333:
424:
600:
816:
crank and the back end of the eccentric rod. In common with the linked driving wheels they also have their own portion of the side rod weight. The part of the main rod assigned a revolving motion was originally measured by weighing it supported at each end. A more accurate method became necessary which split the revolving and reciprocating parts based on the position of the centre of percussion. This position was measured by swinging the rod as a pendulum. The unbalance in the remaining driving wheels is caused by a crankpin and side rod weight. The side rod weights assigned to each crankpin are measured by suspending the rod on as many scales as there are crankpins or by calculation.
475:
777:
the locomotive itself as well as to the rails and bridges. The example locomotive is a simple, non-compound, type with two outside cylinders and valve gear, coupled driving wheels and a separate tender. Only basic balancing is covered with no mention of the effects of different cylinder arrangements, crank angles, etc. since balancing methods for three- and four-cylinder locomotives can be complicated and diverse. Mathematical treatments can be found in 'further reading'. For example, Dalby's "The
Balancing of Engines" covers the treatment of unbalanced forces and couples using polygons. Johnson and Fry both use algebraic calculations.
45:
147:
758:
381:
689:
136:
389:
919:
locomotive's static weight known the amount of overbalance which may be put into each wheel to partially balance the reciprocating parts is calculated. Strains measured in a bridge under a passing locomotive also contain a component from piston thrust. This is neglected in the above calculations for allowable overbalance in each wheel. It may need to be taken into account.
805:
125:
789:. Lastly, because the above balance weights are in the plane of the wheel and not in the plane of the originating unbalance, the wheel/axle assembly is not dynamically balanced. Dynamic balancing on steam locomotives is known as cross-balancing and is two-plane balancing with the second plane being in the opposite wheel.
863:
the position of an out-of-balance axle relative to the locomotive centre of gravity may determine the extent of motion at the cab. A. H. Fetters related that on a 4–8–2 the effects of 26,000 lb dynamic augment under the cg did not show up in the cab but the same augment in any other axle would have.
909:
Two-plane, or dynamic, balancing of a locomotive wheel set is known as cross-balancing. Cross-balancing was not recommended by the
American Railway Association until 1931. Up to that time only static balancing was done in America, although builders included cross-balancing for export locomotives when
857:
A qualitative assessment of the load on the plant supporting wheels. A 0.060-inch diameter wire was run under the wheels. Measuring the deformed wire gave an indication of the vertical load on the wheel. For example, a Cole compound
Atlantic showed little variation from a 0.020-inch thickness for all
850:
The critical speed. This was defined as the speed at which the unbalanced reciprocating parts reversed the pull of the locomotive. At higher speeds this motion was damped by throttling oil flow in dashpots. The critical speed varied from 95 RPM for a
Baldwin tandem compound to over 310 RPM for a
218:
cause imbalance due to the forces from each cylinder not cancelling each other out at all times. For example, an inline-four engine has a vertical vibration (at twice the engine speed). These imbalances are inherent in the design and unable to be avoided, therefore the resulting vibration needs to be
896:
As an alternative to adding weights to driving wheels the tender could be attached using a tight coupling that would increase the effective mass and wheelbase of the locomotive. The
Prussian State Railways built two-cylinder engines with no reciprocating balance but with a rigid tender coupling. The
888:
Up until about 1923 American locomotives were balanced for static conditions only with as much as 20,000 lb variation in main axle load above and below the mean per revolution from the unbalanced couple. The rough riding and damage led to recommendations for dynamic balancing including defining
780:
At speed the locomotive will tend to surge fore-and-aft and nose, or sway, from side to side. It will also tend to pitch and rock. This article looks at these motions that originate from unbalanced inertia forces and couples in the two steam engines and their coupled wheels (some similar motions may
619:
If a shared crank pin is used (such as in a Ducati V-twin engine), the 360° crankshaft results in an uneven firing interval. These engines also have primary reciprocating-plane and rotating-plane imbalances. Where the connecting rods are at different locations along the crankshaft (which is the case
862:
Qualitative assessments may be done on a road trip in terms of the riding qualities in the cab. They may not be a reliable indicator of a requirement for better balance as unrelated factors may cause rough riding, such as stuck wedges, fouled equalizers and slack between the engine and tender. Also
827:
The whole locomotive tends to move under the influence of unbalanced inertia forces. The horizontal motions for unbalanced locomotives were quantified by M. Le
Chatelier in France, around 1850, by suspending them on ropes from the roof of a building. They were run up to equivalent road speeds of up
776:
The effects of unbalanced inertias in a locomotive are briefly shown by describing measurements of locomotive motions as well as deflections in steel bridges. These measurements show the need for various balancing methods as well as other design features to reduce vibration amplitudes and damage to
951:
In a double-acting steam engine, as used in a railway locomotive, the direction of the vertical thrust on the slide bar is always upwards when running forward. It varies from nothing at the end of stroke to a maximum at half stroke when the angle between the con-rod and crank is greatest. When the
927:
Since the rotating force alternately reduces the wheel load as well as augmenting it every revolution the sustainable tractive effort at the contact patch drops off once per wheel revolution and the wheels may slip. Whether slipping occurs depends on how the hammer blow compares on all the coupled
880:
A proportion of the reciprocating weight is balanced with the addition of an extra revolving weight in the wheel, i.e. still only balanced statically. The overbalance causes what is known as hammer blow or dynamic augment, both terms having the same definition as given in the following references.
792:
A tendency to instability will vary with the design of a particular locomotive class. Relevant factors include its weight and length, the way it is supported on springs and equalizers and how the value of an unbalanced moving mass compares to the unsprung mass and total mass of the locomotive. The
415:
between top and bottom dead centre on each swing, i.e. twice per crank revolution, and the distance the small end (and a piston connected to it) has to travel in the top 180° of crankshaft rotation is greater than in the bottom 180°. Greater distance in the same time equates to higher velocity and
322:
Lateral motion in counter-moving pairs of assemblies, such as a centre-of-mass height difference in a pair of piston–connecting-rod assemblies. In this case, a rocking couple is caused by one connecting rod swinging left (during the top half of its crank rotation) while the other is swinging right
858:
speeds up to 75 MPH. In contrast, a
Baldwin compound Atlantic at 75 MPH showed no deformation, which indicated complete lifting of the wheel, for wheel rotation of 30 degrees with a rapid return impact, over rotation of only 20 degrees, to a no-hammer blow deformation of 0.020 inch.
