SAE TECHNICAL PAPER SERIES

2008-36-0219

Balancer Shaft Development for a In-line 4 Cylinder High Speed Diesel Engine
Alexandre Augusto Riginik Ferreira MSX International Caetano Calviti Navistar, Inc Frederico Barbieri Celso Argachoy MWM International Motores

2008-36-0219

Balancer Shaft Development for a In-line 4 Cylinder High Speed Diesel Engine
Alexandre Riginik Ferreira
MSX International

Caetano Calviti
Navistar, Inc

Frederico Barbieri Celso Argachoy

MWM International Motores
Copyright 2008 Society of Automotive Engineers, Inc

ABSTRACT Internal combustion engine noise and vibration is a major issue for car makers, and this is even more important for High-Level Pick-ups and SUVs which applies the modern diesel engines. One important player in this scenario is the second-order unbalanced forces vibration produced for the conventional inline 4 cylinder engine configurations, which leads to highfrequency excitation of vehicles structure and consequent internal noise. This paper studies the balancer shaft solution for the mentioned engine configuration, as well as major design alternatives and development process and issues. This paper also presents an example of balancer shaft design and development for a high speed diesel engine, as well as proposes a design-decision matrix methodology applied. Such methodology, which can be applied to any design or engineering case, is a way to design engineers to make the right decision amongst the different options that are always offered by a very simple and objective matrix. INTRODUCTION Modern diesel engines are today widely applied to luxury cars and SUVs. This class of vehicle offers their costumers several advantages like status, performance, safety and ride comfort. Specifically related to comfort, noise and vibration transferred to the vehicle occupants is one of the major concerns, and it is there where engine plays an important role for the overall customer satisfaction, being one of the most important noise and vibration sources.

Apart from the noise produced during the combustion process that is transferred through the engine parts (like crankcase and cylinder head) and air path, engine also vibrates. This internal engine components vibration affects other vehicle subsystems, like transmission and even the whole structure (body), affecting occupants ride perception and causing dissatisfaction due to vibration itself or due to the noise created by the structure and other components vibrations. As it will be discussed in the next topics, main engine vibration is caused due to unbalanced first and second order forces due to pistons movement. Tijis vibration can be attenuated by using a balancer shaft device which reduces engine vibration level outwards to the engine mountings and the vehicle structure. FOUR-CYLINDER IN-LINE BALANCER SHAFT FUNDAMENTALS Internal combustion engines vibrations can be divided in two modes: - Torsional vibration of components caused by elastic deformation under the influence of combustion impulses [2]. - Vibration of engine and its rigid components caused by imbalance of alternative rotating and reciprocating parts movement. This alternative movement of piston, connecting rod, piston pin and rings with their masses and inertia are constantly accelerating, decelerating and changing its direction. These forces pulling radially outward

from the centre remains constant but its direction is changing continuously as it moves in its circular path. These inertia forces are transferred to the engine crankcase producing vibration in whole engine structure and consequently to vehicle body and passengers. This phenomena must be avoided or be minimized as much as possible using adequate project artifices in order to balance these all inertial forces, or part of them, otherwise it will generates huge discomfort for the user and may also affect vehicle components durability. The dynamic balancing of the multi-cylinder engine depends on whether the rotating and reciprocating masses satisfy the static and dynamic equilibrium or not simultaneously [9,]. Engine inertia forces are totally balanced when there is no force or moment of inertia radiated from the engine crankcase (what doesnt mean that there is not residual forces and moments internal to the crankcase, as well as deformations and internal tensions). The Table 1 below shows not only those basic loads imposed by the unbalanced mass inertia, but also by natural irregularities of combustion gas forces inside engine cylinders. It is also mentioned what would the possible effects of those forces and possible solutions to eliminate or minimize them. Table1. Forces and moments applied to the piston, connecting rod and crankshaft assembly [1].

