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Balancing Otto Engines

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 International Review of Mechanical Engineering (I.RE.M.E.), Vol. 8, n. 3, May 2014

Balancing Otto Engines

Florian Ion T. Petrescu1, Relly Victoria V. Petrescu2

Abstract – Internal combustion engines in-line (whether working in four-stroke or two-stroke

engines-Otto, Diesel, and Lenoir) are generally the most used. Their balancing problem is
extremely important for their proper functioning. There are two possible types of balancing: static
and dynamic. Total static balancing make that the sum of the forces of inertia of a mechanism be
zero. There are also and a partial static balancing. Dynamic balancing means to canceling all the
moments (loads) of the inertial of the mechanism. One mode of design of an in line engine, is the
one with the gap between cranks of 180 [deg], or 120 [deg]. Another type of motor construction is
the engine with opposed cylinders in line, called cylinder "boxers". In this type of engine
(regardless of their position, which is most often vertical) for two-cylinder motor, one has a total
static balancing and a dynamic imbalance. Similar to the model of masses concentrated in rotary
motion, are solved and the balancing of the rotating shafts. An important way to reduce losses of
heat engines is how to achieve a balanced best.

Keywords: Internal combustion engines, Two stroke engines, Four stroke engines, Static balancing,
Dynamic balancing, Forces of inertia, Moments of inertia

Nomenclature
s B : is the first piston displacement;
sB : is the first piston acceleration;
s D : is the second piston displacement;
sD : is the second piston acceleration;
r: is the length of the crank;
l: is the length of the connecting rod;
a: is the distance between the first and the second piston;
1 : is the angle that positions the first crank;
 2 : is the angle that positions the first connecting rod;
1' : is the angle that positions the second crank;
 2 ' : is the angle that positions the second connecting
rod;
1 : is the angular velocity of the crank;
 2 : is the angular velocity of the connecting rod;
m p : is the piston mass
FBi : is the force of inertia of the first piston;
FDi : is the force of inertia of the second piston;
M i : is the moment of inertia (torque generated by the
two forces of inertia).
I. Introduction
At an internal combustion engine, approximately one-
third of total fuel input energy is converted to useful
work. A major part of the energy is lost with the exhaust
gases. In addition, another major part of energy input is
rejected in the form of heat via the cooling system. The
importance of this study is to identify the key factor that
contribute to the heat losses which further can be use to
minimize the heat losses and at the same time improves
the power output and mechanical efficiency. Energy loss
increases with increasing engines speed and load and thus
the mechanical efficiency decreases.
An important way to reduce losses of heat engines is
how to achieve a balanced best.
In addition, a good balance, achieve quiet operation
and long, free of high wear, noise and vibration.
An important way to reduce losses of heat engines is
how to achieve a balanced best.
On the other hand positive equal parts of the two
forces do not give moments, so produce a dynamic
balance (partial) engine. Instead just the parts of the two
forces that are equal but have opposite signs, although it
cancels the forces (static), give a negative moment (load),
which unbalance (partially) dynamically the engine.
The solution adopted for the total dynamic balancing
of such an engine is the engine doubling (in mirror), so as
to obtain a motor in line, which has a crank with a gap of
180 [deg], in the four-cylinder engine.

Manuscript received March 2014, revised April 2014 Copyright © 2014 Praise Worthy Prize S.r.l. - All rights reserved
 Florian Ion T. Petrescu, Relly Victoria V. Petrescu

II. Balancing an in Line Engine, which sign, are equal and not cancel each other, but rather come
Has a Crank with a Gap of 180 [deg] together, producing a static imbalance (partial) of the
engine [15].
Internal combustion engines in-line (whether working
in four-stroke or two-stroke engines-Otto, Diesel, and
Lenoir) are generally the most used [1-2].
Their balancing problem is extremely important for
their proper functioning [3-16].
There are two possible types of balancing: static and
dynamic [1, 10].
Total static balancing make that the sum of the forces
of inertia of a mechanism be zero. There are also and a
partial static balancing [1, 10].
Dynamic balancing means to canceling all the
moments (loads) of the inertial of the mechanism [7].
One mode of design of an in line engine, is the one
with the gap between cranks of 180 [deg] [1-16].
In this type of engine (regardless of their position,
which is most often vertical) for two motors cylinders,
have a partial static imbalance (ie there is a partial static
Fig. 1. Kinematic diagram of an vertical engine with two cylinders in
balancing) and a dynamic imbalance [15]. line, which has a crank with a gap of 180 [deg]
Shall I write following relations of calculation (1).

