Proceedings of MUCEET2009
* **
Fuadi Noor Balia, Shahruddin bin Mahzan, *** Malaysian Technical Universities
Mohd Imran bin Ghazali, and Abas AB Wahab
June 20-22, 2009, MS Garden,Kuantan, Pahang, Malaysia
EFFECT OF BODY TILT ANGLE TO THE SHAKING FORCES
ON THE DIESEL ENGINE’S CRANKSHAFT

Abstract—In this paper, a programming of
dynamic system calculation is developed to
determine the body tilt angle in relation to
minimize the shaking forces on the diesel engine’s
crankshaft. In this study, 1-cylinder diesel engine
is taken as an example. Position, velocity, and
acceleration of pins of the engine mechanism
determined by using vector analysis. Masses and
mass moments of inertia of the linkage are used to
generate the forces and moments. Cartesian
coordinate principle is used to form linear
equations. These equations are solved by using
gauss elimination method to obtain the shaking
forces on the crankshaft. Calculation result is
validated by comparing it to the polygon method
and Newton principles. Based on the graphs, the
optimum tilt angle of the engine’s body had been
obtained at   87.72 0 for minimum horizontal
shaking force R x  2.07 Newton.
Keyword: dynamic system, vector analysis, gauss
elimination, shaking forces, tilt angle.
I. INTRODUCTION
Recently, researches of diesel engines become more
attractive because of its fuel has similar characteristic with
the environment-friendly fuel resources, such as biodiesel.
In the fact that, biodiesel can be used to replace the
conventional diesel fuel and it is made from the renewable
resources.
Biodiesel is a kind of environment-friendly resources of
fuel, clean, grown locally. Palm Oil Methyl Esters (POME)
is one of those. Researchs on this area had been carried out
by researchers such as Agarwal [1], Ramadhas [2], and
Murugesan [3].
Researches on the vibration analysis on the diesel
engines had been carried out by researchers as follows:
Geng, et al [4], carried out their research on the piston-
slap-induced vibration of 6-cylinder diesel engine.
Garlucci, at al [5], carried out the research on the relation
This work was supported in part by ANPCYT.

*
F.N. Balia, PhD student at Mechanical and Manufacturing Engineering
Faculty, UTHM. (corresponding author: e-mail:
fnbalia@yahoo.co.id).
**
S. Mahzan, Lecturer at Mech and Manufacturing Eng Faculty,
UTHM.
***
M.I. Ghazali, Professor at Mech and Manufacturing Eng Faculty,
UTHM.
***
Abas AB Wahab, Professor at Mech and Manufacturing Eng Faculty,
UTHM.
1
*** Conference
on Engineering and Technology
MUCEET2009
between injection parameter variation and block vibration
of the diesel engine (FIAT, 2000 cc). Brusa, et al [6],
investigated concerned with the effect of non-constant
moment of inertia of torsional vibration on the crankshaft
of 4-cylinder Lycoming O-360-A3A propeller engine.
Guzzomi, et al [7], conducted the study concerned with the
effect of the piston friction on the torsional natural
frequency of crankshaft of a single cylinder reciprocating
engine.
This research is a preliminary work on the diesel
engines area and its development to the biodiesel engine
purpose. This paper emphasize on the programming of a
dynamic system on the diesel engines. Determining the
body tilt angle in relation to minimize the shaking forces
on the diesel engine’s crankshaft is very important to
reduce the shaking forces on the body. For illustration, 1-
cylinder diesel engine taken as an example.
II.PROBLEM FORMULATION
In analyzing the shaking forces due to the combustion
process in the chamber on the engine’s crankshaft can be
describe as follows:
2.1 Kinematic Formulation
The calculation steps of an engine has to be started at the
kinematic formulation, to calculate the position, velocity,
and acceleration of pins and center of mass. Vector
analysis principles are used to calculate those parameters.
The mechanism of engine shown below.
Y
4
3
1

