Dynamic Balancing for
Couplings
Rathi Transpower, Pune
Causes of Unbalance
There are many reasons of unbalance in a rotating body.
(Coupling) The most common are described below.
1. Material: Cast parts such as Pump Impellers, Large Pul-
leys, Couplings, Large gears etc. may have non uniform
density; blow holes, porosity, sand traps which results
from Casting Process. These are undetectable through
normal visual inspection. But, the voids created repre-
sent a truly significant unbalance.
2. Manufacturing problems such as eccentric machining,
poor assembly due to incorrect tolerances and non uni-
form shape configuration of the product: drive shafts.
Eccentricity is due to non coincidence of geometric
and rotating centerlines. Stack up of Tolerances is one
of the most common sources of unbalance. The toler-
ances for the different parts add up to produce unbal-
ance.
3. Thermal distortion is common for machines operating
at elevated temperatures e.g. compressors, turbines,
blowers. The rotating part expands unevenly due to un-
even heating.
4. Components of Fans, blowers, pumps, & compressors
in material handling processes are subjected to corro-
sion, abrasion, wear & tear. This does not occur uni-
formly and results in unbalance.
5. Couplings or rotating parts used in material handling
applications become unbalanced due to unequal build-
up of deposits (dirt, lime, pigment etc.). These deposits
can also break unevenly and lead to severe unbalance.
6. Rotating parts manufactured by welding, pressing,
drawing, bending, extruding will naturally have high
internal stresses. If these are not stress relieved, they
may distort during running condition.
7. Balancing of individual parts with or without key re-
sults into unbalance if the procedure given as per ISO
standard is not followed.
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The unbalance has been found to be one of the most com-
mon causes of machinery vibration, present to some degree
in nearly all rotating machines.
Need For Balancing
Why Balance? Rotating components experience significant
quality and performance improvements when balanced.
Balancing is the process of aligning a principal inertia axis
with the geometric axis of rotation through the addition or
removal of material.
By doing so, the centrifugal forces are reduced, minimizing
vibration, noise and associated wear. One important rea-
son for balancing is that the forces created by unbalance
are detrimental to the life of the equipment- the rotor, the
bearings, the couplings, and the supporting structure.
The amount of force created by unbalance depends on the
speed of rotation, and amount of unbalance which is the
result of inaccuracy in machining, partly machined com-
ponents etc. Parameters to be considered while purchasing
products are: performance - smaller, lighter, more efficient,
more powerful, quieter, smoother running and longer last-
ing. Balancing can contribute to each of these and is one
of the most cost effective means of providing value to the
consumer.
Types of Unbalance
The location of the mass center and the principal inertia
axes are determined by the distribution of mass within the
part. Unbalance exists when the axis of rotation is not coin-
cident with a principal inertia axis.
It is important to draw a distinction between unbalance
and balance correction. Unbalance is a mass property. It be-
comes a characteristic of the part when an axis of rotation
is defined. Balance correction is a means to alter the mass
properties to improve the alignment of the axis of rotation
with the mass center and/or the central principal axis.
Both can be expressed as weights and radii and have shared
terminology. We are considering unbalance as a mass prop-
erty.
Static Unbalance
A condition of static unbalance exists when the mass center
does not lie on the axis of rotation. Static unbalance is also
known as Force Unbalance. As defined, static unbalance is
an ideal condition, it has the additional condition that the
axis of rotation be parallel to the central principal axis. No
couple unbalance. Static unbalance can be corrected with
a single weight.
Ideally the correction is made in the plane of the mass
center and is sufficient to shift the mass center to the axis
of rotation. It is important to align the correction with the
initial unbalance to move the mass center directly towards
the axis of rotation. Static unbalance can be detected on
rotating or non-rotating balancers.
Couple Unbalance
It is a specific condition that exists when the central prin-
cipal axis of inertia is not parallel with the axis of rotation.
Couple unbalance is often presented as dynamic unbalance
in engineering classes; however this term is defined other-
wise by ISO 1925 and it is reserved for more general case
of combined static and couple unbalance. It carries the ad-
ditional condition that the mass center lies on the axis of
rotation and no static unbalance exists.
There is no eccentricity of the centre of gravity, but when
the rotor turns, the two masses cause a shift in the inertia
axis. Due to this it will be no longer aligned with the rota-
tion axes, leading to strong vibration in the bearings.
Couple correction requires two equal weights to be added
to the work piece 1800 apart in two correction planes. The
distance between these planes is called couple arm. The lo-
cation of the correction planes is arbitrarily provided such
that the product of wxrxd matches to the unbalance. Cou-
ple unbalance can only be measured on a rotating balancer.
Dynamic Unbalance
In the most general case of unbalance the central principal
axis is not parallel and does not intersect the axis of rota-
tion. Dynamic unbalance is also referred as two plane un-
balance, indicating that correction is required in two planes
to fully eliminate dynamic unbalance.
A two plane balance specification is normally expressed in
terms of wxr per plane and must include the axial location
of the correction planes to be complete. Dynamic unbal-
ance includes all the unbalances which exist in a rotor. This
type of unbalance can only be measured on a rotating bal-
ancer since it includes couple unbalance
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Since dynamic unbalance is a combination of static and
couple unbalance and since static and couple unbalances
have different units, there are no unique units for dynamic
unbalance. It can be expressed in terms of the balance cor-
rections required. Coupling comprises of flexible member
