Multiplane balancing

Gear elements must be multiplane and dynamically balanced. Where keys are used in couplings, half keys must be in place. The maximum allowable unbalanced force at maximum continuous speed should not exceed 10% of static weight load on the journal. The maximum allowable residual unbalance in the plane of each journal is calculated using the following relationship... 

Practical applications of the influence coefficient method to multiplane, multispeed balancing are presented by Badgley and the author. The separate problem of choosing balancing planes is discussed at some length by Den Hartog, Kellenberger, and Miwa for the (N + 2)-plane method, and by Bishop and Parkinson in the V-plane method. 

Using the influence coefficient technique for multiplane balancing is simply an extension of the logic, which is hardwired into the standard balancing machine. This extension has been made possible by the availability of better electronics and easier access to computers. 

Badgley, R.H., Recent Development in Multiplane-Multispeed Balancing of Flexible Rotors in the United States, presented at the Symposium on Dynamics of Rotors, lUTAM, Lyngby, Denmark, August 12, 1974. 

Boyce, M.P., Multiplane, Multispeed Balancing of High Speed Machinery, Keio University, Tokyo, Japan, July 1977. 

Legrow, J.V., Multiplane Balancing of Flexible Rotors—A Method of Calculating Correction Weights, ASME Paper No. 71-Vibr-52. 

Most balancing standards are based on a residual imbalance and do not include multiplane imbalance. If they are approximately 180 degrees to each other, they form a couple. If the distance between the planes is small, the resulting couple is small if the distance is large, the couple is large. A couple creates considerably more vibration than when the two residual imbalances are in-phase. Unfortunately, there is nothing in the balancing standards that takes this into consideration. 

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