X
2
Figure 1, Mechanism of Engine
Figure 1, shows a system of the engine mechanism, in
which the body tilt angle is included as a parameter that
can effect to minimize the shaking forces on the engine’s
crankshaft. Link 1 is cylinder block and journal bearing,
link 2 is crankshaft, link 3 is connecting rod, and link 4 is
piston that can move freely on the cylinder (body) axis
direction.
Figure 2, shows the vector model of engine mechanism
for calculating the position, velocity, and acceleration of
pins and center of mass of the linkages. In this modeling,
vector r2 represent the crankshaft, vector r3 represent the
connecting rod, and vector r4 represent the motion line of
piston.  2 is angle of r2 to x,  2 is angle of r2 to r4, 2.2 Dynamic Formulation
Calculation of shaking forces in any of pins and existing
 3 is angle of r3 to x,  is angle of r3 to r4,  is angle
forces at center of mass of linkage, can be modeled as
of r4 to x. figure 3 below [8].

Y
r3
4
Y
r4

r2 3 3 1

2 
2
X 
X
2

Figure 2, Kinematic Modeling of Engine Mechanism

Figure 3, Dynamic Modeling of Engine Mechanism
From figure 2, mathematical model can be governed as
a vector equation below, This model can be solved by using Cartesian coordinate
method (vector analysis for dynamic systems) [9]. This
r4  r2  r3 …….. (1) engine mechanism can be modeled separately as follows.

This equation can be derived to obtain the velocity of 2.2.1 Crankshaft Modeling
points along the line vector, such below

r4   2 xr2  3 xr3 …….. (2)

From this equation can be calculated the connecting

rod angular velocity such below, C m2c.a2c
-F3
 r2 x cos   r2 y sin   -W2c
3    2 …… (3) A m2a.a2a
 r sin   r cos   I2a 2
 3y 3x  F2
Ti
O2 -W2a p2a
Equation (2), can be derived to give the equation of 2 2, 2, 2
acceleration of points motion along the cylinder axis can be B m2b.a2b
q2a
written as below, I2b 2

-W2b
 r2 y .2  r2 x . 2  r3 y .3  r3 x .3
2 2 p2b

r4  …
cos 
(4)

Calculation of angular acceleration of linkage 3 can Figure 4, Modeling of Crankshaft

be derived and the result as below,
Figure 4, shows a physical modeling of Crankshaft. In
A BC this modeling, the crankshaft is separated into two parts,
3   …………… (5) that are crank and balancer. Center of rotation assumed
D located at point A, therefore all of the moments refer to
that point.
where :
A   r2 x cos   r2 y sin  .2
I .
2 The inertia torque 2 a 2 that is generated by rotation
B  (r2 x sin   r2 y cos  ). 2 of the crank and located at point A. The inertia torque
C  (r sin   r cos  ).
3x
2
3y 3 I 2 b .2
that is generated by rotation of balancer and
D  (r3 y sin   r3 x cos  )
located at point B. Reaction torque Ti is input moment to
Through equation (1) to equation (5), the position. the shaft due to the reaction of combustion and inertia
velocity (linear and angular) and acceleration (linear and loads.
angular) of pins and center of mass can be obtained.

2
 The vector F2 is the reaction of the crankshaft to the
crank, while vector F3 is the reaction force of crankpin to
the crank. The mass m 2 a is of crank mass and generate F4
Fc

the inertia force of m 2 a .a 2 a and centered at point A.

4

m4.a4

The m 2 b is the mass of balancer and generate the inertia E

z

force of m 2 b .a 2b and centered at point B. The mass 1

-W4 F14

m 2 c is a half mass of crankpin to the crank, this mass 

generate a half of inertia force m 2 c .a 2 c and centered at

point C. In this modeling, the distributed weight of linkage
part are included. W2 is a half of weight of crankshaft. W2a
is the weight of crank, W2b is the weight balancer. W2c is a
half of the weight of crankpin Figure 6, Modeling of Piston

2.2.2 Connecting rod Modeling The vector F4 is the reaction force of connecting rod
to the pin of piston. The mass m 4 is the sum of piston’s
pin and piston mass itself and generated the inertia force
m 4 .a 4 and located at point E. The weight W4 is the sum
of pin and piston weight. The vector F14 is reaction force
q3

p3 of cylinder to the piston and located at the length of vector

3 , 3, 3
F3
z from the center of mass, and the vector Fc is a force as
m3.a3 a result of the combustion process in the cylinder to the
D
piston.
I3 3 3

2.3 Mathematical Equations

-W3

Mathematical modeling can be developed by using

vector analysis (Cartesian coordinate) method for engine
-F4
mechanism.