crankpin along the line-of-stroke being relayed to the piston via the connecting rod. It is represented by the 2 first term of the inertia force equation above, F1 = m r cos , and it reaches a maximum value twice per revolution, when = 0 and 180. The second term of the inertia force equation F2=m2r(cos2 /n ) is the secondary inertia force (2nd order). It is produced by the piston mass due to the rotating crankpin outward and inward projected movement perpendicular to the piston via the inclined connecting rod. It reaches a maximum value four times per revolution, when = 0, 90, 180 and 270. When the crankpin rotates, its projected movements for each crank-angle position, both along the line-of-stroke and perpendicular to the line-ofstroke occur simultaneously, this then causes a resultant acceleration or deceleration motion to the piston and hence a corresponding inertia force will be created by the reciprocating piston mass [2]. Table 2 shows what would be the forces and free moments which affects an in-line 4 cylinder. Only the 2nd order is relevant because it is the order of shaking mass forces and it is also the firing order [6]. Table 2. 1st and 2nd order forces and free moments and the ignition interval for an inline 4 cylinder engine. [1].

A complete balancing of all inertia forces created by moving masses is only possible if the common center of gravity of all moving parts is identical with the rotational center of gravity of the crankshaft for each crankshaft position [3]. These 2nd order forces could be compensated by 2 counterweight shafts designed for opposed rotation at a rate twice that on the crankshaft. Although desirable, it is not always possible to compensate 100% of force and moments, due to some project limitations such as package, for example. It is then necessary to analyze the impact on the engine crankcase and its components for installing the balancer shaft unit and make a kind of decision matrix analyzing the trade-off. Sometimes it is possible to achieve 70% or 80% force and moments compensation, which is already good depending on the vibration target, with minor changes on the crankcase and other components as brackets, starter motor, etc. To achieve this remaining percentage sometimes causes too much impact that it is not worth the costs and the effort involved for such small benefit.

The inertia force could be identified by the equation bellow:

F = m 2 r cos m 2 r

cos 2 n

r = crank throw ; = crank angle movement from TDC; = angular velocity of crank. The primary (1st order) inertia force is the force produced by the piston mass due to the rotating

Figure 1 shows a vibration simulation graphic. It compares the same 4 cylinder engine without and with balancer shafts balancing 100% of 2nd order forces. The displacement was evaluated on the engine brackets because thats the place which transfers all engine vibration to the mountings and outwards the vehicle structure. Lower frequency vibrations which have higher amplitudes must be attenuated by engine mountings once the balancer shafts do the same with the higher frequency vibrations.

DESIGN Some decisions had to be made on the design phase and for choosing among design options was used a very simple methodology based on a decision matrix. When there was more than one option to chose, it was risen points stated as strength and weakness of each proposal and it was given grades for each point from 1 to 3 in how much this characteristic would influence on the project. The best grade led to a final decision among the options. CONCEPT To develop a balancer shaft unit for SUV and pick-up applications, was performed a superficial concept study analyzing several aspects in the most traditional options of the market. This study pointed as best trade-off in a balancer unit device to be assembled in the bottom of crankcase, inside the sump and gear driven. This option is the most traditional one because it is the most compact, simple, minimizes the need for re-engineering [8] on the engine or components and provides good result in vibration attenuation. However, the sump to shelter this device must be bigger and further packaging evaluations was necessary.

Figure1. Vibration graphic comparing 4-cylinder with and without balancer shafts As already mentioned before, the balancer shaft should act against the 2nd order forces, which are applied to the whole powertrain system, as represented at Figure 2 of the rigid powertrain model. It is important to observe that the balancer shaft should then act in the same point, the main center of gravity (which is not exactly the engine center of gravity but moved backwards in the axle x, as a contribution of the transmission mass). If then the balancer shafts (and its counterweight forces) are out of this center of gravity, undesirable moments will be created. Best situation then is to place the balancer shafts center of gravity as much as possible to the engines center (or slightly moved backwards), if possible using as much engine length as possible as this way the shafts tends to be smaller in diameter and in principle easier to fit in the package.