654:
engine has a 76° V angle and a 360° crankshaft with shared crank pins that have a 28° offset, resulting in 256°–104°–256°–104° firing interval. This engine also has an unusual connecting rod orientation of front–rear–rear–front, with a much wider distance between cylinders ('bore spacing') on the
815:
All the driving wheels have an out-of-balance which is caused by their off-centre crank pins and attached components. The main driving wheels have the greatest unbalance since they have the biggest crankpin as well as the revolving portion of the main rod. They also have the valve gear eccentric
784:
There are three degrees to which balancing may be pursued. The most basic is static balancing of the off-centre features on a driving wheel, i.e. the crankpin and its attached parts. In addition, balancing a proportion of the reciprocating parts can be done with additional revolving weight. This
666:
60° V angle: This design results in a compact engine size, and the short crankshaft length reduces the torsional vibrations. Rotating plane imbalances. The staggering of the left and right cylinder banks (due to the thickness of the connecting rod and the crank web) makes the reciprocating plane
955:
The tendency of the variable force on the upper slide is to lift the machine off its lead springs at half-stroke, and ease it down at the ends of stroke. This causes a pitching, and because the maximum up force is not simultaneous for the two cylinders, it will also tend to roll on the springs.
935:
Out-of-balance inertia forces in the wheel can cause different vertical oscillations depending on the track stiffness. Slipping tests done over greased sections of track showed, in one case, slight marking of the rail at a slipping speed of 165 mph but on softer track severe rail damage at
346:
develops when torque impulses are applied to a shaft at a frequency that matches its resonant frequency and the applied torque and the resistive torque act at different points along the shaft. It cannot be balanced, it has to be damped, and while balancing is equally effective at all speeds and
964:
The dynamic balancing of locomotive wheels, using the wheels as the balancing planes for out-of-balance existing in other planes, is similar to the dynamic balancing of other rotors such as jet engine compressor/turbine assemblies. Residual out-of-balance in the assembled rotor is corrected by
918:
Maximum wheel and axle loads are specified for a particular bridge design so the required fatigue life of steel bridges may be achieved. The axle load will not usually be the sum of the two wheel loads because the line of action of the cross-balancing will be different in each wheel. With the
881:
Hammer blow varies about the static mean, alternately adding to and subtracting from it with each wheel revolution. In the United States it is known as dynamic augment, a vertical force caused by a designer's attempt to balance reciprocating parts by incorporating counterbalance in wheels.
350:
Vibration occurs around the axis of a crankshaft, since the connecting rods are usually located at different distances from the resistive torque (e.g. the clutch). This vibration is not transferred to outside of the engine, however fatigue from the vibration could cause crankshaft failure.
489:
360° crankshaft: This configuration creates the highest levels of primary and secondary imbalance, equivalent to that of a single cylinder engine.; but the even firing order provides smoother power delivery (albeit without the overlapping power strokes of engines with more than four
722:
Primary imbalances are caused by the rocking couples of the opposing pistons being staggered (offset front to back). The intensity of this rocking couple is less than a straight-four engine, since the pairs of connecting rods swinging up and down move at different centre of gravity
905:
The crankpin-and-rods weight on the wheels is in a plane outside the wheel plane location for the static balance weight. Two-plane, or dynamic, balancing is necessary if the out-of-balance couple at speed needs to be balanced. The second plane used is in the opposite wheel.
892:
A different source of varying wheel/rail load, piston thrust, is sometimes incorrectly referred to as hammer blow or dynamic augment although it does not appear in the standard definitions of those terms. It also has a different form per wheel revolution as described later.
947:
Unlike hammer blow, which alternately adds and subtracts for each revolution of the wheel, piston thrust only adds to the static mean or subtracts from it, twice per revolution, depending on the direction of motion and whether the locomotive is coasting, or drifting.
318:
Unbalanced masses along the axis of rotation of a rotating assembly causing a rocking couple, such as if the crankshaft of a boxer-twin engine did not include counterweights, the mass of the crank throws located 180° apart would cause a couple along the axis of the
116:, to prevent unpleasant and potentially damaging vibration. The strongest inertial forces occur at crankshaft speed (first-order forces) and balance is mandatory, while forces at twice crankshaft speed (second-order forces) can become significant in some cases.
871:
Balance weights are installed opposite the parts causing the out-of-balance. The only available plane for these weights is in the wheel itself which results in an out-of-balance couple on the wheel/axle assembly. The wheel is statically balanced only.
841:
The effect of vertical out-of-balance, or varying wheel load on the rail, was quantified by
Professor Robinson in the U.S. in 1895. He measured bridge deflections, or strains, and attributed a 28% increase over the static value to unbalanced drivers.
583:
A perfectly regular firing interval with overlapping power strokes. The use of two simple three-into-one exhaust manifolds can provide uniform scavenging, since the engine is effectively behaving like two separate straight-three engines in this
347:
loads, damping has to be tailored to given operating conditions. If the shaft cannot be designed such that its resonant frequency is outside the projected operating range, e.g. for reasons of weight or cost, it must be fitted with a damper.
679:, use 30° offset crank pins, resulting in an even firing interval. As per V6 engines with 60° V angles, these engines have primary reciprocating plane and rotating plane imbalances, staggered cylinder banks and smaller secondary imbalances.
