VOLUME 10, NUMBER 2 HVAC&R RESEARCH APRIL 2004

129
Modeling of Hermetic Scroll Compressors:
Model Development
Yu Chen James E. Braun, Ph.D., P.E. Eckhard A. Groll, Ph.D.
Member ASHRAE Member ASHRAE
This paper presents a comprehensive model for a hermetic scroll compressor. The model com-
bines models of the compression process including leakage and local heat transfer within the
scrolls, frictional losses, motor inefficiencies, and heat transfer within the shell and to the ambi-
ent. The model is useful for investigating the impact of design changes on compressor perfor-
mance. Some sample results are presented in this paper. Detailed validation and an
investigation of compressor design improvements are described in a companion paper.
INTRODUCTION
Research on compressors usually involves both experimental and theoretical methods. Com-
pressor modeling has emerged from the different methods used to investigate compressors as a
research field of its own. Practically every individual process occurring in a scroll compressor
has been modeled, such as the dynamics of the moving parts including frictional losses (Ishii et
al. 1986, 1987, 1988a, 1988b, 1988c, 1990, 1992, 1994; Hayano et al. 1988), the compressor
process (DeBlois and Stoeffler 1988; Yanagisawa 1990; Nieter 1988; Kim 1998; Caillat et al.
1994), heat transfer between the refrigerant and compressor parts (Jang and Jeong 1999; Wagner
and Marchese 1992; Bush and Elson 1988; Suefuji et al. 1992), internal flow and leakage (Puff
and Krueger 1992; Suefuji et al. 1992; Tojo et al. 1986; Zhu et al. 1992; Yong 1994), oil trans-
port and distribution (Drost and Quesada 1992) and pulsating flow at suction and discharge
(Nieter and Gagne 1992).
It appears that the first comprehensive compressor model of a hermetic scroll compressor was
presented by Chen et al. (2002a, 2002b) and Chen (2000). This model was developed for R-22
scroll compressors and includes all of the important mechanisms that influence the performance
of a compressor. The ability of the model to predict mass flow rate, power consumption, and dis-
charge temperature was validated using measurements performed on a R-22 compressor. The
model was able to predict mass flow rate and power consumption within about 2% and dis-
charge temperature within about 2C over a wide range of operating conditions.
One of the limitations of the earlier model is that it utilizes an overall mechanical-electrical
efficiency that accounts for frictional and motor losses. For a given compressor, it is necessary
to fit the coefficients of an empirical relationship for mechanical-electrical efficiency as a func-
tion of pressure ratio and compressor power using overall compressor measurements. As a
result, the model is limited in terms of studying design changes and trade-offs.
The model presented in the current paper represents an improvement on the earlier work in
that it incorporates a physical model for frictional losses and a separate motor efficiency model
that is based upon data generally available from the motor manufacturer. In addition, the model
was extended to consider R-410A compressors, and several other improvements were made,
including simplification of the thermal network used to evaluate heat transfer within the shell
Yu Chen is with United Technologies Research Center, East Hartford, Conn. Eckhard A. Groll is an associate professor
and James E. Braun is a professor at Purdue University, West Lafayette, Ind. Part II of this article will appear in the
July 2004 issue of HVAC&R Research, Volume 10, Issue 3.
130 HVAC&R RESEARCH
and the ambient and an improved method for modeling the temperature distribution within the
scroll wraps. The improved model has been validated for a new R-410A hermetic compressor.
In addition to validation for prediction of overall performance (mass flow rate, power, and dis-
charge temperature), detailed validations were performed for predictions of refrigerant pressures
within the scrolls as a function of the orbiting angle, temperatures along the scroll wraps, and
various temperatures within the hermetic shell.
This paper presents an overview of the model, but it focuses on details that represent improve-
ments over the model presented by Chen et al. (2002a, 2002b). In addition, some example
results are presented. The validation results are presented in a companion paper (Chen et al.
2004), along with the results of some parametric studies involving important design parameters.
BACKGROUND
Compressor
The compressor used for validation of the model is a 13.42 cc horizontal type of scroll com-
pressor, which utilizes a high-pressure shell, i.e., the entire compressor shell is under discharge
pressure. A drawing of the compressor is shown in Figure 1. The refrigerant R-410A is drawn
into the suction chamber in the pump assembly through a suction pipe that leads through the
compressor head. The refrigerant is compressed in the pump assembly and discharged through
the discharge opening into the compressor head, where it flows over the suction pipe. The fixed
scroll is made from steel, whereas the rotating scroll is aluminum. From the compressor head,
the compressed gas flows through small holes in the side of the pump assembly, which is
three-point welded into the compressor shell, over the compressor motor toward the compressor
outlet. The motor is mounted onto the compressor shaft, driving the orbiting scroll, which is pre-
vented from spinning by an Oldham coupling in the pump assembly. A trochoidal pump sup-
plies oil to the bearing pump assembly through a drilling in the shaft. Since the compressor is of
a horizontal type, part of the pump assembly and the motor are located in the oil sump.
Overall Structure of the Model
The overall modeling approach is depicted in Figure 2 and described in detail by Chen et al.
(2002a, 2002b) The model is organized in terms of a compression process and an overall com-
Figure 1. The investigated scroll compressor.
VOLUME 10, NUMBER 2, APRIL 2004 131
pressor model. The compression process model calculates instantaneous refrigerant properties at
each location within the scroll as a function of orbiting angle and includes leakage between
chambers and heat transfer between the gas and the scroll wraps. The overall compressor model
determines frictional losses, heat transfer between the lumped compressor elements, tempera-
tures of the elements, power consumption of the compressor, etc. The solution for the element
temperatures is iterative, and at each iteration the overall compressor model calls the compres-
sion process model. The compression process model includes several submodels. The geometri-
cal model defines the various compressor chambers and associated volumes as a function of
orbiting angle. The existence of the compressor chambers is determined in the CASE model.
The REASSIGN model reassigns properties of compression chambers when chamber configura-
tions change at certain orbiting angles. The suction, discharge, and leakage flows between adja-
cent compressor chambers are calculated in the leakage model. The heat transfer rates between
the refrigerant and the compressor scroll wraps and plates are calculated using the heat transfer
model. These submodels are called in sequence as the orbiting angle moves forward step by step
and are called iteratively until the compression process model converges. The compression pro-
cess model returns the discharge port refrigerant properties and heat transfer from the scrolls to
the refrigerant in the shell to the overall compressor model. The overall compressor model uses
these outputs, along with the frictional loss model and energy balances across the pump assem-
bly and for lumped elements, to iteratively determine the element temperatures.
SCROLL GEOMETRY
The geometry of the scroll compressor is one of the main factors influencing the efficiency of
the compressor. The geometric characteristics need to be known and thoroughly understood in
order to establish a working mathematical model for the compressor. Chen et al. (2002a) provide
a detailed model for calculating areas, volumes, and volume derivatives as a function of orbiting
angle.
Figure 2. Overall structure of the scroll compressor model.
132 HVAC&R RESEARCH
For the specific scroll compressor considered in this paper, the ending angles and of
the involutes of the orbiting scroll and the fixed scroll are different. For the orbiting scroll, both
the outer and the inner involutes end at the same angle,
(1)
However, for the fixed scroll, the outer and the inner involutes end at different angles and
, respectively, which are different by 2 rad, as shown in Figure 3.
(2)
(3)
From this it can be seen that the ending angle of the inner involute of the fixed scroll is larger
than that of the orbiting scroll, e.g., the inner involute of the fixed scroll is extended to the angle
of 20.555 rad, which leads to asymmetry between the fixed scroll and the orbiting scroll.
It should also be noted that from a certain involute angle of rad to the ending
angle of 20.555 rad, the extended inner fixed scroll is enlarged by the offset distance of
mm, as shown in Figure 3.
COMPRESSION PROCESS MODEL
Differential Equations Governing the Compression Process
The changes in refrigerant temperature, mass, and pressure with respect to orbiting angle
for any scroll chamber are calculated from mass and energy balances for an open control volume
with a moving boundary and an equation of state (Halm 1997). The changes in temperature and
mass are:

ie

oe

oe
( )
orbiting

ie
( )
orbiting
16.866 rad = =

oe

ie
Figure 3. Fixed scroll of the scroll compressor.

oe
( )
fixed
14.272 rad =

ie
( )
fixed
20.555 rad =

me
15.603 =
0.475 =

VOLUME 10, NUMBER 2, APRIL 2004 133

(4)
(5)
Both Equations 4 and 5 are valid for real gas. A third equation required to determine the ther-
modynamic properties of pressure, temperature and specific volume is an equation of state of the
form
P = P(T, v) (6)
where the specific volume is calculated using the mass of the refrigerant divided by the volume
of the chamber.
Equations 4 and 5 can be numerically integrated and used in combination with Equation 6 to
determine temperature (T), pressure (P), and mass (m) in each scroll chamber as a function of
orbiting angle ( ). In order to evaluate Equation 4, models that predict mass flow rates into and
out of each chamber as well as the heat transfer rate are required. Also, expressions for the
change of pressure with respect to temperature at constant specific volume, and for
the enthalpies h and h
in
are required. These expressions can be derived from the equation of state
and are presented by Chen et al. (2002a).
Thermodynamic Properties
The model presented by Chen et al. (2002a, 2002b) was developed for an R-22 scroll com-
pressor. Virial equations of state developed by Baehr and Tillner-Roth (1995) were used to pre-
dict superheated properties for R-22. In the current paper, the same functional forms were
employed and coefficients were determined for R-410A through nonlinear regression applied to
refrigerant property data from EES (Klein, 1999).
Suction Gas Mass Flow
Refrigerant vapor is drawn into the suction chamber as the suction volume increases with the
orbiting angle until the volume reaches a maximum. Afterwards, the volume of the suction
chambers decreases and, thus, the vapor in the suction chamber is compressed, leading to a pres-
sure rise in the suction chamber and a flow back toward the inlet. The backflow rate of the suc-
tion gas is calculated using the flow equation for isentropic flow of a compressible ideal gas,
corrected by a flow factor , as described by Chen et al. (2002a).
Suction Gas Heating
As the suction gas flows from the accumulator to the suction chamber through the connecting
pipe, the gas is heated by the pipe. This process is modeled using a heat transfer coefficient for
turbulent flow in a constant cross section pipe with constant temperature (see Chen et al. 2002a).
Discharge Process
The discharge chamber is always connected to a discharge port. If the pressure in the dis-
charge chamber is greater than the downstream discharge pressure, compressed gas will be dis-
charged through the port and a check valve. The discharge port is closed by the check valve to
prevent backflow into the compressor during shutdown. A simple quasi-static model for flow
T

------
1
mC
v
---------- T
P
T
------
\ `
| |
v
V

------
v

---- m

in
m

out
( )
m

in

--------

h h
in
( )
Q

---- +
)
`

=
m

-------
m

in

--------
m

out

-----------

P T ( )
v

134 HVAC&R RESEARCH

through the discharge port and the valve action involved in this process are described in Chen et
al. (2002b).
Leakage
There are two different paths for leakage in a scroll compressor. One path is formed by a gap
between the bottom or the top plate and the scrolls and is called radial leakage. The other path is
formed by a gap between the flanks of the two scrolls and is called flank or tangential leakage.
These leakages account for a decrease in the volumetric efficiency and an increase in specific
compression work because refrigerant leaking from high-pressure regions back into low-pres-
sure regions needs to be recompressed. Chen et al. (2002a) assumed isentropic flow and deter-
mined areas of the flow paths using empirical functions in terms of the overall pressure ratio.
Heat Transfer
As refrigerant is transported through the scroll compressor, it experiences heat transfer from
the scrolls and the bottom and top plate. Chen et al. (2002a) approximated the convective heat
transfer coefficient using a correlation developed for a spiral plate tube heat exchanger. In addi-
tion, the temperature distribution within the scroll wrap was assumed to be linear with the invo-
lute angle, . Furthermore, the temperature slope along the scroll wrap was approximated using
the refrigerant temperature difference between the discharge chamber and suction chamber
divided by the involute angle difference:
(7)
where T(1)and T(7) are the refrigerant temperatures at the suction and discharge chambers,
respectively, and and are the involute angles of the discharge and suction chambers,
respectively.
In order to evaluate these assumptions, several thermocouples were submerged inside the
fixed scroll walls and used to measure the temperature distribution for different operating condi-
tions as described in a companion paper (Chen et al. 2004). The following observations were
found from the measurements:
The temperature at the outer edge of the scroll was significantly (30C to 40C) higher than
that of the refrigerant in the suction chamber. For the investigated compressor, the entire com-
pressor shell is under discharge pressure. Therefore, the compressor scroll at the outer edge is
cooled by the low-temperature refrigerant in the suction chamber as well as heated by the
high-temperature discharged refrigerant in the shell (through the scroll plate). Since the heat
transfer through the scroll plate was not considered in the model presented by Chen et al.
(2002a), the temperature of the scroll near the suction chamber was underestimated.
The temperature of the scroll at the discharge side is close to that of the refrigerant in the dis-
charge chamber, since the two sides of the scroll are heated by the same high-temperature
refrigerant in the discharge chamber and in the compressor shell (through the scroll plate).
Heat transfer occurs from the high-temperature side (the center of the scroll) to the low-tem-
perature side (the outer edge) not only along the scroll length but through the scroll plate as
well, which substantially reduces the temperature difference along the scroll. Since the heat
transfer through the scroll plate was not considered by Chen et al. (2002a), the temperature
slope was overestimated.
Based on the above observations, it is assumed that the temperature at the center of the scrolls
equals the average temperature of the refrigerant in the discharge chamber and in the shell.
Therefore,

