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    Dinamycs of Machinery Caps 20-21

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    CHAPTER 20 SS eee Balancing Masses Reciprocating in Several Planes ‘The engines analyzed in Chapter 19 were restricted, in general, to those wherein the pistons and connecting rods move in the samo plane. ‘This chapter will be devoted to the determination of the kind and the amount of unbalance in multieylinder engines where the masses reciprocate in soveral planes. ‘The possible means of balancing engines by auxiliary arrangements which ean be and are used will be discussed, Firing order and uniformity of turning effort will be discussed for two-eyele and four-eyele engines, 20.1 Equations for the total shaking force in a multicylinder incline engine Figure 20.10 shows the schematic arrangement of an engine with n eylinders. ‘The total shaking foree for the engine is to be found. ‘The angle which erank 1 makes with the vertical is @3. ‘The angle hetween tanks is fixed, since the crankshaft is rigid. ‘The angle between erank 2and crank Lis expressed by 62, that between cranks 3 and 1 is ¢s, and 80 on for all the cranks. ‘The angle between crank'n and crank 13s dq. Figure 20.16 is an isometric sketch of the crankshaft. It will be assumed in the analysis of all the engines in this chapter that the crankshaft and the weight of the connecting rods considered ‘as concentrated at the crank pins are balanced by the methods given for balancing rotating weights. ‘Thus the balance of the reciprocating weights only will be considered. ‘The inertia force of each piston is given by fa TT pas eon + 0) + Freon 20, + o.)] tem Wo NED pat [on (+ 6) + Hee 26s + 00)| ¢ 3a 342 Balancing Masses Reciprocating in Several Planes fy~ HEHE 103] 005 (+ 0) +E 000 2001+ | = Wot We) pie oe Mets [coro + 4) + Boones + 40] where W,, the reciprocating weight of the parts of each cylinder, and IW,’, the portion of the connecting rod considered concentrated at the Fist es nl a @ ® Fig. 202. General arrangement of » multicylinde ores. intine engine showing inertia ston pin, ure assumed to be the same for each eylinder. Note that 1 = 0, but is included for symmetry of the equations. ‘The sum of the inertia forees is obtained by algebraic addition and can be expressed by £ oa Ret [is cos 61 + 65) +2 ¥ os 200, + 60 | Conditions for Balance of the Inertia Forees 343 ‘The expression above may be simplified hy expansion of the trigo- nometrie functions: cos (01 + $1) = cos 6: cos di — sin Oi sin ds 1208 (81 + 2) = 608 8; COs gy = in 0, sin dy bs o 008 (01 + 43) = c05 6 C08 gs — ae (Gh + ba) = 008 81 COs} — sin Oy aa on or = 9 om (+ dn) = lots 8008 1 won uF me gE "TF cos a) — ht (ein oy in dpb sin dy 4 <= + sin 4] = con 0. Yoon by — sin fy. indy Ii se fasion ca ee = cos 2(01 + bn) = cos 26; = cos 265 — sin 20; oe 2s Summing up, we can express the total unbalanced inertia foree as a [oos 0 > 08 $m — sin 0 > sin de + fw an Sc24,— Bano Sanzed] «9 20.2 Conditions for balance of the inertia forces Lf the inertia forces are to be balanced not only for one position of the erank but for all positions of the crank, that is, if the total inertia foree is not to be a function of the angle 0, it is necessary that the following relations hold: J cat = 0) oximary }, £08 24 = 0 } secondary 1 foe forees Tiss forces J sin 4, = 0 ) balanced sin 2g, = 0 | balanced 344 Balancing Masses Reciprocating in Several Planes ‘The above quantities are labeled for primary and secondary forees, inasmuch as each is separated to facilitate the analysis where unbal- ance exists and auxiliary balancing arrangements are used. Both equations in I above must be satisfied for balance of the primary forees, and both equations in 11 must be satisfied for balance of the secondary forces. 20.3 Location of an unbalanced shaking force ‘The location of the resultant inertia foree can be found from the fact that the moment of the resultant force about any point is the ‘same as the moment: of the components about the same point. ‘The usual practice is to take moments about a point in the plane of crank 1, as point P in Fig. 20.1a, Therefore, the moment of the components, ‘the moment of fi, fa fs, ete, about plane 1 is MM = fas + foe + fet + + Sate oe ar = TEND pat (Loom (0.4 9 +7 00026, + 40] aa om (01 + 6) + F oo 201 + #0)] + [on (1+ 69) + Feos 200 + 6] +--+ +0, [c00 (0. + 0) +7 00s 2061+ #0) |) ‘The equation above can be further simplified to give = Wet WD nas ¢ [ros oxo com + a5 cons Fs 00 os ++ $y 608 on) = sin 6,(a; sin g: + a2 sin $2 + as sin bs + + + + + Gy SiN by) + iii + caeieese aaa — sin 20,(01 sin 291 + ansin 2gn + a in 25 4 + +assin26)| Resultant Effect 345 or ar = WAH es [un Yeon *sacn de + Zeonzn Joan, | w ‘The location of the resultant force ean now be found from fe = Af, ot 2 = M/f, where A is found from Eq. 1 above, and f is found from Eq. 1, Section 20.1. Conditions for moments about plane 1 to be zero, If the moment of the inertia forces about plane 1 is to be zero for every posi- tion of the crank, or the moment is not to be a function of the crank tangle @, the following; must hold: oo = of the t a, C08 be = 0 aq cos 24, = 0 ) moment of 2, pinay 2, Beales - aa ease forees about y an sin dy = 0) bow Y ay sin 24, = 0) plano 1 = 0 = 20.4 Resultant effect ‘Phere ate four conditions which might arise in the analysis of the resultant foree and moment about plane 1: (1) Tho resultant force is zor and the moment about plane 1 is zero for any crank angle #1. ‘This indicates complete balance. (2) Tho resultant inertia force is zero, but the moment about plane 1 isnot zero for any crank angle #;. ‘This condition indicates unbalance, the unbalance being due to a couple, When such a condition exists in the engines to be analyzed, the letter ( will be used instead of M to indicate a couple. (@) The resultant inertia force is not zero and the moment about plane 1 is not zero for any crank angle @3. This indicates that the unbalance is due to a single resultant foree, whose loeation ean be found from 2 = M/. 