197:
If the weight— or the weight distribution— of moving parts is not uniform, their movement can cause out-of-balance forces, leading to vibration. For example, if the weights of pistons or connecting rods are different between cylinders, the
737:
An evenly spaced firing interval with overlapping power strokes. A simple three-into-one exhaust for each cylinder bank provides uniform scavenging, since the engine is effectively behaving like two separate straight-three engines in this
670:
90° V angle: This design historically derives from chopping two cylinders off a 90° V8 engine, in order to reduce design and construction costs. An early example is the 3.3 L (200 cu in) and 3.8 L (229 cu in)
828:
to 40 MPH and the horizontal motion was traced out by a pencil, mounted on the buffer beam. The trace was an elliptical shape formed by the combined action of the fore-and-aft and swaying motions. The shape could be enclosed in a
793:
way the tender is attached to the locomotive can also modify its behaviour. The resilience of the track in terms of the weight of the rail as well as the stiffness of the roadbed can affect the vibration behaviour of the locomotive.
845:
The residual unbalance in locomotives was assessed in three ways on the
Pennsylvania Railroad testing plant. In particular, eight locomotives were tested at the Louisiana Purchase Exposition in 1904. The three measurements were:
781:
be caused by irregularities in the track running surface and stiffness). The first two motions are caused by the reciprocating masses and the last two by the oblique action of the con-rods, or piston thrust, on the guide bars.
403:
in which pistons in neighbouring cylinders simultaneously pass through opposite dead centre positions. While it might be expected that a 4-cylinder inline engine would have perfect balance, a net secondary imbalance remains.
884:
The term hammer blow does not describe what takes place very well since the force varies continuously and only in extreme cases when the wheel lifts from the rail for an instant is there a true blow when it comes back down.
465:
For engines with more than one cylinder, factors such as the number of pistons in each bank, the V angle and the firing interval usually determine whether reciprocating phase imbalances or torsional imbalances are present.
497:
270° crankshaft: This configuration minimises secondary imbalances; however, a primary-rotating-plane imbalance is present and the firing order is uneven. The exhaust note and power delivery resemble those of a 90° V-twin
741:
Primary reciprocating plane and rotating plane imbalances, due to the distance along the crankshaft between opposing cylinders. A flat-six engine would have perfect primary balance if fork-and-blade connecting rods were
493:
180° crankshaft: This configuration has primary balance but an uneven firing order and a rocking couple; also, the secondary imbalances are half as strong (and at twice the frequency) compared with a 360° straight-twin
157:
Although some components within the engine (such as the connecting rods) have complex motions, all motions can be separated into reciprocating and rotating components, which assists in the analysis of imbalances.
240:
A reciprocating imbalance is caused when the linear motion of a component (such as a piston) is not cancelled out by another component moving with equal momentum, but opposite in direction on the same plane.
931:
Excessive hammer blow from high slipping speeds was a cause of kinked rails with new North
American 4–6–4s and 4–8–4s that followed the 1934 A.A.R. recommendation to balance 40% of the reciprocating weight.
278:
on the crankshaft from the equal and opposite combustion forces, such as in a boxer-twin engine, a 120° inline-three engine, 90° V4 engine, an inline-five engine, a 60° V6 engine and a crossplane 90° V8
944:
The steam engine cross-head sliding surface provides the reaction to the connecting rod force on the crank-pin and varies between zero and a maximum twice during each revolution of the crankshaft.
171:
Connecting rods moving left/right as they rotate around the crankshaft, however the lateral vibrations caused by these movements are much smaller than the up–down vibrations caused by the pistons.
416:
higher acceleration, so that the inertial force through top dead centre can be as much as double that through bottom dead centre. The non-sinusoidal motion of the piston can be described in
854:
the horizontal motion at the pilot. As an example, the Baldwin compound Atlantic moved about 0.80 inch at 65 MPH compared with 0.10 inch for the Cole compound Atlantic.
965:
installing balance weights in two planes that are accessible with the engine installed in the aircraft. One plane is at the front of the fan and the other at the last turbine stage.
1308:
952:
crank-pin drives the piston, as when coasting, the piston thrust is downwards. The position of maximum thrust is shown by the increased wear at the middle of the slide bars.
283:
In engines without overlapping power strokes (such as engines with four or fewer cylinders), the pulsations in power delivery vibrate the engine rotationally on the
819:
The reciprocating piston–crosshead–main-rod–valve-motion link is unbalanced and causes a fore-and-aft surging. Their 90-degree separation causes a swaying couple.
392:
Motion of a connecting rod in steps of 22.5° crank rotation with scales for ideal sinusoidal motion (red) and actual motion (blue) of the small end for comparison.
1094:
889:
the proportion of reciprocating weight to be balanced as a proportion of the total locomotive weight, or with Franklin buffer, locomotive plus tender weight.
745:
Secondary imbalances are minimal, because there are no pairs of cylinders moving in phase, and the imbalance is mostly cancelled out by the opposing cylinder.
189:
The imbalances can be caused by either the static mass of individual components or the cylinder layout of the engine, as detailed in the following sections.
1661:
646:
engine has a 90° V angle and a 180° crankshaft with firing intervals of 180°–270°–180°–90°, which results in uneven firing intervals within 360 degrees
202:
can cause vertical forces. Similarly, the rotation of a crankshaft with uneven web weights or a flywheel with an uneven weight distribution can cause a
838:-inch square for one of the unbalanced locomotives and was reduced to a point when weights were added to counter revolving and reciprocating masses.
796:
As well as giving poor human ride quality the rough riding incurs maintenance costs for wear and fractures in both locomotive and track components.
785:
weight is combined with that required for the off-centre parts on the wheel and this extra weight causes the wheel to be overbalanced resulting in
639:
V4 engines with narrow V angle have crank pin offsets corresponding to the V angles, so the firing interval matches that of a straight-four engine.
1558:
642:
Some V4 engines have irregular firing spacing, and each design needs to be considered separately in terms of all the balancing items. The
323:(during the bottom half), resulting in a force to the left at the top of the engine and a force to the right at the bottom of the engine.
384:
The acceleration curves show a maximum at TDC that is almost twice that through BDC. Inertial force is proportional to acceleration.
185:
Connecting rods (rotating around the piston end as required by the varying horizontal offset between the piston and the crank throw)
1654:
566:
A perfectly regular firing interval with overlapping power strokes, resulting in a smoother idle than engines with fewer cylinders.