2.3.1 Equation for Crankshaft

Figure 5, Modeling of Connecting rod Crankshaft mechanism is modeled by assumed that the
center of rotation located on point A and mass of each of
crank part located at the center of each part.
Figure 5 shows a physical modeling of Connecting
rod. Center of rotation assumed to be located at point D.
Equation of the forces equilibrium vector of the
I  Crankshaft,
The inertia torque 3 3 is generated due to the
rotation of connecting rod. The mass m3 is the
F2  F3  m 2 a .a 2 a  m 2b .a 2b  m2 c .a 2 c …..
connecting rod mass and generate the inertia force
(6)
m3 .a 3 and centered at point D. The vector F3 is the
reaction force of crankpin to the connecting rod, while the Equation of moment equilibrium vector of the Crankshaft,
force of F4 is reaction of piston pin to the connecting rod.
The weight W3 is connecting rod weight and centered at q 2 a xF2  p 2 a xF3  Ti 
point D. E  F G H  I  J ……. (7)

where:
E  ( p 2 b  q 2 a ) xm2b .a 2b
F  ( p 2 b  q 2 a ) xW2 b
G  q 2 a xW2
2.2.3 Piston Modeling
H  p 2 a xW2 c
I  p 2 a xm2 c .a 2 c
J  ( I  I )
2a 2b 2

Equation (6) can be developed to give the force

equations in x and y direction, it mean give two rows of

3
equation. Equation (7) give the moment equations to the
center of rotation, after developing it using vector analysis,
this equation give a row of moment equation.
From equation (6) and (7) can result three rows of linear
equation to form matrix.
2.3.2 Equation for Connecting rod
III. METHOD OF SOLUTION
This programming is divided in two category
calculation. Firstly, kinematic step and secondly, dynamic
system formulation. Compiler Visual C++ is used for
programming language [11].
Briefly, figure 7, shows a flow chart of programming.

Equation of the forces equilibrium vector of Connecting START

rod,

F3  F4  m3 .a 3  W3
Kinematic steps:
…………….. (8) Vector model of
position, velocity, and
acceleration of pins and center of
mass of linkages
Equation of the moment equilibrium vector of Connecting
rod,

q 3 xF3  p 3 xF4  I 3 .3 …………….. (9)

Validation (compare
to polygon method)
No

Equation (8) is developed to give two rows of the OK

force equations in x and y direction, and equation (9) give
a row of moment equation. Dynamic steps:
Vector model of
From equation (8) and (9) can result three rows of linear Forces and Moments on the pins
and linkages
equation to form matrix.

2.3.3 Equation for Piston

Validation (compare No
to static balance)
Equation of forces equilibrium of piston,