to accommodate misalignment. For balancing, it is neces-
sary to make it rigid before mounting it on the balancing
machine.
Units of Unbalance
Balance corrections are normally specified as a weight add-
ed or removed at a radius. The weight or mass units can be
any convenient units of measure. The most commonly used
weight units are ounces (oz) or occasionally pounds (lbs),
grams (g) or kilograms (kg). The capacity and accuracy of
the weighing balance must be taken into account to ensure
that weight precision is up to the mark.
Occasionally the weight units, Newtons (N), are specified,
but for practical use it must be converted to a more com-
mon weight scale unit. Length units usually correspond to
the manufacturer’s standard drawing length units. Most
commonly these are inches (in) or millimeters (mm).
The most common combinations used to specify unbal-
ance are ounce•inches (oz•in), gram•millimeters (g•mm),
gram•centimeters (g•cm), and kilogram•meters (kg•m). The
order in which the units are expressed is not important,
1in•oz = 1 oz•in.
Conversions for mass, weight and length are readily avail-
able. The most commonly used balance conversion is be-
tween in•oz and g•mm.
1 in•oz = 720 g•mm
1 lb = 16 oz = 454 grams
1 in = 25.4 mm
The International Standards Organization (ISO) Standard
1940: Balance Quality of Rotating Rigid Bodies classifies ro-
tor types and allots corresponding balance quality grades.
The graph given in the standard is given here as a reference.
From this graph for a balance grade and rotor speed, the
permissible eccentricity of the rotor centre of gravity (i.e.
the permissible residual unbalance per unit of rotor mass)
can be read off.
These recommended balance grades are based on experi-
ence and, if due regard is paid to them; satisfactory run-
ning conditions can most probably be expected. The stand-
ard does not refer to couplings, but it seems reasonable
to choose a balance quality grade for the coupling which
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equals that of coupled rotor, such that the rotors and the
coupling have a common permissible eccentricity.
Note that ISO 1940 applies to rigid rotors, i.e., those rotors
running sufficiently below their first critical speed, that
shaft bending does not affect the balance significantly. Ac-
cording to ISO 1940 “Balancing is the process of attempting
to improve the mass distribution of a body so that it rotates
in its bearings without unbalanced centrifugal forces.” (Re-
fer the chart).
American Gear Manufacturers Association (AGMA) stand-
ard: Balance Classification for Flexible Couplings is not re-
stricted to only gear type couplings, but it is intended as a
guide to the users of various types of high speed couplings,
and is commendably simple to use. The American Petrole-
um Institute (API) Standard 671, Special Purpose Couplings
for Refinery Services, is a users standard applicable to cou-
plings for equipment trains that are normally unspared,
and critical to the continued operation of the refinery. The
standard is widely respected in oil, gas and petrochemical
industries worldwide.
Such a high standard is, of course, costly to achieve. The API
concept of specifying coupling balance is quite different
from both ISO and AGMA. The only option in the standard
is a choice of one of three balancing procedures: each pro-
cedure defines a related maximum permissible unbalance
in terms of coupling weight and speed.
The three procedures and permissible eccentricities, meas-
ured at the balancing planes, are given below.
• Component Balancing
• Component Balancing plus Assembly Balance Check
• Component Balancing plus Assembly Balancing
Component Balancing
This method requires individual dynamic balancing of each
coupling component, with the exception of fasteners and
accessories. If a coupling component is axially short, bal-
ancing can be done in a single plane. Long components are
balanced in two planes, and can be installed in balancing
machines on their outside diameters, eliminating the need
for a mandrel. Coupling fasteners are not balanced with any
of the components; rather, they are weight balanced on pre-
cision scales. Weight adjustment is done by removing some
material from the components. It is important to remem-
ber that the set should not be broken. The residual unbal-
ance of the assembled coupling is unknown.
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Component Balancing plus Assembly Balance
Check
An assembly balance check is performed on a coupling as-
sembled from individually balanced components. This pro-
cedure is strictly a measurement of the residual unbalance
of an assembly and not a balance correction method.
Component Balancing plus Assembly Balancing
Balancing of an assembly comprised of individually bal-
anced components ensures the lowest possible residual un-
balance. This method requires final balancing corrections
to a completed assembly. The coupling parts are match
marked. This procedure ensures that when a coupling is in-
stalled on the equipment, it is assembled in the same condi-
tion as it was on the balancing machine for final balancing.
Usually, only the relative position of hubs, distance pieces,
spacers are match marked. However, in large couplings
having heavy fasteners, it is compulsory to also mark the
position of each nut bolt relative to their bolt holes.
Though it is not essential to recognize whether a particular
rotating body has static, couple, or dynamic unbalance to
solve the problem, it is obvious that all balancing problems
can’t be solved by balancing in a single plane balancing.
As a guide to determine whether single plane or two plane
balancing is required refer the table. The L/D ratio is calcu-
lated using the dimensions of the rotating body exclusive of
the supporting shaft.
Balance Correction
L / D Ratio
Single Plane Two Plane
Less than 0.5 Up to 1000 RPM Above 1000 RPM
More than 0.5 Up to 150 RPM Above 150 RPM
It is important to keep in mind that this guideline is given
as a guide and may not be true in all cases. For example, ex-
perience reveals that single plane balancing is normally ac-
ceptable for single groove pulleys, grinding wheels and sim-
ilar parts even though their operating speed may be greater
than 1000 rpm. In any case, smooth operation is the final
requirement and corrections should be made accordingly.
 Table : Balance quality grades for various group of representative rigid rotors (From ISO 1940/1)