These evaluations showed in several applications that such kind of unit was not feasible for most of luxury SUV and pick-up applications due to 4WD front axle interference. Since the objective of the development is to provide more comfort for this class of vehicle, a search for different solutions, as the shafts integrated to crankcase or other alternative was motivated. Also with further studies, it was possible to conclude that the balancer shafts not necessarily must be integrated to the crankcase as the other traditional solution. It is possible to have a balancer shaft unit with great modularity as an add-on device assembled at both crankcase sides. This way it is possible to commonize the crankcase and install or not the balancer unit. The same engine can embrace different applications according to the market or car makers. It is possible to have a luxury vehicle with balancer shafts, consequently more comfort, or a simpler pick up without the module and less comfort. However, the crankcase must be prepared to receive the balancer shaft module and other engine components must be placed where it is possible to guarantee enough space for placing the balancer module. Some machining would be necessary, as for the contact between the shaft gears and the crankshaft gear ring, and other depending on the design. Although, some drillings must be sealed for the version without the balancer shaft unit, as the oil galleries used to feed the system. Designing a modular balancer shaft unit has some package consequences that require attention because it

Figure 2. Powertrain model & balancer shafts assembly positions.

requires more space due to its position farther of the crankshaft, what also means farther from the resultant forces plane. DRIVING SYSTEM - Gears (proposal 1) or chain (proposal 2) was the first ideas of driving systems for the balancer shaft unit. At first glance, chain would be a good solution for driving the system due to the possibility to obtain good durability and such a low levels of noise of this system. Although, it was observed that the chain system would be in fact a kind of a hybrid drive system due to necessity of a gear to invert one shaft rotation direction. Other point raised would be a very compact system when used gears. The same result is not acquired with chains because the system is not so compact, the wrap angle must be well evaluated to avoid chain / tooth jumping and it is necessary also to find space for chain tensioners. One of the most important arguments raised to make this decision would be the high chain loads due to high effective inertia of the balancer shafts that would be rotating at twice speed ratio, which means, more than 9000 rpm. All of these high loads can create very high chain impact loads leading to bush fatigue failure and premature chain failure. It is also important to consider the modularity of the system. With gears is possible to create a balancer shaft module that can be applied on the engine weather is wanted or not. The housing will be already machined on the crankcase and if the engine version doesnt receive the balancer shaft system, it will be necessary just a couple of cup plugs to guarantee the sealing. The decision matrix with all raised points evaluated is shown on the next Table (Table 3). Table 3. Decision matrix evaluating the drive system options.

Shells dont need special tools to assemble or to replace. This process is very easy and can be done manually. One process disadvantage on using shells is the necessity of locator notch to guide axial position and allow proper fitting assembling. In terms of design and performance both options are extremely close on the score. Each one with their particularities (advantages or disadvantages on this case) and with common characteristics, for example: both options have design advantages as apply microprofiling as internal surface finishing. This is a well used artifice to enhance the durability of the system since it produces a more distributed pressure field since it self-profiles according to the shaft geometry and deformations due to operation conditions, the working temperature is lower and oil is kept inside its microgrooves helping the lubrication. However, only bushing can use outer diameter groove for the oil feeding of the system. On the other hand, shells have other positive aspects that can be mentioned as eccentricity and possibility to use flanges for thrust bearings. Other important aspect raised was the balancer shafts diameter. For balancing forces and moments, the shafts must have an unbalanced mass (kg*mm) rotating with the engine. With bushing this axle outer diameter is compromised since on the assembling process the axle must pass through the bushings. With the shells it is possible to assembly one half of the bearings, assembly the shaft and then assembly the other half of the bearings. This way it is possible to work with smaller balancer shafts but with bigger unbalanced outer diameters. Other point important to mention is the larger the bearings, higher the friction, what means, more losses. The decision matrix evaluating the bearings system is shown on the Table 4 below. Table 4. Decision matrix evaluating the bearings options.

BEARINGS - It was analyzed the possibility to work with bearing shells (proposal 1) or bushings (proposal 2) for the balancer shaft module. It was raised positive and negative points of both options in terms of process and design / performance. In terms of process, bushing provides more precision and control than shells. It is possible to guarantee tighter tolerances but may require machining process after installation and this option also requires assembly device with high pressfit.