-------
T 7 ( ) T 1 ( )

1

2

----------------------------- =

1

2
VOLUME 10, NUMBER 2, APRIL 2004 135
(8)
The temperature slope along the rotating aluminum scroll is calculated by
. (9)
And similarly, the temperature slope along the fixed steel scroll is
. (10)
The heat exchange rate between the refrigerant and the scroll walls/plates in any chamber is
calculated using an integral method presented by Chen et al. (2002a).
Implementation of the Compression Process Model
Equations 4 and 5 are integrated using the Euler method, as described by Conte and DeBoor
(1980), so that at any orbiting angle :
(11)
(12)
where and are evaluated with Equations 4 and 5.
The differential equations for the multiple chambers are coupled and need to be solved simul-
taneously. Chen et al. (2002a) present a detailed procedure for solving these equations.
Mass Flow Rate/Average Discharge Temperature
and Enthalpy/Compression Power
Once the compression process model is solved, the mass flow rate, average discharge temper-
ature and enthalpy, and compression power can be calculated as described by Chen et al.
(2002a). These quantities are determined for a complete cycle of the compressor operating over
all orbiting angles. The compression power is necessary for the solution of the overall compres-
sor model and is determined as follows:
(13)
where h
suc
is the enthalpy of the suction gas, h
dis
is the average enthalpy of the discharged gas,
and and are the average heat transfer rates from the aluminum
scroll and steel scroll to the refrigerant within the scrolls, respectively. Chen et al. (2002a) give
equations for calculating the average heat transfer rates.
T
alum

1
( ) T
steel

1
( )
T 7 ( ) T
gas
+
2
---------------------------- = =
T

-------
\ `
| |
alum
T
alum

1
( ) T
alum

1

2
+
2
------------------
---------------------------------------------
T 7 ( ) T
gas
2 T
alum
+

1

2

-------------------------------------------------------- = =
T

-------
\ `
| |
steel
T
steel

1
( ) T
steel

1

2
+
2
------------------
--------------------------------------------
T 7 ( ) T
gas
2 T
steel
+

1

2

------------------------------------------------------- = =

j
T
j
( ) T
j 1
( )
dT
d
------
\ `
| |

j 1
=
+ =
m
j
( ) m
j 1
( )
dm
d
-------
\ `
| |

j 1
=
+ =
dT
d
------
dm
d
-------
W

compression
m

h
dis
h
suc
( ) Q

average _alum
Q

average _steel
=
Q

average _alum
Q

average _steel
136 HVAC&R RESEARCH
MECHANICAL AND MOTOR LOSS MODEL
Chen et al. (2002b) defined an overall motor-mechanical efficiency as the ratio of the com-
pression power to the overall electrical power input and developed an empirical correlation
using compressor performance measurements. The current paper presents a physical frictional
loss model to predict compressor shaft power and utilizes motor efficiency data to determine the
electrical power requirement.
Frictional Loss Model
Hayano et al. (1988) identified that frictional losses occur at ten different locations inside the
scroll compressor and calculated the frictional losses at major locations. Ishii et al. (1986, 1987,
1988a, 1988b, 1988c, 1990, 1992) presented a series of comprehensive studies on the dynamic
behavior of scroll compressors that form the basis for the model utilized in the current work. The
model is used to determine mechanical/frictional losses within the orbiting scroll and Oldham
coupling. A brief description and summary of the equations used in this model are given in the
following. More details can be found in Ishii et al. (1988a, 1988b, 1988c).
Force and Moment Balance for the Crankshaft. A crankshaft model is shown in Figure 4
and Figure 5 (Ishii et al. 1988). The crankshaft motion in the x and y directions satisfies the fol-
lowing:
Force balance along x axis:
(14)
Force balance along y axis:
(15)
Figure 4. Forces and moment acting on the crank shaft.
m
e
x

e
Q
x
S
x
+ 0 =
m
e
y

e
Q
y
S
y
+ 0 =
VOLUME 10, NUMBER 2, APRIL 2004 137
Moment balance along O:
(16)
where m
e
represents the total mass of the crank arm and the crank pin, which is concentrated at
the gravity point (x
e
, y
e
). The motor drive torque, , induces the reaction forces Q
x
and Q
y
on the crank shaft and the reaction forces S
x
and S
y
on the crank pin. and are the acceler-
ation of the crank arm and crank pin along x and y axes. I
o
is the moment of inertia of the crank-
shaft system. is the angular velocity acceleration of the crank shaft. L
Q
and L
S
are the
frictional torques at the crank journal and crank pin.
Force and Moment Balance for the Orbiting Scroll. Gas forces acting on the orbiting scroll
can be reduced to a tangential force F
t
, which acts against the clockwise orbiting motion, the
radial force F
r
, and the clockwise moment M
o
, which acts on the orbiting scroll center O
m
, as
shown in Figure 5 (Ishii et al. 1988a). They can be calculated by integrating the pressure force
along the inner/outer fixed and orbiting scrolls.
Figure 6 (Ishii et al. 1988a) shows all forces and moments acting on the orbiting scroll. The
reaction forces produced by the crank pin on the scroll center O
m
are S
x
and S
y
. Since the inter-
mediate pressure between the suction and discharge pressure acts on the outer surface of the
orbiting cover plate, the orbiting scroll is pressed up toward the fixed cover plate. The resultant
upward force is shown by F
o
acting on the center O
m
. Therefore, the contact plane of the orbit-
ing and fixed cover-plates forms the thrust-bearing surface of radius R
th
. O
1
and O
2
show the
reaction forces of the Oldham ring of radius R
or
. The forces and are the frictional forces
between the Oldham ring and the scroll.
There are forces acting on the orbiting scroll that tend to move the scroll from the horizontal
plane. These forces may best be described as overturning forces. In order to evaluate the con-
straint forces at the thrust-bearing surface, the moment M
m
, which is the moment that is over-
turning the orbiting scroll, and its counterclockwise angle from the x
m
axis are evaluated with
Equations 17 and 18.
I
o