346 Balancing Masses Reciprocating in Several Planes (4) The resultant force is not zero, but the moment of the inertia, forces about plane 1 is zero, for any crank angle 6). ‘This indicates that the resultant effect of unbalance is a single foree in the reference plane. Let us examine various engines for the unbalance which may be present. 20.5 Two-cylinder engine—eranks at 90 degrees Figure 20.2 shows a two-cylinder engine with eranks at 90 degrees, ‘the engine being the so-called quarter-crank engine. ‘The arrangement Pine 1 Pane 2 | eee Fig, 202, ‘Two-eylinders engine with eranka at 00 degrees of cylinders is that found on the common steam locomotive. ‘The problem is to find the kind of unbalanee and to determine if simple balancing system ean bo used. The tabular form below will simplify the analysis [ano] 8 [end aves] « exe eae “Secondary || Primary | “Seeondary ores [moments | moments ‘unbalanced hnalanced | | unbalanced ‘The secondary forces only are balanced in this engine. ‘The result- ant offect of the primary forces and primary moments about plane 1 ‘Two-Cylinder Engine—Cranks at 180 Degrees 347 is @ single resultant force, ‘The secondary forces cause a couple, sinee the secondary forces are balanced aud there is s moment about plane 1 from the secondary forces. ‘The resultaat folal unbalance is a single force. The force aud moment about plane | are, from Eq. 1, Section 20.1 and Hq. 1, Section 20.3, (Wy + Wy’ a (Wp + We) pe R = WM al aan oy +Hoan0d] Ra*{cos 8, — sin 64] If the location of the resultant force is found from 2 = 3/f, it will be found to be a funetion of 6. Or the resultant force is a variable quantity, and its location is a variable quantity. It is not possible to balance the quarter-crank engine by a single counterweight. It would be possible to balance the seeondary couple by a system of rotating counterweights, and it would be possible to balanee the pri- mary force, but the system would be too involved to warrant attention, 20.6 Two-cylinder engine—eranks at 180 degrees A second type of two-cylinder engine is one with cranks at 180 degrees, as shown in Fig. 20.8a. ‘The following table shows that only the primary forces are balanced. @ 00s 6|sin ¢| 26 Joos 26) sin 26 fee ga in Ja cos 2¢la sin 26 wo | 1] 0 fof 1 | o flo | 0] 0 | o 80°] —1 |_0 1 |-o Jaq =a | 0 | a | 0 um oof 30 | 0 Primary Beeondary Beeondary forces forces moments trained | | unbalanced ‘unbalanced In this engine, tho primary forces only are balanced. ‘The total unbalanced force is, from Bq. 1, Section 20.1; Wy + W2) ps ’ ‘The moment about plane 1 is, from Eq. 1, section 203: = Wp + Wy) ¢ f F con 2002) a Rat [cos o(-as) + Bcos 2009 | 348 Balancing Masses Reciprocating in Several Planes Arangement balance he primary coule ony Fig, 20.30,8, Two-eylinder engine with ranks at 180 dogrecs, nd an arrangement to balance the primary couple. ‘Therefore, the total unbalance in this engine is a single resultant force. However, let us consider separately the effect of the primary and secondary forees. The primary forces cause a couple of magnitude (Wo + Wed o ‘The resultant of the secondary forces is a single force of magnitude pu Wot WD na $oos 20.0) inus sign indicates a clockwise couple. ¢: Res*[eos 6,(—a3)]* +The ‘Two-Cylinder Engine—Cranks at 180 Degrees 349 and the location is found from ¢ = M/f, which ean be expressed by cos 20i(a2) _ a cos 28,2) ~ 2 point in the engine, a point midway between the two eylinders. Balancing the primary couple. Figure 20.3b illustrates how the primary couple ean be balanced by means of a gearing system. A pair of helical gears, having @ velocity ratio of 1:1, are set with axes at 90 degrees on each end of the crankshaft. Gears A and B rotate in the same direction, and with the angular speed of the crankshaft. Coanterweights mounted integrally on the gears set up a eouple to oppose the couple caused by the primary forves, Since the primary couple is clockwise, as seen from the negutive sign in the equation for the couple, with eos 0; positive, the balancing couple should be eounter= clockwise for the corresponding angle 8. ‘The expression for the eouple ereated by the balancing weights is ‘Thus the secondary forve acts through a fixed Wake 20 cos 6 where I» is the weight of each counterweight, Re is the distance from the center of gravity of each counterweight to the eonter of rotation, and b is the distance between the centers of rotation of the counter weights. ‘The necessary weight of each counterweight can be found from. (Te A TD ut com (03) = HS Ras con bs . venere+ mol) Its left as an exercise for the student to sketch the arrangement of counterweights if both gears A and B rotate clockwise. Balancing of the secondary forces. Figure 20.3¢ shows an arrangement whereby the secondary forces may be balaneed. The resultant of the inertia forees of the counterweights, whieh rotate at twice crankshaft speed in opposite directions, is such that it acts through the center of the two cranks and opposes the secondary forces. ‘The weight of counterweight required can be found from. +) pH sana) = BS nat 2 or Wa = Wy + Wet) = 350 Balancing Masses Reciprocating in Several Planes An alternate arrangement in Fig. 20,8d permits the balancing of the secondary forces, with a simpler system, at the expense of introducing, a rocking couple. This arrangement, eallod the Lanchester balancer, has been used in an early four-cylinder automobile engiue where the : | _gelicom nein vane 7 a ee es en ‘ore oo al = 2 5, ‘Uatlanced force ‘Atermate arrangement to balanes the secondary fore inteducing,Rowever. secondary oupl, \ncheste Glance) Fig. 20.3c, d, Arrangements to balsnce the sooondary couple in two-eylinder engine with eanks at 180 degrecs. unbalanced secondary force acts in the same way as in the two cylinder engine with cranks st 180 degrees.*: + 20.7 ‘Two-cylinder engine—eranks at zero degrees ‘The two-cylinder engine with etanks at zero degrees can be consid- ered to be two identical single-cylinder engines, with the unbalanes twice that of one engine, and with the resultant forve acting midway betwveen eranks. 20.8 Comparison of four types of two-cylinder, four-eyele engines Comparison of the unbalanced force equations for the four types of two-cylinder engines, cranks at zero degrees, 90 degrees, 180 degrees, * For the arrangement dovised by Lanchestor, seo pago 754 of Aniomobile and Aireraft Bogince, by A. W. Judgo, Pitman, 2nd edition, 1931. 