Purdue University

Purdue e-Pubs
International Compressor Engineering Conference

School of Mechanical Engineering

1982

Vibration Analysis of Rotary Compressors

K. Imaichi
M. Fukushima
S. Muramatsu
N. Ishii

Follow this and additional works at: http://docs.lib.purdue.edu/icec

Imaichi, K.; Fukushima, M.; Muramatsu, S.; and Ishii, N., "Vibration Analysis of Rotary Compressors" (1982). International
Compressor Engineering Conference. Paper 407.
http://docs.lib.purdue.edu/icec/407

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Vibrat ion Analys is of Rotary Compre ssors

Kensak u Imaich i: Profes sor, Osaka Univer sity, Toyona

ka, Osaka 560, Japan,
Masafu mi Fukush ima: Chief Engine er, Matsus hita Electr
ic Indust rial Co., Ltd.
(PANASPNIC), Nojich o, Kusats u 525, Japan,
Shiger u Murama tsu: Chief Engine er, Matsus hita Electr
ic Indust rial Co., Ltd.,
Noriak i Ishii: Profes sor, Osaka Electro -Comm unicati
on Univer sity, Neyaga wa,
Osaka 572, Japan.

ABSTRACT
By theore tically analyz ing dynami c behavi or of the
cranks haft, the rolling piston and the blade inroll
ing-pi ston rotary compre ssors, constr aint forces
and
sliding speed at each pair of movabl e machin e elements were obtaine d, and unbalan ced inertia forces
and compre ssor vibrati ons were evalua ted. It was
conclud ed that theore tical result s have a goodag
reement with experim ental ones. Moreov er, it was revealed that one of major factors which cause compresso r vibrati ons is speed variati on of the crankshaft and compre ssor vibrati ons are not affecte d
by
rolling behavi or of the piston .
INTRODUCTION
Rollin g-pisto n rotary compre ssors have the advant
ages
------- ------- - Nomen clature

of high volume tric efficie ncy and small mechan ical loss
and they are compac t and light in weight , compar ed
to
corresp onding recipro cating compre ssors [ 1 - 4 ].
In rotary compre ssors, moreov er, vibrati ons are comparativ ely small in amplitu de as they have few reciproc ating elemen ts, and hence have been consid
ered
suitab le for lowerin g the noise in air-con ditioni
ng
equipm ent. Due to these proper ties, most air-co
nditioning compre ssors presen tly used in Japan are
of
the rolling -piston rotary type. It is likely that
the popula rity of rolling -piston compre ssors will
continu e to increa se, and at the same time strong demand
s
for reducin g vibrat ion and noise which arise from
the compre ssors will also ~ise. To cope with these
demand s, unbala nced inertia forces due to themot
ion
of machin e elemen ts, and vibrati ons caused by those
forces have to be evalua ted before a design which
reduce s the reveale d vibrati ons most effect ively
can

a"' 1/2 of blade thickn ess

I a= inertia moment of cranks haft
b"' contac t length of blade & cylind er Ip "'inert ia moment
of piston
B "' equiva lent length of plain bearing Ix,Iy, Iz =inert
ia moment of camp.
a = clearan ce of piston & crankp in
k =sprin g consta nt

a8

"' clearan ce of cranks haft & bearin g [K] "'sprin

g consta nt matrix

[C] =dampi ng coeffi cient matrix

Cf, Cfa Cfs cpa = frictio n & pressu re

Z = depth of cylind er
Zp = length of piston bearing
consta nt of oil film
Zs = length of crank journa l
e =ecce ntricit y of piston center
M =mass of whole compre ssor
[E] =trans fer matrix
[M] =mass matrix
[F] =excit ing force matrix
mbu> mb =mass of balanc ers
fl. f2 =funct ions of e
ma = total mass of crankp in, crankFa= frictio nal force on -piston
arm & balanc ers
Fan, Fat"' constr aint & frictio nal
mp = piston mass
forces on piston & cylind er
mv =blade mass
Fd =frict ional force on blade ends
Mp =frict ional moment on piston &
Fen= force on piston & crankp in
crankp in
Fgx,Fg y =cons traint forces on crank- Ma =frict ional
moment on piston ends
shaft & bearing
Mm =motor torque
Fgn],Fg n2,Fgt1 > Fgt2 =cons traint &
Mq =momen t due to gas forces on blade
frictJ.o nal forces on cylinde r& blade Ms"' frictio nal
moment on cranks haft
Fp"' gas force on piston
& journa l
F'f; 8 ,Fpa =gas forces on cylind er wall Mx,My,M z "'mome nt on cylind er
center
F qx. Fqy = gas forces on blade
Pa,Ps =press ure in compre ssion &
F8 =
spring force on blade
suction chambe r
Fvn.Fv t =force s on blade & piston
Pd =press ure inside closed housin g
Fx,Fy,F z =excit ing forces on cylin- R = cylind er radius
der center
r,r 0 =outsi de & inside piston radius
hbu, hbz =heigh t of balanc ers from
rbu,rb z =ecce ntricit y of balanc ers
cylind er center