S
x
r
o
sin S
y
r
o
cos
shaft
L
Q
L
S
0 = +

shaft
x

e
y

Figure 5. Gas forces and moment acting on the orbiting scroll.

f
y
1
f
y
2

138 HVAC&R RESEARCH

(17)
(18)
where M
xm
and M
ym
represent the moment components around the x
m
and y
m
axes.
The overturning moment M
m
must be supported by the thrust-bearing surface. In order to sim-
plify the analysis, it is assumed that M
m
is supported at two representative points on both the
thrust-bearing circle and the line perpendicular to M
m
passing through O
m
. Forces at these points
are represented by F
t1
and F
t2
. The frictional forces at points f
t1
and f
t2
are perpendicular to the
segment . Therefore, the following relationship applies:
(19)
The equation of motions can be derived for the orbiting scroll by developing the following
force and moment balances:
Force balance along x
m
axis:
(20)
M
m
M
xm
2
M
ym
2
+ =
tan
1
M
ym
M
xm
-----------
\ `
| |
=
Figure 6. Forces and moment acting on the orbiting scroll.
OO
m
F
t1
R
th
F
t2
R
th
M
m
=
m
s
x

r
( ) S
x
F
t
sin F
r
cos f
t1
sin f
t2
sin O
1
O
2
0 = + + + + +
VOLUME 10, NUMBER 2, APRIL 2004 139
Force balance along y
m
axis:
(21)
Force balance along z
m
axis:
(22)
Moment balance around x
m
axis:
(23)
Moment balance around y
m
axis:
(24)
Moment balance around z
m
axis:
(25)
Force and Moment Balance for the Oldham Ring.The governing force and moment equa-
tions for the Oldham ring are:
Force balance along x axis:
(26)
Force balance along y axis:
(27)
Moment balance along the Oldham ring center:
(28)
where the mass m
o
of the Oldham ring is concentrated at its center (x
r
, 0). O
1
and O
2
are the
reaction forces of the orbiting scroll. f
y1
and f
y2
are the frictional forces. T
1
and T
2
are the reac-
tion forces of the guide slot fixed on the compressor body. f
x1
and f
x2
represent the frictional
forces between the guide slot and the Oldham ring, as shown in Figure 7 (Ishii et al. 1988a).
Solving the Rotary Motion of the Crankshaft and Friction Force/Losses. Thirty-two
equations (Equations 14 to 28 plus the calculation of the coordinates x
e
, y
e
, x
r
, and y
r
, the gas
forces F
t
and F
t
, moment M
o
, the pressure forces F
i
and F
o
, the frictional forces and torques f
t1
,
f
t2
, f
x1
, f
x2
, f
y1
, f
y2
, L
Q
, and L
S
using Coulomb's law of friction) were developed for the forces and
moment balance of the crankshaft, the orbiting scroll, and the Oldham ring. There are
thirty-three unknowns: S
x
, S
y
, Q
x
, Q
y
, , , , , L
Q
, L
S
, F
t
, F
r
, M
o
, F
o
, F
i
, O
1
, O
2
, f
y1
, f
y2
,
M
xm
, M
ym
, M
m
, , F
t1
, F
t2
, f
t1
, f
t2
, , , f
x1
, f
x2
, T
1
, T
2
. Since Ishii et al. (1988c) reported that
the speed fluctuation ratio of the crankshaft is very small (below 0.5%), the crankshaft angular
m
s
y

r
( ) S
y
F
t
cos F
r
sin f
t1
cos f
t2
cos f
y1
f
y2
+ + 0 =
F
t1
F
t2
F
i
F
o
+ + 0 =
F
i
y
r
2
---- F
t
h
2
--- cos F
r
h
2
--- sin m
s
y

r
( )l
g
f
y1
f
y2
+ ( )l
o
S
y
l
s
M
xm
+ + + + 0 =
F
i
x
r
2
---- F
t
h
2
--- sin F
r
h
2
--- cos m
s
x

r
( )l
g
O
1
O
2
( )l
o
S
x
l
s
M
ym
+ + + + + + 0 =
M
o
L
S
f
t1
f
t2
( )R
th
+ ( ) sin O
1
R
or
y
r
+ ( ) O
2
R
or
y
r
( ) + 0 =
m
o
x

r
( ) O
1
O
2
f
x1
f
x2
+ + + 0 =
T
1
T
2
f
y1
f
y2
+ + + 0 =
O
1
R
or
O
2
+ R
or
T
1
R
or
T
2
R
or
+ + 0 =
x

e
y

shaft
x

r
y

r
140 HVAC&R RESEARCH
velocity acceleration, , is assumed to be zero. Therefore, the number of unknowns is reduced
to thirty-two, which equals the number of equations developed above. The system of the forces
and moment balance equations is closed and solvable. By mathematically combining some of
the equations for simplification, the number of the nonlinear system of equations can be reduced
to four with four unknowns (see Appendix A, Simplified Nonlinear Equations for Frictional
Model). This simplified system of equations is solved iteratively using a Newton-Raphson
method.
Rearranging the fundamental equations of motion of the moving components, all constraint
forces and moments can be derived as a function of the orbiting angle. Substituting the derived
constraint-forces, S
x
and S
y
into Equation 16, the equation of rotary motion of the crankshaft can
be rewritten in the following form:
(29)
The left-hand side of Equation 29 represents the moments of inertia. The first moment on the
right-hand side is the drive torque and the second represents the load torque. The first load
torque is due to gas compression, and the others are due to mechanical friction on each pair of
machine components.
Since the gas forces F
t
and F
r
and moment M
o
are functions of the orbiting angle, the fric-
tional model needs to be solved at each step of the orbiting angle. The average total rate of
mechanical losses can be calculated by integration as follows:
(30)

Figure 7. Forces and moment acting on the Oldham ring.