41 See Balancing of Oil Engines, by W. Ker Wilson, Lippincott, 1028, page 140, for the arrangement used to balance a four-evlinder fosr-eycl oil engine installed fn the passenger ship Eimprees of Avetralia, Four Types of Two-Cylinder, Four-Cycle Engines 351 and the opposed two-eylinder engine with cranks at 180 degrees, reveals quite & variation in amount of unbalance. The selection of an engine for a particular application is not based necessarily upon the minimum unbalance, A very important consideration is the smoothness of the torque applied to the crankshaft, which in turn affects the speed variation and flywheel size; and the smoothness of the torque is affected by the firing order. Let us examine the fring order in a four- eyele engine. ‘The firing order is composed of four different events in the cycle: (1) the power stroke, 2, which begins when a piston is approximately at its outer limit of travel and extends for 180 degrees rotation of the crank; (2) the exhaust stroke, 2, for the next 180 degrees rotation of the crank; (8) the intake or suction stroke, Z, for the next 180 dogrees; and (4) the compression stroke, C, for the next 180 degrees: ‘Thus a power stroke takes place for one half a revolution of the crank ‘every two revolutions, or power is being supplied only one fourth the time. It is therefore necessary to distribute the power strokes as evenly as possible in order to distribute the power evenly. ‘Table A shows the various possibilities of firing order. TABLE A Conanson oF FouNe Orpen ov Vaxious Two-Cruxpmn Exorses Cyee) oasis | Pomi= | Rossi- | Powsic | Possi- | Powsi- | Passi | Possi- [Crank viliey | biliey | hitty | aity | bite | bitiey | itey | bitty | Angle fhe ete fee lee Eee yL{Cy1 Cyt }cy1 T)alifa =| o plelp|r 1—|—1 180° zlelele 300° Tit {etle sao cle 20 ‘Opposed, cranks i 180 degrees O degeees 90 degrees ‘The following table summarizes the balance and evenness of power ribution, relative evaluation of the four types of engines being 352 Balancing Masses Reciprocating in Several Planes Balance Boonness of Power Strokes Cranks at 0° oor 00d (possibility TI, Table A) ‘Cranks at 90° good {ait (possbility I, Table A) ‘Cranks at 180° fir ‘poor (same for T and 11) Opposed, eranks at 180° exellent good {possibility II, Table A) ‘Two-eyele engines. ‘The discussion of Gring order has been limited to four-cycle engines. ‘The sume procedure of analysis can be made with two-cycle engines, except that a power stroke ean be considered as occurring every 90 degrees, or a complete cycle takes place every revolution of the erank. Whether the engine is a two- or four-eycle engine, the inertia forves remain unchanged. 20.9 Three-cylinder engine Figure 20.40 shows a erankshaft used on a threo-cylinder engine, with counterbalances for the erank only, whereas Fig, 20.40 shows the schematic arrangement of a three-cylinder engine where the cranks are assumed to be equally spaced. The table below indicates the unbalance. + frond sins | 26 feon 2a] anne | co ane fez enn ae 1 of ° © #2=240) -3)~3 v/3}4809) — 3 | 3 -v/3) —10-V3} -t0 | tov goa 120] -3|_ 4 Va}ao| -3 |-4 VI V3 a | «V3 Som o ° 4 ioV3) —to |-ta V5 Since the forees are balanced, but the moments about plane 1 are not balanced, the unbalance in the engine is a couple. From Eq. 1, Section 20.8, the couple is eH ps [re (~Be) ~ans (Sava) R 3 pam 1 cos 20; (— $2) — Bain 2, (—4e-v8)| 8.005 @; — V3 sin ~ 8 4 00s 28; + va 8 sn20,| ‘Three-Cylinder Engine 358 Fig, 20,ta, Vertical type “Universal Unaflow” steam engine built by the Skinner Engine Co, Left, ‘Three-vlinder erankshatt, showing eounterbalanees, chain sprocket and flywheel mounting. Right, Opposite view of flywheol, showing coupling arrangement for extended shaft. (Courtesy Skinner Fngine Co.) Fig, 20.45, ‘Threeeylinder engine, 354 Balancing Masses Reciprocating in Several Planes 4m sing = Vi +n? sin @ +¥), en by By use of the relation n where tan y = n/m, the equation above can be ie = 2V8 Bain (201 0 where the first quantity is the primary couple and the second quantity the secondary couple. These couples can be balanced. Balancing the primary couple. Figure 20.4c shows the arrange ‘ment to balance the primary couple, which is similar to the arrange- ancing pinay a couple ony a (Note: counterweight v soneree . a « ee Fl, 20.40, mont used with the two-eylinder engine with eranks at, 180 degtees, ‘exeopt for the positioning of the counterweight with respect to erank 1. It is left to the student to show that the necessary counterweight, Wes, at a radius 2, with the centers of the balance gears b apart, ean be expressed by Wea =2-V3 (Wy + Wy) @ () primary Re} Xb, Balaneing the secondary couple. Figure 20.4d shows a possible arrangement to balance the secondary couple. Gears Cand D rotate at twice crankshaft speed, and both gears rotate counterclockwise. ‘The position of the counterweights are shown for the erank angle 4) =0, ‘Tho necessary counterweight is 3 ww, 4+wy) 24 Wa - {Wet We) Rab sender Four-Cylinder Engines 355 ‘The combination of Figs. 204¢ and 20.4 muy be made to effect complete balance of the three-eylinder engine. Figure 204 shows the firing order that will give uniform turning effort on the crunk, for both four- and two-cycle operation. Note that ‘An arrangement to balance the secondary couple only ‘Noe: cauntoreighs shown for 8 Fig. 20:44, eis Tal = = = - cS ww aan a= a z zo ce = xe = z be “| seo &. seo = |_ car} = 0 ea er ral fe) 0 Four cycle Two oe 3 oyiner engine (thas been assumed {at ech event ofthe cele ahs place for 90° rotation of the crank) ‘Soylnder engine Fig. 20:4e, Firing order for four-eyele and two-ycte operation, t e diagrams are for counterclockwise rotation of the crank in Fig. 20.0, 20,10 Four-cylinder engines ‘There are various arrangements of erankshafts which are possible in a four-cylinder engine, some being suitable for four-eyele operation 856 Balancing Masses Reciprocating in Several Planes fand some being suitable for tworeycle operation ‘Three arrange- ments are discussed here. Type 1. Figure 20.5 shows the schematic