434:
In a car, for example, such an engine with cylinders larger than about 500 cc/30 cuin (depending on a variety of factors) requires
2229:
399:
eliminates vibration at twice the frequency of crankshaft rotation. This particularly affects straight and V-engines with a
215:
1647:
457:
is used only in high-performance V8 engines, where it offers specific advantages and the vibration is less of a concern.
579:
typically use a 120° crankshaft design, a firing order of 1–5–3–6–2–4 cylinders and have the following characteristics:
2168:
442:
that rotate in opposite directions at twice engine speed, known as Lanchester shafts, after the original manufacturer.
31:
1584:
1539:
1501:
White, J. L.; Heidari, M. A.; Travis, M. H. (1995), "Experience in Rotor Balancing of Large Commercial Jet Engines",
88:
66:
17:
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front cylinder bank than on the rear, resulting in reduced rocking couples (at the expense of wider engine width).
631:
come in many different configurations in terms of the 'V' angle and crankshaft configurations. Some examples are:
979:
224:
540:
Secondary reciprocating forces are high, due to all four pistons being in phase at twice the rotating frequency.
1846:
1486:
2085:
2143:
423:
161:
Using the example of an inline engine (where the pistons are vertical), the main reciprocating motions are:
1727:
599:
675:, which have an 18° offset crankshaft resulting in an uneven firing interval. Newer examples, such as the
1216:
Proceedings of the American International Association of Railway Superintendents of Bridges and Buildings
748:
Torsional imbalances are lower than straight-six engines, due to the shorter length of a flat-six engine.
474:
2318:
1670:
910:
specified. Builders in Europe adopted cross-balancing after Le Chatelier published his theory in 1849.
718:
typically use a left–right–right–left crankshaft configuration and have the following characteristics:
105:
1303:
672:
2279:
2193:
2158:
2138:
2090:
1998:
1230:
The Pennsylvania Railroad System at the Louisiana Purchase Exposition - Locomotive Tests and Exhibits
616:
With a V angle of 90 degrees and offset crank pins, a V-twin engine can have perfect primary balance.
1549:
2274:
2115:
1824:
1003:
621:
603:
53:
252:
Mismatch in counter-moving pistons, such as in a single-cylinder engine or an inline-three engine.
2049:
1048:
704:
typically use 180° crankshafts and separate crank throws and have the following characteristics:
417:
1871:
412:
70:
1988:
1829:
695:
flat-twin engine viewed from above, showing the offset between the left & right cylinders
502:
369:
1983:
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1510:
559:
519:
482:
199:
151:
1348:
8:
2133:
2031:
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equivalent coupling for late American locomotives was the friction-damped radial buffer.
576:
343:
1514:
2054:
1851:
1075:
1063:
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275:
203:
129:
543:
Counterweights have been used on passenger car engines since the mid-1930s, either as
534:
Firing interval is perfectly regular (although the power strokes are not overlapping).
509:
Firing interval is perfectly regular (although the power strokes are not overlapping).
435:
113:
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2013:
1978:
1899:
1886:
1579:, vol. 2: Combustion, Fuels, Materials, Design, Massachusetts: The MIT Press,
762:
715:
701:
505:
most commonly use a 120° crankshaft design and have the following characteristics:
454:
400:
306:
Unbalanced eccentric masses on a rotating component, such as an unbalanced flywheel
295:
A rotating imbalance is caused by uneven mass distributions on rotating assemblies
140:
411:
swings from side to side, so that the motion of the small end deviates from ideal
2259:
1970:
1819:
1776:
757:
730:
336:
2125:
2095:
1950:
1717:
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651:
408:
124:
1040:
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typically use a 72° crankshaft design and have the following characteristics:
214:
Even with a perfectly balanced weight distribution of the static masses, some
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1930:
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connected by driving wheels and axles as assembled in a railway locomotive.
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typically use a boxer configuration and have the following characteristics:
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imbalance more difficult to be reduced using crankshaft counterweights.
450:
446:
227:-reduction techniques to minimise the vibration that enters the cabin.
135:
2219:
1960:
1955:
1742:
1722:
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628:
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to eliminate undesirable vibration. These take the form of a pair of
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produces vibration at the frequency of crankshaft rotation, i.e. the
2242:
2238:
2110:
1841:
1766:
1732:
260:
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within 720 degrees of crankshaft rotation. On the other hand, the
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are used), this offset creates a rocking couple within the engine.
2269:
2153:
1232:, The Pennsylvania Railroad Company, 1905, pp. 109, 531, 676
692:
537:
Primary and secondary reciprocating-plane imbalances are present.
388:
104:
refers to how the inertial forces produced by moving parts in an
2080:
2059:
1836:
1786:
1503:
Proceedings of the 13th International Modal Analysis Conference
939:
530:
180° crankshaft design and have the following characteristics:
959:
175:
While the main rotating motions that may cause imbalance are:
1021:
708:
Primary and secondary reciprocating plane balance is perfect.
587:
Primary and secondary reciprocating-plane balance is perfect.
569:
Primary and secondary reciprocating-plane balance is perfect.
512:
Primary and secondary reciprocating-plane balance is perfect.
1613:
Transactions of the American Society of Mechanical Engineers
572:
Primary and secondary rotating-plane imbalances are present.
515:
Primary and secondary rotating-plane imbalances are present.
2234:
900:
875:
1324:
The Application of Highly Superheated Steam to Locomotives
913:
711:
Primary and secondary rotating plane imbalance is present.
1681:
1374:
Fatigue Loading and Impact Behaviour of Steam Locomotives
769:
This section is an introduction to the balancing of two
590:
Primary and secondary rotating-plane balance is perfect.