HOUSING AND COVER - Considering a modular unit for the balancer shaft system, it is important to evaluate some design aspects of the housing and cover. It was evaluated three similar but different proposals: Cast iron housing with integrated bearing caps (proposal 1), cast iron housing with separated bearing caps (proposal 2) and plastic or metal sheet cover with separated bearing caps (proposal 3).

Both separated bearing caps proposals have a positive aspect of possibility to have sintered caps. This means good and cheap solution and is also possible to commonize these parts having only one design. On the other hand, separated bearing caps also means more parts on the system, thats why integrated bearing caps has one positive aspect: less parts. Separated bearing caps have other negative aspect in common. Both options have additional machining cost to guarantee enough alignment, preciseness and the necessity of dowels. One very considered point was the weight of the housing and cover. The Cast iron housing with separated bearing caps was considered the heaviest proposal among the others. The opposite result is achiever with plastic or sheet metal cover since it is possible to work with lighter materials as plastic or aluminum. For this last option, it is important to evaluate the neighborhood temperature due to the plastic metal sheet temperature resistance and the aluminum metal sheet could dilate. Other aspect important to evaluate is the air borne noise radiation. This option may be worse on this aspect but this phenomenon could be attenuated by using antiphon metal sheets. The Table 5 shows the decision matrix evaluating the housing and the cover with all points raised to evaluate. Table 5. Decision matrix evaluating the unit housing and cover options.

Figure 3. Balancer shaft housing with assembled shaft. To avoid shafts axial movement due to axial loads produced mainly because of helical gears, it is necessary axial bearings. On this project the axial bearing was assembled on the middle bearing but could be placed on the other two positions. Bellow it is possible to see the bearings and the bearing cap assembled.

Figure 4. Bearings and bearing caps assembled. Bearing quantity and positions related to the engine and driving system is an important parameter to optimize bearing loads distribution, shaft deflection as well as shafts vibration transfer to engine structure. Balancer shafts bearings must be always aligned with the crankshaft main bearings, so the balancer shaft is attached to the whole block structure and not thin and low stiffness walls. The Figure below shows the best counterweights and bearings positioning in order to get best shaft deflection behavior. In this case deflection at bearing regions approaches zero, which is the ideal situation for the bearing wearing result, as well as allow clearance reductions.

Bellow on Figure 3 it is possible to see a sketch of the balancer shaft housing with the shaft assembled on the engine. To seal the housing it is being considered using a rubber gasket. It is very important to consider crankcase machining to return to the sump the oil used on the system lubrication. It is vital to avoid oil accumulation on the housing because if this happens, even with rubber gasket, the sealing could be compromised and oil would leak through the joint.

Figure 5. Ideal distribution of the balancer shaft bearings coinciding with the crankcase main bearings

LUBRICATION - One important subject and also linked to the bearings is the system lubrication. Since the shafts have a considered mass rotating in double speed ratio, it is important to evaluate the loads applied on the bearings and their hydrodynamic behavior. To supply oil to the other bearings, the oil provided from the gallery must be pressured to guarantee enough flow considering all drop pressure. The oil enters inside the shaft by the 3rd bearing which distributes oil to the other bearings (Figures 6 and 7). The shaft (Figure 7) has a thru hole which will supply oil to the other two bearings. Balls are inserted with pressefit to avoid drop pressure and oil leakage by the shaft extremities. There is also a groove on the shaft diameter on the region of the 3rd bearing to help the oil flow to inside the shaft to fill other two bearings.

power loss which wants to minimize and depends on these parameters mentioned above. The shafts have asymmetrical masses rotating and the loads applied to the bearings are proportional to the engine speed. The faster the engine speed, the higher are the centrifugal loads applied. It is important to mention the difference between the loads distribution on low and high speeds. It is expected a asymmetrical load distribution through the bearings within low speeds because of the contact gearing loads. With higher speeds, the centrifugal loads are higher and the gears loads become negligible. The loads within the middle bearing (bearing 2 on Figure 3) are expected to be higher since the unbalanced mass around it is larger and this produces higher resultants. The bearing 1 has the lowest applied load because there is less unbalanced mass around it and at one side only. All this statements could be confirmed bellow on Figure 8, where it is shown the loads distribution graphic within the bearings at 3200 rpm and 4500 rpm engine speed (shafts at 6400 rpm and 9000 rpm).