diagram for a four eylinder engine suitable for fourscyele operation with a firing order of Fig. 208, Foureylinde engine—type T. 13-42 oF 12-43 for uniformity of power strokes. The type of unbalance is found from the following, where ais the distance between equally spaced eylinders: [cone |sing| 26 | roe 2 in29| ala ous gas cos 24] asin 26 wer | te oe ee wwf fof a [ole | oe |e wor = [fool «fo ffm) e | ae AEM See eee ‘The table indicates that there is a resultant force unbalance, whieh, from Eq. 1, Section 20.1, is (Wy + Wo) p2(2 | E pat | F008 268) Four-Cylinder Engines 357 ‘The moment about plane 1 is, from Eq, 1, Section 20.3, _ Op + 09 9 Me 1a [# con 20,00) | ‘The location of the resultant foree is found from, Be Je, which indicates that the resultant force location is independent of the rank position and is located midway between cylinders 2 and 3. Refer to Figs. 20.3¢ and 20.3¢ for gearing arrangements which can be used to balance the resultant shaking force. Note that this engine ean be considered as made up from two, two-cylinder engines with cranks at 180 degrees, ‘Type IL, Figure 20.6 shows an arrangement suitable for two-eyelo operation with a firing order of 1-3-4-2. ‘The eylinders are equally spaced a apart. ‘The unbalance is found to be a primary couple. 4 [cos 6 sing | 26 | cos 24lsin 24a fa cos dla sin gla cos 29a sin 28 a-0 | af of of 1/0 fo of of of o oor | 0] 1/1804 of of af -a| 0 = 270] 0 0 pf 0/20] -a | 0 x= 150°] -1 | 0 [soo] 1 [0 fool se | of se | 0 Sum 7/0 v[ 0 |.[=%] af 9) 0 ‘The unbalanced couplo is found by’ Eq. 1, Section 20.3: : (Wy + Ws) 0 c Fea*{cos 0,(—3a) — sin #3(—a)] = Vip TEAMED peti sin (0 — 7187) ‘This unbalanced couple can be balanced in the same manner that tho primary couple was balanced in the threo-cylinder engine and in the two-eylinder engine with cranks at 180 degrees, except for the phase relation of the counterbalancing weights with respect to the crank angle 0. It is left to the student to sketch the proper position- ing of the counterweights to effect proper balance. 358 Balancing Masses Reciprocating in Several Planes PaneT Panes Pianez Fane T Fane Pane | Pane Fig. 20.7, Fourseylinder engine—type IIT, Six-Cylinder Engines 359 Type TIT. Figure 20.7 shows the third arrangement. For the angles 1 = 0°, 62 = 180°, 3 = 90°, and g, = 270°, with ranks equally spaced a apart, it is left for the student to show that the unbalance is a couple, the sum of the primary and secondary couple: _ Wn + Ws! 9 and to determine a geared arrangement whereby the couple is balanced for every position of the erank. Show, also, that, the arrangement of cranks is suitable for two-cycle operation with a firing order of 14-28, 20.11 Six-eylinder engines # R Rta [sin (0 — 455) — cos 201] L ‘There are considerably more possibilities of crank arrangement in 9 sixeylinder engine than in a four-cylinder engine, However, space Fined Panes Pine e a Fig. 2088. Sisceylinder, foureycle engine, limitations do not allow the discussion of each arrangement. Two arrangements will be taken up, that commonly found in the four cycle six-cylinder engine and that found in the two-eyele six-eylinder engine 360 Balancing Masses Reciproeating in Several Planes Four-eyele engine, Figure 20.8 shows the arrangement of cranks found in automobile engines, with 41 = 0°, 62 = 240°, 5 = 120°, 4 = 120°, 6: = 240°, and ge = 0°, The pistons are equally spaced, Analysis shows that the engine is completely balanced. ‘There are soveral possible firing orders, as I-5-B-6-2-4,1-5-4-6-2-8, and 1-23-54, which give equally uniform power impulses to the engine, The problem of fuel distribution to each cylinder, intake and. exhaust manifold design, and cffect of the firing order on the “torsional ‘windup” of the shaft have led to the adoption of 1-5-8-6-2-4 for the usual firing order. ‘Two-eycle engine, An engine to be discussed because of an interesting balancing arrangement is the six-oylinder engine used for Fig. 20.82, Sinceylinder, tworcyele engine. two-cycle operation shown in Fig. 20.94. For 1 = 0°, 62 = 120°, 1 = 240°, 1 = 00°, os = 300°, and dc = 180°, the unbalance is, found to be s primary couple, with Ze cos ¢ = —3e and Yasin ¢ — V3a. The primary couple can he expressed by ma vg Te ENED sta in (0 — 0") Six-Cylinder Engines 361 ‘The actual arrangement used for balancing the primary couple by General Motors Corporation in their six-cylinder Series 71 diesel engines is shown in Figs. 20.9 and 20.9. A train of five helical gears, mounted st the rear of the engine, is shown in Fig, 20.9. ‘The erank- shaft geur, which is integrally mounted on the crankshaft, drives an Fig. 2038, = 71 diese fgines, (Courtesy Detroit Diesel Engine Division, General Motors Corp.) idler gear, which in turn drives a counterweighted camshaft gear mesh- ing with a gear mounted on a balancer shaft, ‘The camshaft and ‘balancer shaft are shown in Fig. 20.¢. Balance weights are mounted integrally on the camshaft and balancer shafts on the ends opposite to ‘where the gears are mounted. Inspection of the aetion of the eounter- weights shows that tho effect is a couple which varies as the erank angle @ ‘The arrangement described is used, with variations in balancing masses, in three, four-, and six-cylinder two-cycle engines of the Gen eral Motors Corporation. 