I
o
m
s
r
o
2
m
s
r
o
2

2
sin + + ( )

m
o
r
o
2
cos sin +

2
=

shaft
F
t
r
o
L
Q
L
s
f
x1
f
x2
+ ( )r
o
sin f
y1
f
y2
+ ( )r
o
cos f
t1
f
t2
+ ( )r
o
+ + + + + | |
W

mechanical _loss
W

crank journal
W

crank pin
W

thrust bearing
W

scroll Oldham
+ + + =
rps L
Q

t d
o
T

L
S

t d
o
T

f
t1
f
t2
+ ( )r
o

t d
o
T

f
x1
f
x2
+ ( ) sin f
y1
f
y2
+ ( ) cos + | |r
o

t d
o
T

+ + +
\ `
| |
=
VOLUME 10, NUMBER 2, APRIL 2004 141
where
= frictional losses at the crank journal per unit of time
= frictional losses at the crank pin per unit of time
= frictional losses at the thrust bearing per unit of time
= frictional losses due to the frictional forces between the orbiting scroll and the Old-
hamring per unit of time
rps = number of the orbiting scroll revolutions per second
T = period of one scroll revolution
The shaft power is calculated using
. (31)
The mechanical efficiency, , is calculated as
. (32)
The power input to the compressor is then
(33)
The motor efficiency, , is determined from motor performance data obtained from the
manufacturer of the motor as a function of the shaft torque.
OVERALL COMPRESSOR MODEL
Thermal Network
Chen et al. (2002b) used an overall thermal network with lumped elements to estimate heat
transfer in different parts of a hermetic scroll compressor. Nine different lumped elements
were considered with ten thermal resistances accounting for both convection and radiation. In
the current study, the model was simplified by analyzing detailed temperature measurements of
the compressor elements (see Chen et al. 2004). Through this analysis it was found that the num-
ber of lumped elements could be reduced to six and radiation between the elements can be
neglected. The important lumped elements and thermal resistances were identified based on the
following observations from the temperature measurements:
The suction pipe heats the refrigerant and therefore decreases the suction density of the refrig-
erant and volumetric efficiency of the compressor.
The compressor scrolls heat the refrigerant in the suction and compression chambers and cool
the refrigerant in the discharge chamber. Also, the scrolls are heated by the refrigerant in the
compressor shell. The heat transfer between the shell and the discharged gas in the shell was
not considered by Chen et al. (2002b).
The energy dissipated through motor losses heats the refrigerant in the shell.
Due to the large volume of the oil sump, heat transferred between the oil and discharged gas
and between the oil and compressor shell needs to be considered. The heat transfer between
the oil and gas was not considered by Chen et al. (2002b).
W

crank journal
W

crank pin
W

thrust bearing
W

scroll Oldham
W

shaft
rps
shaft

t d
o
T

mechanical

mechanical
1
W

mechanical _loss
W

shaft
------------------------------------------ =
P
W

shaft

motor
---------------- =

motor
142 HVAC&R RESEARCH
Heat transfer between the compressor shell and ambient needs to be considered for the overall
energy balance across the compressor.
Refrigerant in the shell heats the compressor scrolls and shell and cools the motor.
Radiation between the shell and motor and between the shell and scrolls can be neglected
since the temperatures of these elements are not very high.
The compressor components are divided into six different lumps, as shown in Figure 8:
the suction pipe of the compressor
the compressor scrolls (assuming the average temperatures of the steel scroll and
of the aluminum scroll are equal)
the motor
the compressor oil
the compressor shell
the refrigerant in the compressor
The motor rotor and stator were treated as one lumped element in the current study. Heat
transfer from the motor to the shell was considered through heat transfer from the motor to the
gas and from the gas to the shell. To more precisely model the heat transfer inside the compres-
sor, the heat transfer from the motor to the oil should be considered in the future.
An equivalent electrical circuit for steady-state operation is shown in Figure 9. For each ele-
ment, an energy balance of the form
(34)
is established, where
= heat transfer rate into the compressor element
= heat transfer rate out of the compressor element
= heat transfer due to energy generated in the compressor element, for example, heat transfer
due to the friction
Application of Equation 34 to the six different elements yields:
(35)
(36)
(37)
(38)
(39)
T
steel
T
alum
0 Q