F4  F14  m 4 .a 4  Fc …………… (10) OK

FINISH
Equation of moments equilibrium,

zxF14  0 ………... ….. (11) Figure 7, Flow Chart of Programming

Equation (10) can be developed into two rows of the
force equation, in x and y direction, while equation (11)
can be developed to be a row of moment equation in x and
y.
These equations give three rows of linear equation to
form matrix.
2.3.4 Matrix Formation
The equation (6) to equation (11) that have nine of
linear equations and can be solved simultaneously by
matrix formation,
 A x   b ……………. (12)
where,  A is a coefficient of symmetric matrix (9x9
matrix element),  x are the forces and torque parameter
to be solved (9x1 matrix element), while  b are the
effective inertia forces and moment (9x1 matrix element)
due to the moment and forces of inertia.
The forces and torque in matrix  x can be solved by
using Gauss-Jordan Elimination principle for solving
Simultaneously Linear Equation [10].
On the kinematic step, calculation of position, velocity,
and acceleration of pins and center of mass of each link
were carried out. Vector of position was written as
equation (1). In this development vector r2 and r3
considered as the length of crank and connecting rod, the
values are constant. Vector r4 considered as the length of
position between piston and the main bearing, this is an
unconstant variable. Equation (2) gives the linear velocity
of piston motion along the cylinder axis. Rotation of the
crank gives the angular velocity and acceleration of the
connecting rod,  3 and   , it can be seen in equation (3)
3
and (5). For this purpose, the main bearing is fixed, and
body tilt angle is included as a parameter to adjust the
position of axis of piston to x (same as engine’s body tilt
angle axis). Through this development, the effect of body
tilt angle  can be seen from the equation (3) to equation
(5). Equation (4) shows the linear acceleration of piston
motion along the cylinder axis.
Validation of kinematic calculations had been carried
out by comparing it to the hand calculation of polygon
method (see attachment-1 and attachment-2).
On the dynamics step, calculation of forces and
moments started of physical modeling of the crank and
balancer, connecting rod, and piston. Figure 3 shows the
physical dynamics modeling of engine mechanism.

4
Concept of Cartesian coordinate is used in accordance with
the vector analysis of forces and moments.
Crankshaft model, as showed at figure 4, can be derived
mathematically in accordance with d’Alembert principle of
equilibrium. Equation (6) shows the vector for force
equilibrium, while equation (7) for moment equilibrium.
Connecting rod, as showed at figure 5, can be derived into
the forces and moments (equation (8) and (9)). Piston is
considered as the body motion along the cylinder axis.
Friction is neglected in this situation, because of the
complexity of calculation.
Matrix formation is used to collect the ninth of
equations had been developed from equation (6) to
equation (11). For detail explanation, see section 2.3
(Mathematical Equations) for every step of modeling.
The data that are used for this solution is taken from
the size of diesel engine mechanism. Piston bore size d =
82.5 mm, stroke L = 92.5 mm, connecting rod length = 15
mm. Length of crank ra = 47 mm, balancer length rb = 78
mm. The internal pressure force data delivered to the
equation (10) depend on the crank angle of combustion
[12].
Simultaneously linear equations in a matrix form can be
solved by using Gauss Elimination procedure, by inserting
pivot point algorithm. This solution gives the result of
parameters that are considered as the reaction forces of the
pins.
Validation of dynamics system had been carried out by
comparing it to the static equilibrium, by eliminating the
dynamic parameters, such the effective forces and
moments of inertia (see attachment-3 and attachment-4).
Validation for mass of piston carried out by getting its
weight. For connecting rod, the mass, centroid and mass
moment of inertia by calculation and getting its weight and
compare it, the parts are modeled as a volume combination
of the separately blocks. For crankshaft, calculation of
mass, centroid and mass moment of inertia carried out by
modeling its volume as the combination of many blocks
(same procedure with connecting rod).
IV. RESULT AND DISCUSSION
Body Tilt Angle
4000
2000
0
-2000
Force -4000
-6000 100
-8000 90
-10000 85
-12000
75
Tilt Rx Ry
75 80 85 87.72 90 95 100
Figure 8, Graphic of Tilt Angle to Shaking Force
Programming of this engine mechanism gives a
comparatively result, even for accuracy of calculation and
in accordance with the engine’s body tilt angle, see figure
8.
This angle result gives the minimum shaking force in
horizontal direction, Rx = 2.07 Newton, while for vertical
direction, Ry = -11957.05 Newton. For diesel engine has
pressure 3,5 MPa, so internal pressure force Fc = 18709.70
Newton, at 100 of crank angle. Rotation of engine is
constant, n = 4500 rpm. This condition is very important
consideration for the human body comfort characteristic.
The human body characteristic can stand for up and down
shaking motion, but for horizontal shake must be avoided
for a long period. The optimum tilt angle of engine’s body
obtained   87.72 0 .
Validation of kinematic calculation, a good result was
reached. Calculation for n = 2000 rpm (   209.4
rad/sec),   0 0 , gives angular velocity for Connecting
rod  3  61.98 rad/sec for calculation and  3  62.0
rad/sec for polygon method. Angular acceleration
 3  9936.41 rad/sec2 for calculation and  3  9940
rad/sec2 for polygon method. Piston acceleration of
polygon method a  9290 ft/sec2 , for calculation
a  111435 .54 in/sec2 = 9286.3 ft/sec2 (see
attachment-1 and attachment-2).
For dynamics calculation, validation had been carried
out with a good result. The effective force and moment
must be eliminated (set to zero) to get static balance. For
r2 = 10 cm, r3 = 20 cm,  2  30 0 gives the result for
manual calculation, for Fc = 2500 N, obtained F14y = 645.5
N, F2x = 2500 N, F2y = -645.5 N, Ti = -18090.19 N.cm. The
result of computer calculation, for Fc = 2500 N, obtained
F14y = 645.5 N, F2x = 2500 N, F2y = -645.5 N, Ti =
-18090.17 N.cm (see attachment-3 and attachment-4).
Validation for calculating the connecting rod mass and
centroid can be explained, total mass m = 0.79 kg,
y  0.045 m, I zz  0.00314 kg-m2. By getting
weight procedure, it is obtained that mass m = 0.75 kg,
y  0.049 m. By this validation procedure, it can be
assumed that the calculation value of crankshaft can be
accepted. For crank: mass ma = 0.5867 kg, centroid
y  0.0272445 m, mass moment of inertia Izz =
0.000494 kg-m2 (one crank). For balancer: mass mb =
0.8829 kg, centroid y  0.03988 m, mass moment of
inertia Izz = 0.001028 kg-m2.
V.CONCLUSION
For revolution n = 4500 rpm, and maximum internal
pressure force Fc = 18709.70 N, at crank angle of 10 0, it is
obtained the minimum horizontal shaking force of Rx =
Tilt Angle 2.07 N, and the vertical force Ry = -11957.05 N. By this
calculation, the optimum body tilt angle can be adjusted to
be   87.72 0 .
This programming has reached a good accuracy for
calculating dynamic system of engine mechanism.
5
 VI. REFERENCES