362 Balancing Masses Reciprocating in Several Planes Fig, 20.8 frgines, (Courtesy Detroit Diesel Kngine Division General Motors Corp.) he firing order for counterclockwise rotation of the crankshaft is 1-5-3-6-2-4, with uniform power impulses, 20.12 In-line engines with more than six cylinders ‘The analysis of in-line engines of eight, twelve, or more cylinders with respect to unbalanee is repetitive of what hus already been dis- cussed. Although there are additionsl problems of crankshaft design, selection of firing orders, etc., the discussion of such items is beyond the scape of this book. 20.18 Multicylinder V-type engines ‘There are distinct advantages of the V-type engine over the in-line type of engines, two of the advantages being a shorter crankshaft, with an inorease of stiffuess over a straight in-line engine with the sume number of eylinders, and a shorter engine, with more power in a given. length of engine. V-engines with as high as 24 cylinders have been built. ‘Phe construction of connecting rods, as discussed in Chapter 19, may be of the master rod and articulated rod type, or of the forked blade and rod type. A third possibility of construction, as ‘used in automobile engines and some diesel engines, is the staggoring of one bauk of cylinders with respect to the other bank, permitting all connecting rods to be connected directly to the crankshaft. Figures, 20.10 and 20.10b show the staggered arrangement used by The Cater- pillar Tractor Company. All V-engines to bo diseussed in this chapter Multieylinder V-type Engines 303 in toon th sad, (0) Seotional e, (Courtesy of the Caterpillar Tractor Co,) 364 Balancing Masses Reciprocating in Several Planes will be considered to have the two pistons and the two connecting rods in a V in one plane; and it will be assumed that the two connecting rods are vonnected to the crankshaft at the same point. 20.14 Conditions for balance in V-engines ‘There are several methods of approach in determining whether a V-type engine is balanced, and, if it is unbalaneed, the amount of unbalance. The first possible method is to consider the pistons in ‘one bank of the V as forming one engine and the pistons in the other bank as forming « second engine. Each bank may be analyzed separately and the results for the two banks combined into a single result. ‘The second method is to consider the entire engine and derive the conditions for the entire engine. Although the second method is perhaps longer initially in the derivation of the equations, the appl eation of the equations will be simplified. Accordingly, the latter method will be used. Tt was shown in Chapter 19, pages 318.324, that the equations of horizontal and vertical components of unbalance of the inertia forces of the pistons of a two-eylinder V engine were (Wy + Wy) o at (om 6-008 ¥ + Boos 29 com ») cos y tes 2 (sin osiny + * sin 26 sin 29) sin ¥ ( zane) where @ is the angle between the central plane of the engine and erank 1; Wis one half the total angle of the V. Figure 20,10e shows a schematic arrangement of a multieylinder Y-type engine. For simplifiention at this time, the numbers designat- ing a crank will refer to the eranks in one bank only, the right bank. However, the above expressions for the vertical and horizontal unbal- anced forces take into account the inertia forces of the two pistons (and connecting rods) in the plane of a V. Representing the vertical and horizontal components of the ine fore of tho to piston in plane Iby fi and fst and @by (61+ #1), where #1 i¢ nero and @; now specifically refers to the angle between the central plane and crank 1, we may write the following: We + Wop, a fv [eos c+ #1 cos v + Fon 206 + 6) 0026 | cosy Conditions for Balance in V-engines 365 [sm i+ oi sing + Fain 206 + 61) sn 26] sin v ‘The reason for inserting #1 is to make the expression comparable ‘to the expressions for the forces in the other planes. 1 = 0. In the following expressions for the horizontal and vertical unbal- anced inertia forees of the pistons in plane 2 we recognize that the central pane Fig, 20,106, General arrangement of a multieylinder Veengine with » eylinders angle between the central plane and crank 2 is (@) + #2) and that the expressions above may be used if the proper angle is used: (Wp + We) pas 9 [eos (6. + 62) c08y + F c08 2(01 + 43) cos »| cos y fr We + We) ps @ fie [si ou + 00) siny + ain 206, + 4) sin 29 | in where $2 is the angle between crank 1 and crank 2, 366 Balancing Masses Reciprocating in Several Planes Similarly, for crank 3, Wot We) pe pt a a We + Ws) py fs os [co 0s + #0 cos v + eos 2(0, + #3) eo8 oy conv en Wet) ps 4 [in + 45) sin + sin 206, + #9) sin ov|iny And so on, for all the planes. By expanding the trigonometric expressions, collecting, terms in a ‘manner comparable to that used in multieylinder incline engines, we may obtain the following expressions for the amount of the components of unbalanee: Frans = 2PM 050 cstv Sieve 6 sn 8 ont yD) sin 6+ F cos 28 co $cos 29 cos 26 ~ Hsin 26, e004 con 29 Danze] Ponaen = 28 EMA as uaa y Son 7 seontu any Stn 9 +2 dna nn 4 Sc a + Feo 26 sin y sin 29 ym 26] @ Ti the forees are to be completely balanced for every position of crank 1, regardiess of the V angle, the same conditions as obtained in the incline type of engine are obtained: Zeosg=0 Ecos ry Zsing=0 Zsin2=0 ‘The expressions for the moments of the inertia force components about plane 1 may be obtained quickly by noting that, in the foree ‘equations, each compouent of foree is multiplied by the corresponding a distance: Balancing Six-Cylinder, Two-Gyele V-engine 367 = ETD ut loos cost ¥ Ya om R ~ sn 9 cost Yasin # +7 on 28 con ¥ co 36 Ya on 26 rR. ; ~ [sin 261 com #00824 Yasin 26] @) MA a 2 Wot W, Te pot [ain 0 int v yy aos seotuaaty Soon + Baoan ainpinay soe L Again, the conditions necessary to have zero moments about plane 1, regardless of the position of crank 1 and the V angle, are: Zacosg=0 Lacos2g=0 Zasing=0 Lasin2¢=0 + cos 201 sin vain 2 Yo in 26] ® 20.15 Balancing a six-eylinder, two-cyele V-engine Figure 20.11a shows the schematic arrangement of a six-eylinder engine, of the type used by General Motors Corporation in the ‘and 6 Fig, 20.110, Siceylinder Veengine, 368 Balancing Masses Reciprocating in Several Planes 567B series. The engine is basieally two three-cylinder engines, with cranks 61 = 0°, 62 = 240°, 1 = 120°, Pistons 1, 2, and 3 move in fone bank; pistons 4, 5, and 6 move in the other bank. ‘The tabular orm on page 852 ean be used direetly, and the form shows that there ism primary couple and a secondary couple unbalanee. ‘The couples in the vertical and horizontal planes are, from Eqs. 3 and 4, Section 20.14: ae ae Ret [ros a cos! ¥ G . «) ae ay cast¥ ($-V8) + F eos 20 con cos 2¥ (— 3) 2 R ~ Fain 21 oon ¢ con 26 ( Wet WS) os iy fat: WoW) psfuin nant (~30) 20s? 92-8) + ain an sin sain ay (— 30) oem + Fos 2; sin y sin 2v (— 5 V8) Using the relation (7 eos x + m sin 2) = Vu® + mi sin (e+ 1) and collecting terms, we can obtain on a VEE tnt R [eos # sin (81 + 60°) — F cos 24 sin (20, — oo) | Cha 2 see Retesiny [in vain (a, — 00") + F sin 26 sin (28, + a] ‘This engine may be balanced completely, regardless of the V-angle, by rotating weights that will set up couples in the vertical and hori~ zontal planes, ‘The basic arrangement used to balance the primary couple of the six-cylinder, two-eyele engine, as shown in Fig, 20.90, can be used. The arrangement shown in Fig. 20.110 will permit the balancing of the primary couple in the vertical plane, Note that the horizontal components of the inertia forees of the counterweight bal- ance each other, whereas the yertical components give a couple, which varies in magnitude so as always to balance the primary couple in the vertieal plane. Balancing a Six-Cylinder, Two-Cyele V-engine 369 Figure 20.11 shows an arrangement of counterweights to balance the primary couple in the horizontal plane. Analysis of the couples created, simplified in Fig. 20.11¢, shows three eauples: (1) couple in the vertical plane of the two front. gears; (2) a couple in the vertical plane of the two rear gears; and (8) a couple in the horizontal plane. ‘The couples in the vertical planes balanee each other, leaving only couple in the horizontal plane. Fig, 20118, Arrangement to balance the primary eouple in the vertieal plane, (Counterweights shown for position @y = 0° ‘Tho systems shown in Figs. 20.110 and 20.11¢ may be combined to ive just a single counterweight on each gear for complete balance of tho primary couples. No attempt is made to balance the secondary couples; although they can be completely balanced by suitable gearing arrangements. Itis interesting to note that the larger the V-angle i, the greater the unbalance in the horizontal plane, and viee vers. If the angle is small, the primary couple in the horizontal plane eould be small, and therefore negligible. Thus balance of the primary couple in the vertical plane might be sufficient for smooth running of the engine. 370 Balancing Masses Reciprocating in Several Planes Crankshaft o @ Fig. 20.11e. Arrangement to Dalaneo the primary couple in the horizontal plane, (Counterseights shown for position & = 0") Fig, 20.114, Components of forves of the counterweigts for balance of the pri ‘mary couple in the horizontal plane. 20.16 Kight-cylinder, two-eyele engine A crank arrangement of ¢ = 0°, 2 = 180°, i = 90°,and gy = 270° for an eight-cylinder V-engine suitable for two-cycle operation gives a system of unbalance the same as in the six-cylinder two-cycle engine of the preceding section, except for phase relation of the couples with respect to the erank angle, Tt is loft.as-an exercise for the student to verify the above statements. 20. Yeengine Cranks are arranged in Oldsmobile and Cadillac V-engines, shown schematically in Fig, 20.120, with @; = 0°, 62 = 90%, os = 270°, = 180°. The tabular form on page 357 shows that the only unbalance is a primary couple, with Za eos @ = —3a and Za sin g = —a. The couples in the vertical and horizontal planes, from Kap. 3 and 4, Section 20.14 are 17 Kight-cylinder, four-cycle automobil Eight-Cylinder, Four-Cyele Automobile V-engine 371 Nexo ML Pod inte tae 8 = aa © Fig, 132, Hightylinder Vengine For the special ease whero the angle between hanks is 90° (2y = 90°) the equation ubove may be simplified to Ce ae Resta (~8 008 8, + sin &) che eee Rata(—3 sin 0 = cos 63) or c= v0 cane Reta sin) — 7157) ) c= VIGNE pcos 7157) @) 372 Balancing Masses Reciprocating in Several Planes ‘The couples may be combined vectorially to give the resultant & ‘The resultant couple is of constant magnitude, and may be balanced by two weights on the crankshaft to give an opposing couple. Figure Fig, 2.12), Counterweights on the crankshaft to balance the primary couple of omstant magnitude Fig. 20,12, Oldemobile crankshaft for the “Rocket” engine. (Courtesy Gen- ‘eral Motors Carp.) 20,12) shows the arrangement of weights, in position for 6 = 0. Examination of the couples due to the counterweights in the hor zontal and vertical planes shows that the couples aro in the opposite direction to that given by Eqs. 1 and 2 above, Figure 20.12e shows ‘the counterweights on an Oldsmobile crankshaft. Cadillac Engine Balance 373 ‘The following information” is a description of the balancing of the ‘two-plane crankshaft as formerly used and as now used in the Cadillac ‘90-degree V-engines in which a primary couple exists. Two different Fig, 20.181, Front view of the erankahaft and piston assembly of tro Cadillac engines, the 1948 three main bearing crankshaft on the let and the 1949 five Dearing engine on the right, (Courtesy Cadi. Motor Car Divi Motors Corp.) Vig. 20.130. Side viow of the crankshaft and piston asseubly of to Cadillac engines, the 1948 threo main bearing erankshaft on the left and the 1919 five ‘hearing erunksbaft on the right. (Courtesy Cadillac Motor Car Division, General Motors Corp.) arrangements of counterweights have been used at the Cadillae factory to balance the primary couple unbslan: ‘Tho firwt arrangement was handled by two large counterweights Ioeated n the proper position between the first and second erank throws and * Given to the author by Mr. C. A. Rasmussen, General Superviaor, Bngineer- ing Laboratory, Cadillan Motor Car Division, Cleneral Motors Corp., in a letter. Quoted with permission. 374 Balancing Masses Reciprocating in Several Planes between the third and fourth crank throws, This arrangement was used ‘ou the 345 eu. in. V-8 engine which yas in production in 1996 through 1948, ‘The crankshaft was a three main baring crankshaft, which, therefore, had sufleient room in whieh to swing the two large counter eights. ‘A second method consists in sing six smaller counterweights mounted ‘opposite cach throw of the shaft, which grestly reduces the beuding force Fig. 20.1%, 1948—thres main bearing erankshaft, (Courtesy Cadi Car Division, General Motors Corp.) 1° Motor within the shaft. This arrangement, combined with the use of five main hearings, gives aa extreiely smooth operation and is the construction adopted by Cadillac in the new engine design which they brought out in 1949. Tn the balancing of the 0 dagroe V-8 two plane erankshaft, proper ring ‘weights are fastened around esch of the erank throws to create