in
Q

out
Q

generated
+ =
Q

in
Q

out
Q

generated
T
pipe
: 0
T
gas
T
pipe

R
gas _pipe
----------------------------- Q

pipe
=
T
scrolls
: 0
T
scrolls
T
gas

R
gas _scrolls
---------------------------------- Q

average _alum
Q

average _steel
Q

friction _scrolls
+ =
T
motor
: 0
T
gas
T
motor

R
gas _motor
-------------------------------- Q

motor
+ =
T
oil
: 0
T
gas
T
oil

R
gas _oil
-------------------------
T
shell
T
oil

R
shell _oil
----------------------------- Q

friction _oil
+ + =
T
shell
: 0
T
gas
T
shell

R
gas _shell
------------------------------
T
oil
T
shell

R
shell _oil
-----------------------------
T
ambient
T
shell

R
shell _ambient
---------------------------------------- + + =
T
gas
: m

h
gas
h
dis
( )
T
pipe
T
gas

R
gas _pipe
-----------------------------
T
scrolls
T
gas

R
gas _scrolls
----------------------------------
T
motor
T
gas

R
gas _motor
--------------------------------
T
oil
T
gas

R
gas _oil
-------------------------
T
shell
T
gas

R
gas _shell
------------------------------ + + + + =
VOLUME 10, NUMBER 2, APRIL 2004 143
Figure 8. The different elements in the compressor.
Figure 9. Equivalent electrical circuit for thermal resistances between the elements.
144 HVAC&R RESEARCH
(40)
where
T = temperature of various compressor elements
R = thermal resistance between two compressor elements
T
gas
= temperature of the refrigerant in the compressor shell
= mass flow rate of the refrigerant
h
gas
= enthalpy of the refrigerant in the compressor shell
h
dis
= enthalpy of the refrigerant at the discharge port of the scroll
= heat transfer rate from the suction pipe to the refrigerant
= average heat transfer rate from the steel scroll to the refrigerant
= average heat transfer rate from the aluminum scroll to the refrigerant
= heat transfer to the compressor scrolls due to the frictional losses
= heat transfer to the oil due to the frictional losses
= heat transfer to the motor due to the motor losses
Equation 40 shows that the refrigerant, after being discharged from the pump assembly into
the compressor shell, is heated additionally by the different compressor elements. The heat gen-
eration originates from motor losses and friction.
Compression Process Modeling
The compression process modeling is embedded into the overall energy balances. Equations
for calculating the unknowns , , , and h
dis
in Equations 35
to 40 are in Chen et al. (2002a, 2002b).
Frictional Loss
The physical frictional loss model was used to calculate the torque of the compressor shaft,
, so that the shaft power of the compressor, , can be calculated using Equation 31.
The motor efficiency can be obtained based on the motor performance chart in the fol-
lowing form (see Appendix C. Motor Performance):
(41)
Using the shaft work rate and motor efficiency, the power consumption of the compressor can
be calculated by Equation 33. The unknowns and can be calculated using the
following relations:
(42)
(43)
where the compression work rate, , can be calculated using Equation 13.
m

pipe
Q

average _steel
Q

average _alum
Q

friction _scrolls
Q

friction _oil
Q

motor
Q

pipe
Q

average _steel
Q

average _alum
m

shaft
W

shaft

motor

motor
f
motor

shaft
( ) =
Q

motor
Q

friction
Q

motor
P W

shaft
=
Q

friction
W

shaft
W

compression
=
W

compression
VOLUME 10, NUMBER 2, APRIL 2004 145
Distribution of the Frictional Losses
The distribution of frictional losses is assumed such that 75% of these losses occur in the
compressor scrolls and 25% are dissipated in the oil (see Chen et al. 2002b).
Thermodynamic Relations
Since two independent intensive properties can describe a thermodynamic state of a simple
compressible substance, T
gas
and h
suc
can be calculated as a function of the other two thermody-
namic properties by using the state equation of the refrigerant.
Solving for Unknown Quantities
Six nonlinear equations (Equations 35 and 40) were developed, one for each of the compres-
sor elements. Chen et al. (2002b) reduced this system of nonlinear equations by one using an
energy balance equation for the entire compressor. In the current development, the nonlinear
system of Equations 35 to 40 was further simplified to one nonlinear equation by mathematical
combination of the equations (see Appendix B, Simplified Nonlinear Equation for Overall
Model).
In summary, 21 equations were developed, including Equations 35 and 40, five equations
from the compression process model, six equations from the frictional loss model (Equations 31,
33, 41 to 43, and 13), two equations for distribution of the frictional losses, and two thermody-
namic relations. There are 21 unknowns in these equations: , h
dis
, h
gas
, T
pipe
, T
scrolls
, T
motor
,
T
oil
, T
shell
, T
gas
, , , , , , ,
, P, h
suc
, , , and . The equations for the overall compressor
model are closed and solvable.
Determination of the Thermal Resistances
Due to the complicated geometry, it is difficult to determine thermal resistances between
lumped elements using geometric parameters and material properties. In this study, thermal
resistances were estimated using least-squares regression applied to measured data associated
Figure 10. Refrigerant pressure vs. orbiting angle.
m