[1] A.K. Agarwal, Biofuel (alcohols and biodiesel)

applications as fuel for internal combustion engines,
Progress in Energy and Combustion Science 33
(2007) 233-271.
[2] A.S. Ramadhas, S. Jayaraj, and C. Muraleedharan,
Use of vegetable oil as IC engine fuel: A review,
Renewable Energy 29 (2004) 727-742.
[3] A. Murugesan., A. Umarani, R. Subramanian., and
N. Nedunchezhian, Bio-diesel as an alternative fuel
for diesel engines, Renewable and Sustainable
Energy Reviews (2007).
[4] Z. Geng, and J. Chen, Investigation into piston-slap-
induced vibration for engine condition simulation
and monitoring, Journal of Sound and Vibration
282(2005) 735-751.
[5] A.P. Garlucci, F.F. Chiara, and D. Laforgia, Analysis
of the relation between injection parameter variation
and block vibration of an internal combustion diesel
engine, Journal of Sound and Vibration, 295 (2006)
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[6] E. Brusa, Torsional Vibration of Crankshaft: Effects
of Non-Constant Moments of Inertia, Journal of
Sound and Vibration, 205(1997) 135-150
[7] A.L. Guzzomi, The effect of piston friction on the
torsional natural frequency of a reciprocating
engine, Journal of Mechanical Systems and Signal
Processing (2007) 2833-2837.
[8] A.R. Holowenko, Dynamics of Machinery, John
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[9] F.P. Beer, and E.R. Johnston. Jr, Vector Mechanics
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[12] J.B. Heywood, Internal Combustion Engine
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ACKNOWLEDGMENT
Thanks to ANPCYT for supporting this event. Special
thanks to UTHM that has collaborated with UMP, UTeM,
and UniMAP.
Unforgettable special thanks to my colleagues,
Muhaimin Ismoen and Dr. Waluyo A.S, who have given
much support and the efforts for this research development.