the primary Fig, 20.184, 1940—tve main bearing erankshaft. (Courtesy Codillae Motor Car Division, General Motors Corp.) ‘couple to be balanced out. By theory these weights are equal to the total Of the rotating weight plus one-half of the reciprocating weight of the two ‘counecting rexl-piston assemblies normally ranaing on each erank throw Cadiliae hss learned by test experience that an additional correction of ‘approximately 2% results in a smoother und better balance. This added correction is probably equal to the oil weight which elings to the moving Cadillac Engine Balance 375 parts. Cadillae production engines are, therefore, balanced slightly “heavy” 4s « result of this experionee. In the determination of the total rotating weight, the rotating weight of the connecting rod plus the weight of the bearing shells is used, ‘The reciprocating weight of the connecting rod plus the weights of the piston, Fig. 20.15. Thre main bearing crankshaft in position ia a balancing machine with balancing ringa weights assembled an tho erank throws, (Courtesy Caaillse ‘Motor Car Division, General Motors Carp.) piston pin, piston pin locking deviees, snd piston rings make up the total reciprocating weight used. In production, the rotating and reciprocating weights of each eonnecting rod are eontrolled by a weighing-machining operation on each end of the rod. ‘The weights of the piston and piston pin are also controlled by weigh= ing-machining operations, Figutos 20.130 and 20.13b show the front and side views of the piston- crankshaft assemblies of these two types of crankshaft arrangements, 376 Balancing Masses Reciprocating in Several Planes Figures 20.13¢ and 20.13d show the two types of individual shafts. Figure 20.13¢ and 20.13 show the crankshaft with ring weights attached as set up in a balancing machine, Figure 20.13e shows the 1948 three main beating crankshaft, and Fig, 20.13f shows the five main bearing crankshaft as used in 1949, ig. 20.137. Five main bearing eranlahat in position in a balancing machine with balancing ring weights assembled on tho erank throws. (Courtesy Cadillac ‘Motor Cat Division, General Motors Cozp.) Figure 20.13y shows the five main bearing crankshaft and flywheel assembly as set up in the balancing machine for the final check. You will note hte also the ring weights are shown. Both of the types of erankshafts discussed are the two plane crankshaft ‘used in a 90 degree V-S type of engine, In these two engines, the eylinder number arrangement from front to rear is as follows: Other Engines 377 ‘Loft eylinder bank ss viewed from the driver's position in the ear—eylinders 1,3,5,7. Right bank, 2,4,6,8. ‘You will note this numbering follows the position of the connecting rod in the crankshaft as counted from the front to the rear. Fig. 20.13p. Five main heating erankshaft and fywheel assembly in a balancing ‘machine with balancing ring weights assembled on the erauk throws, "(Courtesy Cadillac Motor Car Division, General Motors Corp.) With this’eylinder arrangement, two firing orders ste permissible, Tn the engine through 1948, the fring order used was 1,8,7,3,6,5,4,2. The firing order used with the 1949 engine is 1,8,4,3,65,7,2. 20.19 Other engines ‘There are a considerable number of other arrangements of cylinders and eranksbufts in multieylinder engines, not only in the types dis- cussed, but also in such types as the W, X, radial, ete., with more 378 Balancing Masses Reciprocating in Several Planes ‘than one hank of cylinders. Diseussion of each type is beyond the scope of this book, and tho reader is referred to the literature for furthor investigation. In general, however, the method of attack as regards balancing can be carried out in the same manner as outlined in this chapter and in Chapter 19, PROBLEMS: 20.1. ‘Three twoveylinder engines are to be compared for magnitude of the shaking force. Draw the total shaking fores curve, in intervals of 15 degrees of erank 1, a8 8 unetion of , for the three engines: (a) A two-cylindor ongino with eranks at 0 dogroes, (@) A two-eylinder engine with eranks at 90 degrocs. (©) A two-ylindor engine with cranks at 180 degrees, Assume that the engines are identical, exeept for the erank arrangement Asmume that the crankshaft is balanced in cach’ eaco. Assume that the erank- hafta have a speed of 1800 rpm, that each erank throw ig 14 in. that each eonncet- ing rod length is 5 in., and that the equivalent weight of each piston is 21b. 20.2. (a) Consider the primary forees only ofa two~ylinder engine with eranks at zero degrees. Is the resultant unbalance a force or a couple? (6) Consider only the secondary foreos of a two-cylinder engine with cranks at 9 degrees. Ts the resultant of the secondary foroes a single resultant force oF a couplo? {(€) Consier only the primary forces of a two-cylinder engine with cranks at 180 dogrees. Is the resultant of tho primary foreos s single resultant force or couple? 20.3. (a) If tho resultant shaking force of an engine Is vero for a particular langle of erank 1, the reference crank, isi true that the shaking fooes are balanced? Explain, (@) The crank radius is 1} ia, for « tuo-eylinder engine with cranks at 180 degrees, Tho oquivalont woight of cach piston is 2 Ib. ‘The erank rotates at 1800 rpm. The connecting rod length is in. Determine the magnitude of the shaking farce for two positions: (1) #1 ~ 45° and (2) 6; = 90° ‘The distance between cylinders i 4 in, Consider the crank as balanced. (e) For the specications given in part b, determine the magnitude of the maxi ‘mum resultant shaking force, and spesfy’ the Toeation of the resultant shaking foree with respect to tho plane of eylinder 1. 20.4 (Wig. 30.4). (a) Derive a general equation for the shaking foree of & two cylinder engine with eranks at 90 degrecs where the equivalent weight of each piston is not the aasie, Asiame thal the two erank throws are the same for the ‘beo evlinder, A. Assume that tho two connecting rods are the sume for the é0 cylinders, L. Assume that the equivalent weight of piston 1 is W, and the equiva lent weight of piston 2 is 217. ‘Assume that the erank is balanced. (@) Determine an expression for the location of the resultant force if the distance betsteen eylinders is a inches. 