On the other hand positive equal parts of the two


s B  r  sin 1  l  sin  2 ; forces do not give moments, so produce a dynamic
s   r  sin    2  l  sin    2 balance (partial) engine. Instead just the parts of the two
 B 1 1 2 2 forces that are equal but have opposite signs, although it
 F  FB   m p  sB 
i cancels the forces (static), give a negative moment (load),
 which unbalance (partially) dynamically the engine. The
 m p  r  sin 1  1  m p  l  sin  2   2
2 2
solution adopted for the total dynamic balancing of such
 an engine is the engine doubling (in mirror), so as to
 obtain a motor in line, which has a crank with a gap of

sin 1      sin 1 ; sin  2 '  sin  2
180 [deg], in the four-cylinder engine (Figure 2).



s  r  sin      l  sin 
 D 1 2'


sD   r  sin 1     1  l  sin  2 '   2 
2 2


 r  sin 1  1  l  sin  2   2
2 2


 i
 FD   m p  sD 
 Fig. 2. Kinematic diagram of an vertical engine with four cylinders in
  m p  r  sin 1  1  m p  l  sin  2   2
2 2
line, which has a crank with a gap of 180 [deg]
 (1)

M i  a  m p  r  sin 1  12 III. Balancing an in Line Engine, which
Has a Crank with a Gap of 120 [deg]
Figure 1 shows the kinematic scheme of a mechanism
(a two-cylinder in-line engine) which has a crank with a Another type of construction of the engine in line is the
gap of 180 [deg] [15]. engine with a gap of 120 [deg].
i i In this type of engines (regardless of their position,
Parties of the relations of forces FB and FD that are which is most often vertical) for an engine in three
equal but have opposite signs cancel each other, cylinders, there is a partial static imbalance (ie there is a
producing a partial static balance of the engine. The other partial static balancing) and a dynamic imbalance.
two parts of expressions of forces which have the same Shall I write following relations of calculation (2).

Copyright © 2014 Praise Worthy Prize S.r.l. - All rights reserved International Review of Mechanical Engineering, Vol. 8, n. 3
 Florian Ion T. Petrescu, Relly Victoria V. Petrescu


s B  r  sin 1  l  sin  2 ;


sB   r  sin 1  1  l  sin  2   2
2 2


 F  FB   m p  sB 
i

 m  r  sin    2  m  l  sin    2
 p 1 1 p 2 2




  2 
s D  r  sin  1    l  sin  2 '
  3 
 2  2
sD   r  sin  1 
Fig. 3. Kinematic diagram of an vertical engine with three cylinders in
  1  line, which has a crank with a gap of 120 [deg]
  3 

 l  sin  2 '   2  0.5  r  sin 1  1 
2 2

 0.866  r  cos    2  l  sin    2 The first component of the force FBi is canceled by
 1 1 2' 2 i i
the first component of the other two forces FD and FF ,
 and therefore it produces a static balance (partial), but

 these first components give a dynamic moment, so we
 FDi   m p  sD  have a dynamic imbalance.
 A second component of the force FDi is equal and
 0.5  m p  r  sin 1  1 
2
i
opposite sign of the second component of the force FF ,

 0.866  m p  r  cos 1  1 
2
they canceling each other, and thus generating a static
 m  l  sin    2 balancing (partial) additional, but additionally producing
 p 2' 2 a dynamic moment, creating an imbalance additional
 dynamic.
 The second component of force FBi is added to the

 2 
i i
third component of the other two forces FD and FF .
s F  r  sin  1    l  sin  2 '' They produce a static imbalance and gives and a
  3  dynamic moment at the same time producing a dynamic

sF   r  sin  1  2   12 
imbalance [15].
Adopting an engine solution doubled symmetrically in
  3 
 a mirror (a six-cylinder engine in line with a phase shift
 l  sin  2 ''   2  0.5  r  sin 1  1 
2 2
of the cranks from 120 [deg]), we achieved an overall
 0.866  r  cos    2  l  sin    2 dynamic balance (cancellation of all moments given of
 1 1 2 '' 2 inertia forces), and a static balance (partial) of two-thirds
 of the total inertial forces, a balancing which is however
 superior than of the in-line engines with a phase shift of
 the cranks from 180 [deg] (fig. 4).
 FFi   m p  sF 
 (2)
 0.5  m p  r  sin 1  12 