pipe
Q

average _steel
Q

average _alum
Q

friction _scrolls
Q

friction _oil
Q

friction
Q

motor

motor
W

shaft
W

compression
146 HVAC&R RESEARCH
with element temperatures and using Equations 35 to 39. Internal measurements of the scroll
compressor were conducted for three operating points (see Chen et al. 2004). The heat sources in
the equations were calculated for each operating point. The measured temperatures of the vari-
ous compressor elements and heat sources were substituted into the system of equations and the
various thermal resistances were determined analytically. The thermal resistances that were
identified using this method are listed in Appendix D, Thermal Resistances.
SAMPLE RESULTS
The compression process model was used to calculate refrigerant properties within the scrolls
as a function of the orbiting angle for the suction condition of 796 kPa and 10C and discharge
pressure of 2131 kPa. Instantaneous pressure of the refrigerant was plotted in Figure 10 and Fig-
ure 11 for refrigerant in the suction chamber until it is discharged through the discharge area.
The vertical divider on the chart indicates that the refrigerant is in different (suction, compres-
sion, and discharge) chambers. Leakage and heat transfer were calculated for the gas in the suc-
tion pocket for the entire suction process (from 0 to 360). It can be seen that for an orbiting
angle of 0 to 360, initially the pressure in the suction chamber is slightly lower than the suc-
tion line pressure, and just before the suction chamber is fully closed, the pressure in the suction
chamber rises due to a decrease of suction pocket volume and flow resistance at the small suc-
tion port. It can be seen that refrigerant stays in the compression chamber until it becomes the
discharge chamber at an orbiting angle of 701. Refrigerant in the discharge chamber is fully
discharged after an orbiting angle of 1201.
Temperature of the refrigerant as a function of the orbiting angle was plotted in Figure 11. It
can be seen that the temperature keeps increasing until the orbiting angle reaches 736. After-
wards, the temperature decreases due to the heat transfer from the refrigerant to the compressor
scroll wraps. It should be noted that there is a sudden temperature increase for the refrigerant in
the central discharge area at an orbiting angle of 1090 when the discharge chamber opens to the
discharge area due to the fact that temperature of the discharge chamber is higher. Due to the
heat transfer between the refrigerant and the scrolls, temperature of the refrigerant in the dis-
charge area decreases again.
Figure 11. Refrigerant temperature vs. orbiting angle.
VOLUME 10, NUMBER 2, APRIL 2004 147
The pressure as a function of the volume ratio was plotted in Figure 12. The volume ratio was
defined as the volume of the chamber where the refrigerant is over the maximum volume of the
suction chamber.
The overall energy balance model was used to calculate the refrigerant mass flow rate, dis-
charge temperature, and compressor power consumption. Under such suction and discharge con-
ditions, the predicted mass flow rate is 48.54 kg/h and discharge temperature is 340.14 K with a
power consumption of 814.46 W.
Validation and application of the compressor model are described in the companion paper
(Chen et al. 2004).
SUMMARY
Chen et al. (2002a, 2002b) presented the first comprehensive model for a hermetic scroll
compressor that considers all of the important mechanisms that affect performance (e.g., leak-
age, heat transfer). The model presented in the current paper is based upon the earlier work, but
it represents an improvement in that it incorporates a physical model for frictional losses and a
separate motor efficiency model that is based upon data generally available from the motor man-
ufacturer. The earlier model utilized an empirical function for mechanical-electrical efficiency
that accounts for frictional and motor losses and that had to be fit using overall compressor
power measurements. As a result, the model was somewhat limited in terms of studying design
changes and trade-offs. In addition, the model was extended to consider R-410A compressors
and several other improvements were made, including simplification of the thermal network
used to evaluate heat transfer within the shell and the ambient and an improved method for mod-
eling the temperature distribution within the scroll wraps. In a companion paper, the improved
model was validated for a new R-410A hermetic compressor in terms of both overall perfor-
mance measures (mass flow rate, power, and discharge temperature) and detailed predictions of
refrigerant pressures within the scrolls as a function of the orbiting angle, temperatures along the
scroll wraps, and various temperatures within the hermetic shell. The resulting model is useful
for studying the impact of design changes, such as reduced leakage areas or scroll geometry, on
the performance of hermetic scroll compressors.
Figure 12. P-V diagram of the refrigerant.
148 HVAC&R RESEARCH
ACKNOWLEDGMENT
The authors would like to express sincere thanks to Matsushita Electric Industrial Co. Ltd.
for their financial support in carrying out this work and their permission to publish this work.
NOMENCLATURE
C
v
= specific heat at constant specific
volume
f
t1
= frictional force
f
t2
= frictional force
f
x1
= frictional force between the guide
slot and the Oldham ring
f
x2
= frictional force between the guide
slot and the Oldham ring
f
y1
= frictional force between the Old-
ham ring and the scroll
f
y2
= frictional force between the Old-
ham ring and the scroll
F
i
= resultant force acting on the center
of the segment
F
o
= resultant upward gas force acting
on the scroll center
F
t
= tangential gas force acting on the
orbiting scroll
F
t1
= support force to the orbiting scroll
by the thrust-bearing surface
F
t2
= support force to the orbiting scroll
by the thrust-bearing surface
F
r
= radial gas force acting on the orbit-
ing scroll
h = specific enthalpy of the refrigerant
in the control volume
h
dis
= average specific enthalpy of gas as
discharged from pump assembly
h
gas
= specific enthalpy of gas as dis-
charged from compressor
h
in
= specific enthalpy of the refrigerant
flowing into the control volume
h
suc
= specific enthalpy of the suction gas
I
o
= moment of inertia of the crank shaft
system
L
Q
= frictional torque at the crank journal
L
S
= frictional torque at the crank pin
m = mass of the refrigerant
m
e
= total mass of the crank arm and the
crank pin
m
o
= mass of the Oldham ring
m
s
= mass of the orbiting scroll
m(
j
) = mass of the refrigerant at the orbit-
ing angle of
j
m(
j1
= mass of the refrigerant at the orbit-
ing angle of
j1
= refrigerant flow rate
= mass flow rate into control volume
= mass flow rate out of control vol-
ume
M
m
= moment overturning the
orbiting scroll
M
o
= clockwise gas moment acting
on the orbiting scroll
M
xm
= moment component around
the x
m
axis
M
ym
= moment component around
the y
m
axis
O
1
= reaction force of the Oldham
ring
O
2
= reaction force of the Oldham
ring
O
m
= orbiting scroll center
P = pressure of the refrigerant
P = power input to the
motor/compressor
= heat flow rate into the control
volume
= average heat transfer rate
from the wall/plate of the alu-
minum scroll to the refriger-
ant
= average heat transfer rate
from the wall/plate of the
steel scroll to the refrigerant
= heat transfer to the compres-
sor due to the frictional losses
= heat transfer to the compres-
sor scrolls due to the fric-
tional losses
= heat transfer to the oil due to
the frictional losses
= heat transfer due to the energy
generated in the compressor
element, for example, heat
transfer due to the friction
= heat transfer rate into the
compressor element
= heat transfer rate to the com-
pressor elements due to the
motor losses
= heat transfer rate out of the
compressor element
= heat transfer rate from the
suction pipe to the refrigerant
= reaction force on the crank
shaft along x axis
= reaction force on the crank
shaft along y axis
m

in
m

out
Q

average _alum
Q

average _steel
Q

friction
Q

friction _scrolls
Q

friction _oil
Q

generated
Q

in
Q

motor
Q

out
Q

pipe
Q
x
Q
y
VOLUME 10, NUMBER 2, APRIL 2004 149
R = thermal resistance
between the compressor
elements
r
o
= orbiting radius of the
rotating scroll
R
or
= radius of the Oldham ring
R
th
= radius of the thrust-bear-
ing surface
rps = number of rotations of the
orbiting scroll per second
S
x
= reaction force on the crank
pin along x axis
S
y
= reaction force on the crank
pin along y axis
T = temperature
T = period of one scroll revo-
lution
T
1
= reaction force of the guide
slot fixed on the compres-
sor body
T
2
= reaction force of the guide
slot fixed on the compres-
sor body
T
alum
( ) = temperature distribution of
aluminum scroll
T
ambient
= temperature of the ambi-
ent
T
gas
= temperature of the refrig-
erant discharged from the
compressor
T
pipe
= temperature of the pipe
wall
T
motor
= temperature of the motor
T
oil
= temperature of the oil
T
scrolls
= temperature of the scrolls
Ts
hell
= temperature of the com-
pressor shell
T
steel
( ) = temperature distribution
of steel scroll
T(1) = temperature of the refrig-
erant in the suction cham-
ber
T(7) = temperature of the refrig-
erant in the discharge
chamber
T(
j
) = temperature of the refrig-
erant at the orbiting angle
of
j
T(
j1
) = temperature of the refrig-
erant at the orbiting angle
of
j1
= average temperature of
aluminum scroll
= average temperature of
steel scroll
V = volume
= specific volume
= compression work
= frictional losses at the
crank journal per unit of
time
= frictional losses at the
crank pin per unit of time
= average total rate of
mechanical losses
= frictional losses due to the
frictional forces between
the orbiting scroll and the
Oldham ring per unit of
time
= available shaft work input
rate (power output of the
motor)
= frictional losses at the
thrust bearing per unit of
time
x
e
= coordinate of the gravity
point of the crank arm and
pin along x axis
x
m
= axis
x
r
= coordinate of the gravity
point of the orbiting scroll
along x axis
= acceleration of the crank
arm and crank pin along x
axis
= acceleration of the orbit-
ing scroll along x axis
y
e
= coordinate of the gravity
point of the crank arm and
pin along y axis
y
m
= axis
y
r
= coordinate of the gravity
point of the orbiting scroll
along y axis
= acceleration of the crank
arm and crank pin along y
axis
= acceleration of the orbit-
ing scroll along y axis
= offset distance at the outer
involute
= counterclockwise angle of
the orbiting scroll

