may be balanced by attaching a single mass of

magnitude / where (/ is the number of cylinders) at crank radius diametrically opposite to the crank pin.

o If the radial engine has four or more cylinders, then the secondary direct and reverse cranks form a complete
balanced system (Left as a HW !).

o Thus, the radial engines with four and more cylinders can be perfectly balanced and hance the advantage.

Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)

Numerical problem: A twin-cylinder V-engine has the cylinders set at an angle of 45º with both pistons
connected to a single crank. The connecting rods are 30 cm long and the crank radius is 70 mm. The total
rotating mass is equivalent to 3 kg at the crank radius and the reciprocating mass is 2 kg per line. A balance
mass is fitted opposite to the crank equivalent to 2.5 kg at a radius of 10 cm. The engine speed is 2000 rpm.

Solution

Primary forces: From Eqs. (16.14) and (16.15) we can calculate the net vertical and horizontal primary forces

V1 = (2mr cos2 α + Mr – mb b) ω2 cos θ Eq. (16.14)

= (2 × 2 × 0.07 × 0.9242 + 3 × 0.07 – 2.5 × 0.1) × 43865 cos θ = 8729 cos θ N

H1 = (2mr sin2 α + Mr – mb b) ω2 sin θ Eq. (16.15)

= (2 × 2 × 0.07 × 0.3822 + 3 × 0.07 – 2.5 × 0.1) × 43865 sin θ = 37.7 sin θ N

From Eqs. (16.16) we can calculate the resultant primary forces Eq. (16.16)
Source: Rao and Dukkipati, Chapter 16

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9. Balancing of Radial Engines (Direct and Reverse Crank Method)

R1 is maximum when cos θ = 1 and minimum when cos θ = 0. Hence o Maximum primary force = 8729 N and

o Minimum primary force = 37.7 N

Secondary forces: From Eqs. (16.17), (16.18) and (16.19) we can calculate the net vertical, horizontal and
resultant secondary forces as

Eq. (16.17)

Eq. (16.18)

Eq. (16.19)

R2 is maximum when cos 2θ = 1 and minimum when cos 2θ = 0. Hence

o Maximum secondary force = 1872 N and

o Minimum secondary force = 774 N

Source: Rao and Dukkipati, Chapter 16

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Thank You !

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