 0.866  m p  r  cos 1  1 
2


 m p  l  sin  2 ''   2
2

Figure 3 shows the kinematic scheme of the

mechanism of such an in-line three-cylinder engine, Fig. 4. Kinematic diagram of an vertical engine with six cylinders in
which has a crank with a gap of 120 [deg] [15]. line, which has a crank with a gap of 120 [deg]

Copyright © 2014 Praise Worthy Prize S.r.l. - All rights reserved International Review of Mechanical Engineering, Vol. 8, n. 3
 Florian Ion T. Petrescu, Relly Victoria V. Petrescu


Remarks: 
s B  r  sin 1  l  sin  2 ;
Similarly constructed inline engines with more 
sB   r  sin 1  1  l  sin  2   2
2 2
cylinders, having to crank ever smaller gaps, are obtained
by doubling the number of cylinders in the mirror, linear  F  F i  m  s 
motors with a total dynamic balanced, and a partial static  B p B

balanced that can becoming better.  m  r  sin    2  m  l  sin    2

 p 1 1 p 2 2


Thus, to an in-line five-cylinder engine with the gap 
between cranks of 720/5=72 [deg], one obtains a superior 

sin 1      sin 1 ;
partial static balance, and by doubling the engine
symmetrically mirrored by making a linear motor with
ten cylinders, one obtains a superior partial static balance sin       sin 
 2 2

s D  r  sin 1     l  sin  2   

and an overall dynamic balance.

sD  r  sin 1     1 
2

And so already but constructive and technological  l  sin       2 

requirements then become increasingly difficult.  2 2

 r  sin 1  1  l  sin  2   22  sB

2
V engines can’t achieve any total static balancing, but 
not one overall dynamic. For an improvement in the 
dynamics of these higher efficiency motors, see dynamic 
and kinematic conditions of constructive alpha angle 
choice [14-15].
 F i   m  s  m  s   F i   F 
 D p D p B B

  m  r  sin     m  l  sin    2
2
 p 1 1 p 2 2
The most complete solution for balancing internal 
combustion heat engine is considered to be one with 
opposite cylinder (boxer). 
 i
 FD  FB  0 dar M  0
i i

For two-cylinder opposed one obtains a complete static  i

M  a  FB   a  m p  sB 
i
balancing (of inertia forces), and by doubling
constructive symmetrical in a mirror of the number of  M i  a  m  r  sin    2 
cylinders, for a four-cylinder boxer engine, opposite two  p 1 1

by two, one obtains and the total dynamic balancing (of  a  m  l  sin    2
the moments given by the inertial forces) together with  p 2 2

total static balance. 

 At theEngine doubled in a mirror


IV. Balancing of an Engine (in Line) with 
Opposed Cylinders (Boxers) 
 F i  0 (3)

 M i  0
Another type of motor construction is the engine with
opposed cylinders in line, called cylinder "boxers".
Figure 5 shows the kinematic scheme of the
In this type of engine (regardless of their position,
mechanism of a such an engine (with two opposite
which is most often vertical) for two-cylinder motor, one
cylinders, in line) (boxers) [15].
has a total static balancing and a dynamic imbalance.
This two-cylinder boxer engine is statically balanced
total (the sum of the forces of inertia is to be canceled).
Shall I write following relations of calculation (3).