mechanical
= mechanical efficiency

motor
= motor efficiency

shaft
= motor drive torque acting
on the crank shaft
= scroll orbiting angle
= step of the scroll orbiting
angle

1
= involute angle of the dis-
charge chamber

2
= involute angle of the suc-
tion chamber

T
alum
T
steel

compression
W

crank journal
W

crank pin
W

mechanical _loss
W

scroll Oldham
W

shaft
W

thrust bearing
x

e
x

r
y

e
y

150 HVAC&R RESEARCH

i
e
= inner involute ending
angle

me
= involute angle

oe
= outer involute ending
angle
= angle between the crank
arm and x axis
= angular velocity of the
crank shaft
= angular velocity accelera-
tion of the crank shaft
= angular speed of compres-
sor shaft
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APPENDICES
Appendix A. Simplified Nonlinear Equations for Frictional Model
The system of equations for the physical frictional model was simplified to four nonlinear
equations as follows:
where
M
o

s
r
s
S
x
2
S
y
2
+
2
M
m
R
th
F
o
F
i
+
2
------------------------------------------------

t
M
m
R
th
F
o
F
i
+
2
--------------------------------------------

\ `
| |
+
R
th
+ ( ) sin O
1
R
or
y
r
+ ( ) O
2
R
or
y
r
( ) 0 =
m
o
r
o

2
cos ( ) O
1
O
2

o
+ +

o
O
1

o
O
2
O
1
O
2
+ + +
2
-----------------------------------------------------------------

o

o
O
1

o
O
2
O
1
O
2
+ +
2
---------------------------------------------------------------------
0 = +
m
s
r
o

2
cos ( ) S
x
F
t
sin F
r
cos
t
M
m
R
th
F
o
F
i
+
2
-----------------------------------------------
sin + + +

t
+
M
m
R
th
F
o
F
i
+
2
--------------------------------------------
sin O
1
O
2
0 = +
m
s
r
o

2
sin ( ) S
y
F
t
cos F
r
sin
t
M
m
R
th
F
o
F
i
+
2
-----------------------------------------------
cos + +

t
M
m
R
th
F
o
F
i
+
2
--------------------------------------------
cos
o
O
1

o
O
2
0 =
M
m
M
xm
2
M
ym
2
+ = and
M
ym
M
xm
-----------
\ `
| |
1
tan =
152 HVAC&R RESEARCH
and
The unknowns in the four nonlinear equations are: O
1
, O
2
, S
1
, and S
2
.
Appendix B. Simplified Nonlinear Equation for Overall Model
The nonlinear system of Equations 35 to 39 for the overall compressor model was simpli-
fied to one nonlinear equation as follows:
The unknown in this equation is the temperature of the compressor shell, T
shell
.
Appendix C. Motor Performance
Motor performance data were provided by the manufacturer for the compressor considered in
this study. The motor efficiency and rotation speed of the compressor are given in Table C1 as a
function of the shaft torque for a power input voltage of 110 V and frequency of 60 Hz. The
motor efficiency model used in the current study does not include the influence of motor tem-
perature on efficiency.
The motor efficiency can be approximated using the following relationship in terms of the
shaft torque:
where is in the unit of [N m].
Appendix D. Thermal Resistances
Table C1. Motor Efficiency and Rotation Speed as a Function of the Shaft Torque
Power
Input
Torque Revolution Motor
Efficiency
[N M] [kgf cm] [r/min] [Hz] [%]
1034.5 10 3515.0 58.60 87.15
110 V 1174 12 3507.5 58.50 89.40
60 Hz 1674 17 3464.5 57.75 88.55
1766 18 3457.5 57.65 88.55
M
xm
F
i
y
r
2
---- F
t
h
2
--- cos F
r
h
2
--- sin m
s
r
o

2
sin ( )l
g

o
O
1

o
O
2
+ ( )l
o
S
y
l
s
+ + =
M
ym
F
i
x
r
2
---- F
t
h
2
--- sin F
r
h
2
--- cos m
s
r
o

2
cos ( )l
g
O
1
O
2
( )l
o
S
x
l
s
=
R
gas _oil
R
gas _oil
R
shell _oil
+
---------------------------------------------------
T P
T
shell
T
ambient

R
shell _ambient
----------------------------------------
\ `
| |
m

h
suc
+ P
dis
, T
shell

R
gas _oil
-------------------------------------------------------------------------------------------------------------------------- Q

friction _oil
+
\ `
]
]
]
| |

T P
T
shell
T
ambient

R
shell _ambient
----------------------------------------
\ `
| |
m

h
suc
+ P
dis
, T
shell

R
gas _shell
--------------------------------------------------------------------------------------------------------------------------
T
ambient
T
shell

R
shell _ambient
---------------------------------------- 0 = + +

motor
0.48863 = 0.0028418 +
shaft
0.0000019109
shaft
2
4.2039 E 10 +
shaft
3

shaft
R
gas_pip
271 K kW = R
gas_scrolls
350 K kW = R
gas_motor
179 K kW = R
gas_oil
997 K kW , = , , ,
R
gas_shell
17 K kW = R
shell_oil
190 K kW = R
shell_ambient
135.5 K kW = , ,