20.3. A three-eylinder engine has the eranks arranged as follows, @ being meamured eounterclockise: 61 0%, 62 = 00°, 99 = 225°. Problems 379 Considering the plane of eylinder 1a the reference plane, the distances to plane Lavo: x ~ 0,03 ~ Sin, as = 10, ‘The crank throw for each eslinder is the same, R= 2 in ‘The connecting rod for exch eylinder isthe same, = 15 ia, ‘The erankshaft rotates at 1800 rpm. (@) Do the primary forces eause-a shaking fore oF « couple? (©) Do the secondary forecs ease a shaking force or «couple? (c) If the analyses in a and b show that the reaultant of the primary and seeond- ary forces is w single fore, derive an expression as a funetion of the crank angle of cylinder 1,03, to show where the resultant forve is located. one | Fig. P2044, ‘gine has the eranks arranged as shown in Pig. 20.4b of the text. If 2 = ibin, L = 5in,,a = Gin, erank speed = 1800rpm, determine the magnitude of the unbalaneed effect fot one position of the crank: ® = 90°. State whether the unbalance ie force or a couple. 20.1 (Fig. 207). A three-eylinder, indie, three stage pir eompressor is driven ‘at 1200 rpm. ‘The erank relations arv shown, as Well asthe distances between the 20.6. An ins y= 12 ig, P-202, 380 Balancing Masses Reciprocating in Several Planes planes. ‘The equivalent weight of exch piston is Sib foreylinder 1b for eylinder 2, and 6 Wb for cylinder 3. The erank radius for each piston is 4 in, for eylinder 1, in, for eylinder 2, and in. for exlinder 3. "The connecting rod lengths az 16 in. for eylinder 1, 10 in. for eylinder 2, and Min. for cylinder 3. ‘Determine the magnitude of the unbalanced inertia forves for one position: 0 = 30°. 20.8. "A foureylinder in-line engine has eranks as shown in Fig. 20.6 of the text. Ieeach eran radius is 3 in., each connecting tod i 10} in, the equivalent. weight of each piston is 6 Ib, and the craak rotates at 180 spm, determine a gear ing areangemont to halanes the engino. Show on a sketch the angular position ‘of the weights, with respect to the erank of cylinder 1, for complete balance. Determine, als, the magnitude of the necessary eounterweights if exch counter- weight Its @ radius of 5 in, to its center of gravity. ‘The distance between ey ders ie § in, ‘The distance betwoun centers of the eounterweighls may be taken a8 35 in. 20.9. A four-cylinder inline engine has cranks arranged such that 61 = ‘@s = 100", gy = 180", and 4 = 800, the anglos being uieasured counterclockwise ‘The distances from the plane of eylinder 1 are given by a1 = 0, a2 = Ging = 12 in, ay = 18 in, (e) Are the shaking forces balanced? () Determine the magnitude of any reeultant force or couple which may exist for the one position when 6, = 880°. The crank radii are3 in. the connesting rod lengths ate 10} in, The equivalont mnbalanced weight of each piston is 6 Ib. ‘The crankshaft speed is 1800 xpm. (6) Determine the maguitude of the maximum unbalanced effet, @) Show how the unbalanced primary effect may be balanced by a suitable ‘gearing arrangement. 2010. Refer to Fig. 20.7 of the text, If R= Gin., L = 24in., a = 12 in, 2c = Mim, $a = $8 in, the equivalent weight of each piston is 9 Ib, snd the rank speed it 1800 rpm, determine tho magnitudo of the maximum unbalance. State the kind of unbalance, Show how the unbalanced effect may be balanced. Specify the magnitude of each balance weight usod if the weights ean be set-with ‘ndlistance of Gin. to the center of gravity from the axis of rotation of each weight. 20.11 (Fig. 20.11), A five-throw erankahaft is not usually used in internal combustion engines, Mowover, Fig 20.1la and & show a fivethrow erankshalt Fig. P-20.110, ‘Phirty-inch stroke esnnkshalt of « five-eylinder, 3600-Kp engine Length, 21{t, 3$in, Weight, 2,600 Ib, (Courtesy Skinner Engine Co., Pri, Pa,) for a Unallow steam engine, of no smalls Co,, Brie, Pennayivsnia, Assuming that x a8 fornished by the Skinner Engine da = 72", da = 148%, d= 216, Problems 381 5 = 288", a1 ~ 0,2 = 24 {tay = Bit, 04 = IEEE, as = 15 fy determine the kkind of unbalance in the engine, if any. Assume that the crankshatt is balanced. Fig. P-20.110. Base end shaft of the marine “Unaflow,” 80-in, atroke steam en- tine, showing counterbalances. (Courtesy Skinner Tgine Co,, Erie, Pa.) 20.12. A fivecylinder indine engine woe pistons that have an equivalent weight of 43 1b each. Determine the magnitude of the resultant shaking foree ‘or couplo when rank 1 is 90 degrees past head-end dead center, ‘The eran rotates oounterlockwise. “= 2m, L = 10 in. Crank mpoed ~ 1200 rpm. so = 0° 62 = 315, oy = 180°, 94 = 205, o5'= 00", measured countercockwie 4 = 0,02 ~ Ling ay = Bing ag = 12, 05 = 18 29.13." If the equivalent weight ofeach piston in Fig. 20.84 ofthe text is 8b, the crank radius is 4 im, and the connecting rod length f 14 ia determine the magnitude of esch counterbalance weight at x Gin. radius to balance the engine The distance «= 5 in. ‘The distance betworn counterweights may be taken 5 4050, 20.14. Determine the conditions of unbalance fora siceylinder inne engine with the fllowing $1 = 0", r= 607; 65 = 120%, #4 = 180°, = 240%, = SOT 41 = 0,024 in, 03 — Bin, a4 = 12, oy = 16 fy 09 = 200, 20.15." Determine the conditions of unbslange for the sa-eylindr in-line engh vith the following? $1 = 07 bs = OO, $5 ~ 180", gu = 210", 5 = OY be = 0,04 =, 05 = De, 04 = Boy ay = da, 04 = Be, 20.16. A.six-ylinder engine runs at 3600 spm, and each piston has a srokeot tin. Each piston weighs $b, and the connecting rods are Sin, ong. Ifthe total "reciprocating weight por evlinder a1, determine the magnitude of the resultant force or couple when crane 1 ia 3 degrees past headend dead center, measured countertacw. 1 = Oe = 90, 65 = 180", oy = 270% os = 0,09 = Ain a5 = Winey = 14 50°. 45% de = 225 1g = 20 in ag = 24 in, 382 Balancing Masses Reciprocating in Several Planes 20,17. A coven-eylinder in-line engine has the following: 01 = 0", 62 = 0", ds = 180", 64 = 270°, oo = O's 65 = 120°, or = 240°, 1 = 0,82 ~ 4, a3 ~ 25, a, ~ 0, ag ~ Say ae = 50, 07 = 6a, What type of cunbalanee existe? 2018, An cight

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