Product of the
Balance
Relationship (as
Quality Rotor Types - General Examples
per XV)(1) (2)
Grade
mm/s
G 4 000 4 000 Crankshaft/drives of rigidly mounted slow marine diesel engines with uneven number of cylinders

G 1 600 1 600 Crankshaft/drives of rigidly mounted large two-cycle engines

G 630 630 Crankshaft/drives of rigidly mounted large four-cycle engines

Crankshaft/drives elastically mounted marine diesel engines

G 250 250 Crankshaft/drives of rigidly mounted fast four-cylinder diesel engines

G 100 100 Crankshaft/drives of fast diesel engines with six or more cylinders
Complete engines (gasoline or diesel) for cars, trucks and locomotives

G 40 40 Car wheels, wheel rims, wheel sets, drive shafts

Crankshaft/drives of elastically mounted fast four-cycle engines with six or more cylinders
Crankshaft/drives of engines of cars, trucks and locomotives

G 16 16 Drive shafts ( Propeller shafts, cardan shafts) with special requirement

Parts of crushing machines
Parts of agriculture machinery
Individual components of engines (gasoline or diesel) for cars, trucks and locomotives
Crankshaft/drives of engines with six or more cylinders under special requirement

G 6.3 6.3 Parts of process plant machines

Marine main turbine gear (merchant services)
Centrifuge drums
Paper machinery rolls, print rolls
Fans
Assembled aircraft gas turbine rotors
Flywheels
Pump impellers
Machine-tool and general machinery parts
Medium and large electric armatures (of electric motors having at least 80 mm shaft height) without
special requirement
Small electric armatures, often mass produced in vibration insensitive applications and/or with
vibration-isolating mounting
Individual components of engines under special requirements

G 2.5 2.5 Gas and steam turbine, including marine main turbines (merchant service)
Rigid turbo-generator rotors
Computer memory drums and discs
Turbo-compressors
Machine-tool drives
Medium and large electric armatures with special requirements
Small electric armatures not qualifying for one or both of the conditions specified for small electric
armatures of balance quality grade G 6.3
Turbine-driven pumps

G1 1 Tape recorder and phonograph (gramophone) drives

Grinding-machine drives
Small electric armatures with special requirement

G 0.4 0.4 Spindles,discs and armatures of precision grinders

Gyroscopes
1) v=2'n/60 A n/10, if n is measured in revolutions per minute and v in radians per second
2) For allocating the permissible residual unbalance to correction planes, refer to "Allocation of Upper to correction planes."
3) A crankshaft/drive is an assembly which includes a crankshaft flywheel, clutch, pulley, vibration damper, rotating portion of connecting rod etc.
4) For
4) For the purposes
purposes ofof this
this part
part of
of ISO
ISO1940/1,
1940/1,slow
Slowdiesel
dieselengines
enginesare
arethose
thosewith
withaa piston
piston velocity
velocity of of less
less than
than 9 m/s
9 m/s: fast
fast diesel
diesel engines are those
with
engines are
a piston those of
velocity with a piston
greater than velocity
9 m/s of greater than 9 m/s
5) In complete engines, the rotor mass comprises he sum of all masses belonging to the crankshaft/drive described in note 3 above.

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