1611:
Fry, Lawford H. (1933), "Locomotive Counterbalancing",
1460:
1458:
662:
are commonly produced in the following configurations:
27:
Balance of reciprocating and rotating engine components
1428:
1330:
1260:
1169:
804:
30:"Primary balance" redirects here. For other uses, see
1577:
The Internal Combustion Engine in Theory and Practice
1186:
1184:
822:
478:
Straight-twin engine with different crankshaft angles
1455:
1416:
1272:
1248:
1196:
1557:, Tony Foale Designs: Benidoleig, Alicante, Spain,
1157:
922:
430:
system: 1922 design by the Lanchester Motor Company
1500:
1404:
1392:
1380:
1353:
1284:
1236:
1181:
1152:The Balancing of the BR Class 9 2-10-0 Locomotives
1128:VFR1200F, Real value of the progress (in Japanese)
996:
2310:
1534:, vol. 331 pages, Paris: Editions TECHNIP,
485:most commonly use the following configurations:
274:The offset distance between crankpins causing a
1479:Handbook for Railway Steam Locomotive Enginemen
1669:
1655:
866:
1509:, Boeing Commercial Airplane Group, fig .3,
940:Piston thrust from connecting rod angularity
460:
449:, the problem is usually avoided by using a
287:axis, similar to a reciprocating imbalance.
960:Similarities with balancing other machinery
1662:
1648:
1476:
1084:, p. 6, Fig. 13. 180°-crank parallel twin.
1072:, p. 6, Fig. 13. 360°-crank parallel twin.
765:showing the crescent-shaped balance weight
235:
89:Learn how and when to remove this message
1728:Crankcase ventilation system (PCV valve)
1470:
1145:
1143:
901:Dynamic balancing of wheel/axle assembly
876:Static balancing of reciprocating weight
803:
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331:
259:, such as in a V6 engine without offset
168:Connecting rods moving upwards/downwards
145:
134:
123:
112:are neutralised with counterweights and
52:This article includes a list of general
1601:
1529:
1434:
1336:
1266:
1175:
914:Determination of acceptable hammer blow
811:(K 88) showing drivers (without tender)
799:
357:do not experience torsional imbalance.
14:
2311:
1574:
1477:Commission, British Transport (1998),
1446:
1306:, "Engine-Tender Buffer Mechanism"
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1202:
1190:
1163:
1140:
1081:
1069:
1027:
290:
230:
1597:, vol. 1st ed., Blackie and Son
1041:"Primary Engine Balance - Explained"
752:
612:have the following characteristics:
375:
360:
38:
1610:
1451:, Longman's Green And Co., fig. 301
1410:
1398:
1386:
1359:
1290:
1242:
469:
407:This is because the big end of the
24:
1149:
1124:
823:Measuring the effects of unbalance
209:
58:it lacks sufficient corresponding
32:Primary balance (statistical term)
25:
2330:
1532:MĂ©canique des moteurs alternatifs
726:Secondary imbalances are minimal.
1575:Taylor, Charles Fayette (1985),
1449:Steam Engine Theory And Practice
1371:
923:Response of wheel to hammer blow
165:Pistons moving upwards/downwards
43:
1830:Overhead valve (pushrod) layout
1564:from the original on 2013-12-27
1494:
1440:
1365:
1342:
1315:
1296:
1222:
1208:
1051:from the original on 2021-12-21
980:Noise, vibration, and harshness
683:
455:180° or single-plane crankshaft
401:180° or single-plane crankshaft
372:(first harmonic) of an engine.
1623:, Edward Arnold, Chapter IV –
1593:Clark, Daniel Kinnear (1855),
1118:
1087:
1033:
622:fork-and-blade connecting rods
604:Fork-and-blade connecting rods
192:
13:
1:
985:
268:reciprocating plane imbalance
246:reciprocating phase imbalance
1625:The Balancing of Locomotives
594:
7:
1004:"AutoZine Technical School"
968:
10:
2335:
1671:Internal combustion engine
867:Static balancing of wheels
106:internal combustion engine
29:
2288:
2252:
2212:
2167:
2139:Diesel particulate filter
2124:
2091:Idle air control actuator
2073:
2040:
2032:Engine control unit (ECU)
2022:
1969:
1923:
1885:
1805:
1690:
1677:
1530:Swoboda, Bernard (1984),
1047:. Engineering Explained.
928:wheels at the same time.
461:Effect of cylinder layout
339:for a 1937 Pontiac engine
2204:Viscous fan (fan clutch)
2116:Throttle position sensor
1825:Overhead camshaft layout
1635:, Longmans, Green and Co
1621:The Balancing of Engines
1447:Ripper, William (1903),
673:Chevrolet 90° V6 engines
312:rotating plane imbalance
300:rotating phase imbalance
1743:Core plug (freeze plug)
1602:Johnson, Ralph (2002),
1551:Some science of balance
851:Cole compound Atlantic.
236:Reciprocating imbalance
73:more precise citations.
1633:The theory of Machines
1631:Bevan, Thomas (1945),
1322:Garbe, Robert (1908),
812:
766:
696:
606:
503:Straight-three engines
479:
451:cross-plane crankshaft
431:
418:mathematical equations
393:
385:
340:
154:
143:
132:
128:Operating cycle for a
1619:Dalby, W. E. (1906),
807:
761:A driving wheel on a
760:
691:
602:
560:Straight-five engines
520:Straight-four engines
483:Straight-twin engines
477:
426:
391:
383:
370:fundamental frequency
335:
149:
138:
127:
1984:Compression ignition
1604:The Steam Locomotive
1548:Foale, Tony (2007),
800:Sources of unbalance
577:Straight-six engines
200:reciprocating motion
152:straight-four engine
2134:Catalytic converter
1515:1995SPIE.2460.1338W
526:) typically use an
524:inline-four engines
344:Torsional vibration
328:Torsional vibration
120:Causes of imbalance
2260:Knocking / pinging
1852:Combustion chamber
1606:, Simmons-Boardman
1372:Dick, Stephen M.,
813:
767:
697:
607:
553:half-counterweight
549:semi-counterweight
545:full counterweight
480:
432:
394:
386:
376:Secondary balance
361:Primary imbalance
341:
291:Rotating imbalance
231:Types of imbalance
204:rotating unbalance
155:
144:
133:
130:four-stroke engine
2319:Engine technology
2306:
2305:
2275:Stratified charge
2042:Electrical system
2024:Engine management
1857:Compression ratio
1797:Starter ring gear
1696:rotating assembly
1595:Railway Machinery
1125:Sagawa, Kentaro,
1095:"sne-journal.org"
975:Balancing machine
753:Steam locomotives
716:Flat-four engines
702:Flat-twin engines
413:sinusoidal motion
397:Secondary balance
366:Primary imbalance
99:
98:
91:
18:Secondary balance
16:(Redirected from
2326:
2149:Exhaust manifold
2014:Spark plug wires
1900:Boost controller
1887:Forced induction
1664:
1657:
1650:
1641:
1640:
1636:
1627:
1615:
1607:
1598:
1589:
1571:
1570:
1569:
1563:
1556:
1544:
1518:
1517:
1498:
1492:
1491:
1474:
1468:
1462:
1453:
1452:
1444:
1438:
1432:
1426:
1420:
1414:
1408:
1402:
1396:
1390:
1384:
1378:
1377:
1369:
1363:
1357:
1351:
1349:martynbane.co.uk
1346:
1340:
1334:
1328:
1327:
1319:
1313:
1312:
1311:
1307:
1300:
1294:
1288:
1282:
1276:
1270:
1264:
1258:
1252:
1246:
1240:
1234:
1233:
1226:
1220:
1219:
1212:
1206:
1200:
1194:
1188:
1179:
1173:
1167:
1161:
1155:
1154:
1147:
1138:
1137:
1136:
1135:
1122:
1116:
1115:
1113:
1112:
1106:
1100:. Archived from
1099:
1091:
1085:
1079:
1073:
1067:
1061:
1060:
1058:
1056:
1037:
1031:
1030:, p. 2, Fig. 2a.