Copyright © 2014 Praise Worthy Prize S.r.l. - All rights reserved International Review of Mechanical Engineering, Vol. 8, n. 3
 Florian Ion T. Petrescu, Relly Victoria V. Petrescu
Fig. 5. Kinematic diagram of an engine in line with two opposed
cylinders (boxers)
He is just unbalanced dynamic (has a inertial moment
which is different from zero), but can be balanced
dynamically by adding two more cylinders (by
symmetrization in a mirror) boxers (see Figure 6).
Fig. 6. Kinematic diagram of an engine in line with four opposed
cylinders (boxers)
Although it seems to have a higher gauge, though only
in four cylinders (two opposite pairs) this type of internal
combustion engine heat is almost totally balanced both
statically and dynamically. The first engineer who has
patented a boxer engine, was Karl Benz, who presented
such a patent of a boxer engine (see Figure 7) in 1896.
Fig. 7. First boxer engine, patented by Karl Benz
In 1923 Max Friz designed and built a BMW boxer
engine of 500 cc, which is still produced and used today
because of its power, its low consumption and especially
static and dynamic balancing total.
Copyright © 2014 Praise Worthy Prize S.r.l. - All rights reserved
Also has used boxer engines, the German Concern
Volkswagen, obviously German group BMW, the French
Citroen, Chevrolet division of American Concern GM
(division created in America Swiss Louis Chevrolet 30-
May-1911 together with William Durant, the owner
company of the corporation Buick general Motors),
Lancia and Ferrari divisions within the Italian Concern
Fiat, Honda and Subaru Japanese conglomerates and
former German Corporation Porsche, which is actually a
major division within the German megaconcern VW.
An other engine with the total static and dynamic
balancing, somewhat similar of Boxer, is the heat internal
combustion engine with opposed pistons (see Figure 8).
Fig. 8. Kinematic diagram of an engine in line with opposed pistons
V. Balancing of the Rotating
Concentrated Masses
Another type of balancing is that of the concentrated
masses in rotation [1].
The motor shafts (of the heat engines) are balancing
after this model.
It is considered more (concentrated) masses, attached
to a rotating shaft.
Weights are rotated together with the shaft. Can be
point masses, spheres, etc, however we will consider
some spheres (each of which having concentrated mass in
the center of gravity) as shown in Figure 9 [15].
Fig. 9. Balancing of the rotating concentrated masses
International Review of Mechanical Engineering, Vol. 8, n. 3
 Florian Ion T. Petrescu, Relly Victoria V. Petrescu

 2 2
 F i  1   F i b  b sin     F i b  b cos  
   
n n
Weights are attached to the moving shaft for rotation
 I 
b  j 1
j j j  j j j
  j 1 
by various supports, but will only consider the theory of 
the distances from the center of each sphere to the axis of 

the shaft.  i 1 n
2
 n 
2

The points that fall perpendiculars passing from the  II

F    j j
b  j 1
F i
 b  sin  
j   
 j j
F i
 b  cos  
j 
   j 1 
center of each sphere to the axis of the shaft are marked 
with 1, 2, 3, ... i, ... n [1]. 

 F ji  b  b j  sin  j
n

 
Through these legs, we pulled parallel lines to the x- sin    j  1
;
axis, from which are measured the angles between  I
FIi  b

distances and the horizontal axes.
 
F ji  b  b j  cos  j
n

Is measured and the distances of these points measured 
j 1
on the axis of rotation from the origin O of the Cartesian cos  I   FIi  b

system xOyz (see Figure 9) [15].  I  semnsin  I   arccos cos  I 



Fji  b j  sin  j 
n
 
n

 Fj  b j  sin  j 
i
 sin    j 1


II
FIIi  b
; (5)

 j 1 

Fji  b j  cos  j 
n

 FIIi  b  sin  II  0 

 j 1
cos  II  
 
FIIi  b
  II  semnsin  II   arccos cos  II 

n Similar to the model of masses concentrated in rotary


 Fji  b j  cos  j   motion, are solved and the balancing of the rotating
shafts [1, 16].
 j 1

 FII  b  cos  II  0
i VI. Conclusions
 An important way to reduce losses of heat engines is
 how to achieve a balanced best.
n On the other hand positive equal parts of the two


 Fji  b  b j  sin  j   forces do not give moments, so produce a dynamic
balance (partial) engine. Instead just the parts of the two
 j 1 forces that are equal but have opposite signs, although it
 cancels the forces (static), give a negative moment (load),
 FI  b  sin  I  0
i which unbalance (partially) dynamically the engine.
The solution adopted for the total dynamic balancing
 of such an engine is the engine doubling (in mirror), so as
n to obtain a motor in line, which has a crank with a gap of


