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htm

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Static and Dynamic Balance.

Rotating parts such as crankshafts can be dynamically or statically balanced. Dynamic balance, or balance due to the
action of inertia forces, modifies the distribution of mass so that the centre of mass is about the principal axis of rotation.
At this location the resultant inertia forces of the rotating system is zero. Dynamic balance is performed by spinning the
shaft. Since an unbalanced inertial force increases as the square of the speed, spinning the shaft magnifies the amount of
imbalance to a measurable level.
Static balance is the balance of forces due to the action of gravity. Static balance involves weight matching and balance
beam matching of components. If the centre of gravity of a crankshaft does not lie on the mechanical axis, then the
crankshaft will turn until the centre of gravity is directly beneath the mechanical axis.
The difference between static and dynamic balance is that dynamic balance not only balances inertia forces but also
centrifugal couples. Both static and dynamic balance only affects first order vibrations.

Engine external unbalanced moments.

Usually these comprise of:

a. The 1st order moments which act in both horizontal and vertical directions and are due to the inertia forces acting
on the rotating masses which are constant in magnitude at constant speed, but change in direction. These have a
frequency corresponding to the engine speed.
b. The 2nd order moments which act in the vertical direction only because they are due to inertia forces of the
reciprocating masses and are dependant on the piston position. These have a frequency of twice the engine speed.

Moments of higher orders exist but are normally small enough to be ignored.

First Order Moments

First order moments generally cause no vibration problems except in 4

cylinder engines where resonance with 2 or 3 node mode vertical hull
vibration can occur.

Counterweights are fitted to the crankshaft to reduce the vertical moment

to an insignificant value. Depending on how the counterweights are fitted,
the horizontal moment may be simultaneously increased, but this should
not matter as resonance with the horizontal moment of hull vibration
normally occurs at a speed outside of the engines operating range. Where
this is not the case then a first order moment compensator is fitted to the
engine as shown

Second Order Moments

Second order moments can cause resonance with 4 and 5 node modes of hull vertical vibration. The resonance causes
vibration of high amplitude which can damage components. These second order moments act in the vertical direction only
because they are due to inertia forces of the reciprocating masses and are dependant on the piston position. They have a
frequency of twice the engine speed.

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Balance Weights http://www.marinediesels.co.uk/members/timing chains/balance_weights.htm

The vibration can be damped by fitting chain driven second order compensators
on the engine which are known as Lanchester balancers.

They consist of two weights which rotate in opposite directions, rotating at

twice engine speed. They are driven either by the main timing chain , or by a
separate chain driven from camshaft or crankshaft.

The counterweights are arranged so that the direction of the compensation will
always be opposite to the direction of the external moment. Because they are
rotating in opposite directions, any horizontal compensation is cancelled out.
The second order moment is at twice engine speed, so the weights must rotate at
twice engine speed

To be effective, there must be an

adequate distance between the
point where the force is acting to
the node of vibration.

In the diagram opposite the

balance weights can be driven by
the timing chain because there is
an adequate distance between the
balance weights and the node of
vibration.

If the node was close to the aft

end of the engine, then the
balance weights would be fitted
at the forward end, driven by a
separate chain.

This is the second order compensator drive fitted at the

The photograph shows one of the balance weights
forward end of a MAN B&W MC engine.

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Balance Weights http://www.marinediesels.co.uk/members/timing chains/balance_weights.htm

General arrangement of a moment compensator fitted to a

Sulzer engine, and driven by the camshaft.

General arrangement of a crankshaft driven chain compensator

fitted to the forward end of a MAN B&W MC engine

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