1025:
1019:
1018:
1016:
1014:
1008:www.autozine.org
1000:
837:
836:
832:
763:steam locomotive
731:Flat six engines
470:Straight engines
255:Unevenly spaced
216:cylinder layouts
141:flat-twin engine
94:
87:
83:
80:
74:
69:this article by
60:inline citations
47:
46:
39:
21:
2334:
2333:
2329:
2328:
2327:
2325:
2324:
2323:
2309:
2308:
2307:
2302:
2284:
2280:Top dead centre
2248:
2208:
2163:
2120:
2069:
2043:
2036:
2025:
2018:
1965:
1919:
1881:
1837:Tappet / lifter
1820:Flathead layout
1810:
1801:
1695:
1686:
1673:
1668:
1587:
1567:
1565:
1561:
1554:
1542:
1521:
1499:
1495:
1489:
1475:
1471:
1463:
1456:
1445:
1441:
1433:
1429:
1421:
1417:
1409:
1405:
1397:
1393:
1385:
1381:
1376:, Hanson-Wilson
1370:
1366:
1358:
1354:
1347:
1343:
1335:
1331:
1320:
1316:
1309:
1302:
1301:
1297:
1289:
1285:
1277:
1273:
1265:
1261:
1253:
1249:
1241:
1237:
1228:
1227:
1223:
1214:
1213:
1209:
1201:
1197:
1189:
1182:
1174:
1170:
1162:
1158:
1150:Jarvis, J. M.,
1148:
1141:
1133:
1131:
1123:
1119:
1110:
1108:
1104:
1097:
1093:
1092:
1088:
1080:
1076:
1068:
1064:
1054:
1052:
1045:www.youtube.com
1039:
1038:
1034:
1026:
1022:
1012:
1010:
1002:
1001:
997:
988:
971:
962:
942:
925:
916:
903:
878:
869:
834:
830:
829:
825:
802:
755:
686:
597:
551:(also known as
528:up–down–down–up
472:
463:
378:
363:
337:Harmonic damper
330:
293:
238:
233:
212:
210:Cylinder layout
195:
150:Operation of a
139:Operation of a
122:
95:
84:
78:
75:
65:Please help to
64:
48:
44:
35:
28:
23:
22:
15:
12:
11:
5:
2332:
2322:
2321:
2304:
2303:
2301:
2300:
2295:
2289:
2286:
2285:
2283:
2282:
2277:
2272:
2267:
2262:
2256:
2254:
2250:
2249:
2247:
2246:
2232:
2227:
2222:
2216:
2214:
2210:
2209:
2207:
2206:
2201:
2196:
2191:
2185:
2184:
2179:
2173:
2171:
2169:Cooling system
2165:
2164:
2162:
2161:
2156:
2151:
2146:
2141:
2136:
2130:
2128:
2126:Exhaust system
2122:
2121:
2119:
2118:
2113:
2108:
2103:
2098:
2096:Inlet manifold
2093:
2088:
2083:
2077:
2075:
2071:
2070:
2068:
2067:
2062:
2057:
2052:
2046:
2044:
2041:
2038:
2037:
2035:
2034:
2028:
2026:
2023:
2020:
2019:
2017:
2016:
2011:
2006:
2001:
1996:
1991:
1986:
1981:
1975:
1973:
1967:
1966:
1964:
1963:
1958:
1953:
1951:Fuel injection
1948:
1943:
1938:
1933:
1927:
1925:
1921:
1920:
1918:
1917:
1912:
1907:
1902:
1897:
1891:
1889:
1883:
1882:
1880:
1879:
1874:
1869:
1864:
1859:
1854:
1849:
1844:
1839:
1833:
1832:
1827:
1822:
1816:
1814:
1803:
1802:
1800:
1799:
1794:
1789:
1784:
1779:
1774:
1769:
1764:
1759:
1745:
1740:
1735:
1730:
1725:
1720:
1718:Connecting rod
1715:
1710:
1705:
1699:
1697:
1688:
1687:
1678:
1675:
1674:
1667:
1666:
1659:
1652:
1644:
1638:
1637:
1628:
1616:
1608:
1599:
1590:
1585:
1572:
1545:
1540:
1520:
1519:
1493:
1487:
1481:, p. 92,
1469:
1467:, p. 167.
1454:
1439:
1437:, p. 265.
1427:
1425:, p. 457.
1415:
1413:, p. 442.
1403:
1401:, p. 432.
1391:
1389:, p. 434.
1379:
1364:
1362:, p. 411.