 Fj  b  b j  cos  j 


180 [deg], in the four-cylinder engine.
i Adopting an engine solution doubled symmetrically in
a mirror (a six-cylinder engine in line with a phase shift
 j 1 of the cranks from 120 [deg]), we achieved an overall
 FIi  b  cos  I  0 (4)
dynamic balance (cancellation of all moments given of
inertia forces), and a static balance (partial) of two-thirds
of the total inertial forces, a balancing which is however
superior than of the in-line engines with a phase shift of
Shall be written the amounts moments generated by the the cranks from 180 [deg].
forces of inertia of the concentrated masses in relation to Similarly constructed inline engines with more
the axs Ox, Oy, O'x', and O'y' (system 4). cylinders, having to crank ever smaller gaps, are obtained
by doubling the number of cylinders in the mirror, linear
Solve system (4) is carried out with the formulae given motors with a total dynamic balanced, and a partial static
by the system (5). balanced that can becoming better.
Thus, to an in-line five-cylinder engine with the gap
between cranks of 720/5=72 [deg], one obtains a superior

Copyright © 2014 Praise Worthy Prize S.r.l. - All rights reserved International Review of Mechanical Engineering, Vol. 8, n. 3
 Florian Ion T. Petrescu, Relly Victoria V. Petrescu
partial static balance, and by doubling the engine
symmetrically mirrored by making a linear motor with
ten cylinders, one obtains a superior partial static balance
and an overall dynamic balance.
And so already but constructive and technological
requirements then become increasingly difficult.
V engines can’t achieve any total static balancing, but
not one overall dynamic. For an improvement in the
dynamics of these higher efficiency motors, see dynamic
and kinematic conditions of constructive alpha angle
choice [14-15].
The most complete solution for balancing internal
combustion heat engine is considered to be one with
opposite cylinder (boxer). For two-cylinder opposed one
obtains a complete static balancing (of inertia forces),
and by doubling constructive symmetrical in a mirror of
the number of cylinders, for a four-cylinder boxer engine,
opposite two by two, one obtains and the total dynamic
balancing (of the moments given by the inertial forces)
together with total static balance.
References
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Authors’ information
1
Dr. Eng. Florian Ion T. Petrescu, Senior Lecturer at UPB (Bucharest
Polytechnic University), TMR (Theory of Mechanisms and Robots)
department.
2
Dr. Eng. Relly Victoria V. Petrescu, Senior Lecturer at UPB
(Bucharest Polytechnic University), TTL (Transport, Traffic and
Logistics) department.
1. Ph.D. Eng. Florian Ion T. PETRESCU
Senior Lecturer at UPB (Bucharest Polytechnic University), Theory
of Mechanisms and Robots department,
Date of birth: March.28.1958; Higher education: Polytechnic
University of Bucharest, Faculty of Transport, Road Vehicles
Department, graduated in 1982, with
overall average 9.63;
Doctoral Thesis: "Theoretical and Applied
Contributions About the Dynamic of
Planar Mechanisms with Superior Joints".
Expert in: Industrial Design, Mechanical
Design, Engines Design, Mechanical
Transmissions, Dynamics, Vibrations,
Mechanisms, Machines, Robots,
Automotive, Vehicles, Aircraft,
Aerospace, Physics, Nuclear Physics,
Quantum Physics.
Association:
Vice President of ARoTMM (Romanian Association on Theory of
Mechanisms and Machines, Bucharest Branch);
Vice President of SRR (Romanian Society of Robotics, Bucharest
Branch);
Member of Board of IFToMM (International Federation on Theory of
Mechanisms and Machines);
Member: ARoTMM, IFToMM, SIAR, FISITA, SRR, AGIR.
2. Ph.D. Eng. Relly Victoria V.
PETRESCU
Senior Lecturer at UPB (Bucharest
Polytechnic University), Transport, Traffic
and Logistics department,
Citizenship: Romanian;
Date of birth: March.13.1958;
Higher education: Polytechnic
University of Bucharest, Faculty of
Transport, Road Vehicles Department,
graduated in 1982, with overall average
9.50;
Doctoral Thesis: "Contributions to analysis and synthesis of
mechanisms with bars and sprocket".
Expert in Industrial Design, Engineering Mechanical Design,
Engines Design, Mechanical Transmissions, Projective and descriptive
geometry, Technical drawing, CAD, Automotive engineering, Vehicles,
Transportations.
Association:
Member ARoTMM, IFToMM, SIAR, FISITA, SRR, SORGING,
AGIR.
International Review of Mechanical Engineering, Vol. 8, n. 3