Figure 6. Oil path through the gallery to the shaft.

Figure 8. Loads graphic applied within the bearings Figure 7.Shaft with grove and holes to oil passage Some parameters to consider in the hydraulic behavior and most important to the secure of the bearing system are the MSL (maximum specific load), which indicates the maximum load related to the projected area, the POFP (peak oil film pressure) which is used to define the bearings material in terms of fatigue and the MOFT (minimum oil film thickness) which verifies the wear and seizure resistance. Other important parameters to evaluate and guarantee a robust design is the oil flow, the operation temperatures due to friction between oil layers and Besides cost, additional weight, and complexity added, the balancer unit also increases the friction of the engine what produces power loss. As said, the power loss depends directly to the bearings parameters. The graphic below (Figure 9) shows simulation results of the power loss an engine speed 4500 rpm for two different conditions (maximum and minimum clearances) of the bearings. It is possible to compare the total power loss on the 6 bearings for these two operations conditions. With minimum clearance there is more friction which results in more power loss. This operation configuration generates 506 W of power loss whereas the maximum clearance has better results generating only 317 W of power loss.

REFERENCES [1] BOSCH, Automotive Handbook, SAE, 6th edition, Robert Bosch GmbH, 2005 [2] HEISLER, H., Advanced Engine Technology, SAE, 1995 [3] van BASSHUYSEN, R., SCHFER, F., Modern Engine Technology from A to Z, SAE International & Siemens VDO, 2004 [4] MADUREIRA, O.M., Motores Rudos e Vibraes em Motores de Combusto Interna, IMT - Instituto Mau de Tecnologia, So Caetano do Sul, 2000 [5] GARCIA, O., BRUNETTI, F., Motores de Combusto Interna, 2 Edio, 1992 [6] ECKER, H., SCHWADERLAPP M., GILL, D.K., Downsizing of Diesel Engines: 3-Cylinder / 4Cylinder, SAE, 2000-01-0990, 2000 [7] MARZY, R., HLZL, A., Mass Balancer Systems for Combustion Engines: New Simulation Tools Alternative Materials Future Concepts, International Vienna Motor Symposium, Vienna, 2006 [8] MEEK, D., ROBERTS, M., Balance Shaft Conversion of a Four Cylinder Engine The Challenges of Packaging and Mechanical Integration, SAE, 981084, 1998 [9] SUH, K., YOON, H., LEE, Y. A Study on the Balancing of the Three-Cylinder Engine with Balance Shaft, SAE, 2000-01-0601, 2000

Figure 9. Power loss for minimum and maximum operational bearing clearances. CONCLUSIONS Internal combustion engines have a dynamics which generates rotational movement on crankshaft from pistons alternative translation movement. Pistons, connecting rods, piston pins and rings with their masses constantly accelerating and decelerating generates unwanted vibration which affects customer ride comfort when transferred to vehicle structure. Inline 4 cylinder engine vibration can be attenuated by balancing 2nd order forces and moments with twin balancer shafts rotating twice speed ratio in opposite direction of crankshaft. SUVs and Pick-ups 4WD axle could interfere with the balancer shaft module assembled on the sump. Two shafts assembled at opposite sides of the engine is an alternative for balancing the forces. High inertia forces at double speed engine ratio can cause premature durability failure suggesting that gears are the most robust option for driving the balancer shaft system, although design and manufacturing measures are needed for noise control. Shells allow more versatility on the shafts design, the assembling process is simpler and facilitate to have an add-on unit. Bushings limit the shafts diameter, what could interfere on the achieved balancing ratio. Using a sheet metal or plastic cover could provide a light good solution for an add-on unit but airborne noise must be evaluated and some actions must be required to attenuate the radiated sound. The same engine used by different car makers for different markets or countries, may or may not have a balancer shaft unit using the same engine crankcase. It can be even sold separately as optional depending on the vehicle version. This allows more versatility for car makers on choosing an engine for their vehicles and for engine makers to save costs having the same part for different applications.