1352:
1341:
1339:, p. 267.
1329:
1314:
1295:
1293:, p. 431.
1283:
1281:, p. 102.
1271:
1269:, p. 252.
1259:
1257:, p. 456.
1247:
1245:, p. 444.
1235:
1221:
1207:
1205:, p. 178.
1195:
1180:
1178:, p. 256.
1168:
1166:, p. 193.
1156:
1139:
1117:
1086:
1074:
1062:
1032:
1020:
994:
987:
984:
983:
982:
977:
970:
967:
961:
958:
941:
938:
936:105 mph.
924:
921:
915:
912:
902:
899:
877:
874:
868:
865:
860:
859:
855:
852:
824:
821:
801:
798:
754:
751:
750:
749:
746:
743:
739:
728:
727:
724:
713:
712:
709:
685:
682:
681:
680:
677:Honda C engine
668:
657:
656:
652:Honda VFR1200F
640:
626:
625:
617:
610:V-twin engines
596:
593:
592:
591:
588:
585:
574:
573:
570:
567:
557:
556:
541:
538:
535:
517:
516:
513:
510:
500:
499:
495:
491:
471:
468:
462:
459:
440:balance shafts
436:balance shafts
409:connecting rod
377:
374:
362:
359:
355:Radial engines
329:
326:
325:
324:
320:
308:
307:
292:
289:
281:
280:
276:rocking couple
264:
263:
253:
237:
234:
232:
229:
221:balance shafts
219:managed using
211:
208:
194:
191:
187:
186:
183:
180:
173:
172:
169:
166:
121:
118:
114:balance shafts
102:Engine balance
97:
96:
51:
49:
42:
26:
9:
6:
4:
3:
2:
2331:
2320:
2317:
2316:
2314:
2299:
2296:
2294:
2291:
2290:
2287:
2281:
2278:
2276:
2273:
2271:
2268:
2266:
2263:
2261:
2258:
2257:
2255:
2251:
2244:
2240:
2236:
2233:
2231:
2228:
2226:
2223:
2221:
2218:
2217:
2215:
2211:
2205:
2202:
2200:
2197:
2195:
2192:
2190:
2187:
2186:
2183:
2182:Water cooling
2180:
2178:
2175:
2174:
2172:
2170:
2166:
2160:
2159:Oxygen sensor
2157:
2155:
2152:
2150:
2147:
2145:
2142:
2140:
2137:
2135:
2132:
2131:
2129:
2127:
2123:
2117:
2114:
2112:
2109:
2107:
2104:
2102:
2099:
2097:
2094:
2092:
2089:
2087:
2084:
2082:
2079:
2078:
2076:
2074:Intake system
2072:
2066:
2065:Starter motor
2063:
2061:
2058:
2056:
2053:
2051:
2048:
2047:
2045:
2039:
2033:
2030:
2029:
2027:
2021:
2015:
2012:
2010:
2007:
2005:
2004:Ignition coil
2002:
2000:
1997:
1995:
1992:
1990:
1987:
1985:
1982:
1980:
1977:
1976:
1974:
1972:
1968:
1962:
1959:
1957:
1954:
1952:
1949:
1947:
1944:
1942:
1939:
1937:
1936:Petrol engine
1934:
1932:
1931:Diesel engine
1929:
1928:
1926:
1922:
1916:
1913:
1911:
1908:
1906:
1903:
1901:
1898:
1896:
1895:Blowoff valve
1893:
1892:
1890:
1888:
1884:
1878:
1875:
1873:
1870:
1868:
1865:
1863:
1860:
1858:
1855:
1853:
1850:
1848:
1845:
1843:
1840:
1838:
1835:
1834:
1831:
1828:
1826:
1823:
1821:
1818:
1817:
1815:
1813:
1812:Cylinder head
1808:
1804:
1798:
1795:
1793:
1790:
1788:
1785:
1783:
1780:
1778:
1775:
1773:
1770:
1768:
1765:
1763:
1760:
1757:
1753:
1749:
1746:
1744:
1741:
1739:
1736:
1734:
1731:
1729:
1726:
1724:
1721:
1719:
1716:
1714:
1711:
1709:
1706:
1704:
1703:Balance shaft
1701:
1700:
1698:
1693:
1689:
1685:
1683:
1676:
1672:
1665:
1660:
1658:
1653:
1651:
1646:
1645:
1642:
1634:
1629:
1626:
1622:
1617:
1614:
1609:
1605:
1600:
1596:
1591:
1588:
1586:0-262-70027-1
1582:
1578:
1573:
1560:
1553:
1552:
1546:
1543:
1541:9782710804581
1537:
1533:
1528:
1527:
1526:
1525:
1516:
1512:
1508:
1504:
1497:
1490:
1484:
1480:
1473:
1466:
1461:
1459:
1450:
1443:
1436:
1431:
1424:
1419:
1412:
1407:
1400:
1395:
1388:
1383:
1375:
1368:
1361:
1356:
1350:
1345:
1338:
1333:
1325:
1318:
1305:
1299:
1292:
1287:
1280:
1275:
1268:
1263:
1256:
1251:
1244:
1239:
1231:
1225:
1218:, p. 195
1217:
1211:
1204:
1199:
1193:, p. 458
1192:
1187:
1185:
1177:
1172:
1165:
1160:
1153:
1146:
1144:
1130:
1129:
1121:
1107:on 2016-11-22
1103:
1096:
1090:
1083:
1078:
1071:
1066:
1050:
1046:
1042:
1036:
1029:
1024:
1009:
1005:
999:
995:
993:
992:
981:
978:
976:
973:
972:
966:
957:
953:
949:
945:
937:
933:
929:
920:
911:
907:
898:
894:
890:
886:
882:
873:
864:
856:
853:
849:
848:
847:
843:
839:
820:
817:
810:
806:
797:
794:
790:
788:
782:
778:
774:
772:
771:steam engines
764:
759:
747:
744:
740:
736:
735:
734:
732:
725:
721:
720:
719:
717:
710:
707:
706:
705:
703:
699:
694:
690:
678:
674:
669:
665:
664:
663:
661:
653:
649:
645:
641:
638:
637:Lancia Fulvia
634:
633:
632:
630:
623:
618:
615:
614:
613:
611:
605:
601:
589:
586:
582:
581:
580:
578:
571:
568:
565:
564:
563:
561:
554:
550:
546:
542:
539:
536:
533:
532:
531:
529:
525:
522:(also called
521:
514:
511:
508:
507:
506:
504:
496:
492:
488:
487:
486:
484:
476:
467:
458:
456:
452:
448:
443:
441:
437:
429:
428:Balance shaft
425:
421:
419:
414:
410:
405:
402:
398:
390:
382:
373:
371:
367:
358:
356:
352:
348:
345:
338:
334:
321:
317:
316:
315:
313:
305:
304:
303:
301:
296:
288:
286:
277:
273:
272:
271:
269:
262:
258:
254:
251:
250:
249:
247:
242:
228:
226:
222:
217:
207:
205:
201:
190:
184:
181:
178:
177:
176:
170:
167:
164:
163:
162:
159:
153:
148:
142:
137:
131:
126:
117:
115:
111:
107:
103:
93:
90:
82:
79:February 2023
72:
68:
62:
61:
55:
50:
41:
40:
37:
33:
19:
2189:Electric fan
1989:Coil-on-plug
1915:Turbocharger
1910:Supercharger
1782:Main bearing
1772:Firing order
1762:Displacement
1708:Block heater
1692:Engine block
1680:Part of the
1679:
1632:
1624:
1620:
1612:
1603:
1594:
1576:
1566:, retrieved
1550:
1531:
1523:
1522:
1506:
1502:
1496:
1478:
1472:
1448:
1442:
1435:Johnson 2002
1430:
1418:
1406:
1394:
1382:
1373:
1367:
1355:
1344:
1337:Johnson 2002
1332:
1326:, p. 28
1323:
1317:
1298:
1286:
1274:
1267:Johnson 2002
1262:
1250:
1238:
1229:
1224:
1215:
1210:
1198:
1176:Johnson 2002
1171:
1159:
1151:
1132:, retrieved
1127:
1120:
1109:. Retrieved
1102:the original
1089:
1077:
1065:
1053:. Retrieved
1044:
1035:
1023:
1011:. Retrieved
1007:
998:
990:
989:
963:
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950:
946:
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930:
926:
917:
908:
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887:
883:
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870:
861:
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840:
826:
818:
814:
795:
791:
783:
779:
775:
768:
729:
714:
700:
698:
684:Flat engines
658:
647:
627:
608:
575:
558:
552:
548:
544:
527:
523:
518:
501:
481:
464:
444:
433:
406:
396:
395:
365:
364:
353:
349:
342:
311:
309:
299:
297:
294:
284:
282:
267:
265:
257:firing order
245:
243:
239:
213:
196:
188:
174:
160:
156:
110:steam engine
101:
100:
85:
76:
57:
36:
2213:Lubrication
2177:Air cooling
1994:Distributor
1946:Fuel filter
1924:Fuel system
1905:Intercooler
1872:Timing belt
1862:Head gasket
1792:Piston ring
809:NZR K class
787:hammer blow
490:cylinders).
319:crankshaft.
193:Static mass
71:introducing
2265:Power band
2225:Oil filter
2199:Thermostat
2144:EGT sensor
2106:MAF sensor
2101:MAP sensor
2086:Air filter
2050:Alternator
2009:Spark plug
1941:Carburetor
1867:Rocker arm
1807:Valvetrain
1738:Crankshaft
1682:Automobile
1568:2013-11-04
1488:0711006288
1465:Clark 1855
1423:Bevan 1945
1304:US 2125326
1279:Dalby 1906
1255:Bevan 1945
1203:Clark 1855
1191:Bevan 1945
1164:Clark 1855
1134:2014-02-09
1111:2016-11-21
1082:Foale 2007
1070:Foale 2007
1028:Foale 2007
986:References
660:V6 engines
644:Honda RC36
629:V4 engines
555:) designs.
447:V8 engines
179:Crankshaft
54:references
1999:Glow plug
1961:Fuel tank
1956:Fuel pump
1723:Crankcase
991:Citations
693:BMW R50/2
595:V engines
310:Types of
298:Types of
266:Types of
261:crankpins
244:Types of
223:or other
182:Camshafts
2313:Category
2298:Category
2243:Dry sump
2239:Wet sump
2230:Oil pump
2194:Radiator
2111:Throttle
1971:Ignition
1842:Camshaft
1767:Flywheel
1748:Cylinder
1733:Crankpin
1559:archived
1411:Fry 1933
1399:Fry 1933
1387:Fry 1933
1360:Fry 1933
1291:Fry 1933
1243:Fry 1933
1055:20 March
1049:Archived
1013:6 August
969:See also
723:heights.
453:, and a
2270:Redline
2154:Muffler
2055:Battery
1979:Magneto
1524:Sources
1511:Bibcode
833:⁄
738:regard.
620:unless
584:regard.
498:engine.
494:engine.
279:engine.
67:improve
2293:Portal
2081:Airbox
2060:Dynamo
1787:Piston
1777:Stroke
1756:layout
1684:series
1583:
1538:
1485:
1310:
56:, but
2253:Other
1877:Valve
1847:Chest
1562:(PDF)
1555:(PDF)
1105:(PDF)
1098:(PDF)
742:used.
314:are:
302:are:
270:are:
248:are:
2235:Sump
1752:bank
1713:Bore
1581:ISBN
1536:ISBN
1507:2460
1483:ISBN
1057:2020
1015:2019
635:The
2220:Oil
1809:and
1694:and
648:and
547:or
445:In
225:NVH
108:or
2315::
2241:,
1754:,
1505:,
1457:^
1183:^
1142:^
1043:.
1006:.
420:.
206:.
2245:)
2237:(
1758:)
1750:(
1663:e
1656:t
1649:v
1513::
1114:.
1059:.
1017:.
835:8
831:5
285:X
92:)
86:(
81:)
77:(
63:.
34:.
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
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