27S

=radiu s of cranks haft

rv =radiu s of blade tip

VBn =slidi ng speed of blade & piston

Vpc = sliding speed of piston & crankp in

[X] =displa cemen t matrix

X, Y, Z"' orthog onal coordi nate
x,y,z =movin g orthog onal coordi nate
x 0 , y 0 , z 0 =X ,Y, Z coordi nate of cylinder center
XG, YG ZG =para llel displac ement
x 0 a.Yoa =coord inate of ma center
Xop>YOp =coord inate of piston center
xv =varia ble of blade motion
a =angle of OG2 & x axis
Yl> Y2, Y3, Y4, Ys =funct ion of e
Dpb =pisto n & blade ends clearan ce
Ope"' minimum clearan ce of piston &
cylind er
ol,o2,o 3,a4 =const ant +1 or -1
~:: "'ecce ntricit y of me gravity center
n =rotat ing angle of Fen
ng"' dynami c viscos ity of R22
no= dynami c viscos ity of oil
8 =rotat ing angle of cranks haft
BXG, BYG, SzG =rotat ional displac ement
J.lg, llV = frictio n coeffi cient
I; = angle of OvOp & x axis
~ "'rotat ing angle of piston

Spring

Discharge
pipe
Acr:wrrutator

be developed. In this paper, an analytical method to

evaluate the vibrations is established , and the experimental confirmatio n is shown.

Btade

,/

Motor
Movable machine elements in a rolling-pis ton comprespiston
rolling
the
sor are the rotating crankshaft,
and the reciprocatin g blade. Each machine element
Suction
moves in connection with the others. Now, theblade
pipe
motion is a function of the turning angle of the
crankshaft, provided that the blade top moves in contact with the piston. In the case of the piston,
AI
however, its rotating motion is independent of the
frictionall
by
crankshaft motion and is determined
Piston
housing
spring
al forces exerted on it. Therefore, both equations
Crank
Crcmk
have
motion
piston
the
and
motion
pin
of the crankshaft
(b) A-A' cross-sectio n
shaft
(a)
to be simultaneou sly solved to reve_al the dynamic beFig.l Constructio n of Rolling-Pis ton Compressor
havior of the movable machine elements.

First, in this study, the equations of motion of the

movable machine elements are derived, and then they
are applied to a small rolling-pis ton rotary compressor, and one concrete example in which the rotating
behavior of the crankshaft and the piston is obtained
by numerical calculation is shown. Secondly, the
equations which represent unbalanced inertia forces
caused by the movable machine elements are presented,
and the characteris tics of the unbalanced inertia
forces and the compressor vibrations which they cause
are revealed by numerical calculation . Furthermore ,
the obtained compressor vibrations are compared with
experimenta l results, and a major factor inducing compressor vibrations is examined. Thirdly, the effect
of the piston motion on the compressor vibrations is
examined by comparing the approximate solutions to the
problem of the vibrations obtained under an assumption that the rotating speed of the piston is zero
with exact solutions obtained by precise analysis of
the rotating motion of the piston.
ROLLING-PISTON ROTARY COMPRESSOR
Fig.l(a) shows the constructio n of a rolling-pis ton
rotary compressor which is used for air-conditio ners
of the refrigeratin g capacity 1755 kcal/h. The motor
stator and the cylinder block are fixed inside the
closed housing which is suspended with three rubber
springs on a base. The refrigerant( R22) is sucked
into the cylinder through the accumulator . The compressed refrigerant is discharged inside the closed
housing and transfered to a condenser through the
discharge pipe on the top of the closed housing.
The dimensions of the closed housing are 110 mm diameter and 212 lliill high, and the mass of the whole compressor is 8.7 kg. The motor is a single phase induction motor. The synchronous speed is 3600 rpm and
the power is 0. 55 kW. The machine part compressing
the refrigerant is soaked in the lubricating oil and
the gas leakage from the compression chamber isprevented by oil sealing. Fig.l(b) shows the A-A' crosssection of the machine part. The machine part conthe cylinder with bore 39 mm, the recipsists of
rocating blade with thickness 3.2 =, the piston with
outside diameter 32.5 mm and the crankshaft system
which is composed of the crankshaft, the crankpin and
the motor rotor. The eccentricit y of the piston center Op from the rotating crankshaft center 0 is 3.26
mm and the cylinder depth is 28 rnm. The center axis
of the blade coincides with the cylinder center 0 and
the blade tip with radius 3. 2 rnm is p.ushed on the piston by the spring force and the gas force which are

276

exerted on the back end. The minimum value of the

The
piston-cyli nder wall clearance is about 10 vm.
piston-cran kpin clearance is about 20 ]Jill and this
pair is lubricated by an oil pump attached to the
lower end of the crankshaft. The arrows shown in the
figure express the direction of the refrigerant gas
flow. The refrigerant is sucked in the suction chamber and discharged inside the closed housing after
compressed in the compression chamber.
E:QUATION OF MOTION OF MOVABtE MACHINE ELEMENTS
Coordinate and Variables
To reveal unbalanced inertia forces which cause the
compressor vibrations, the equations of the crankshaft
system, the piston and the blade have to be derived.
For this prupose, the orthogonal coordinate and the
variables are defined as shown in Fig.2. The x,y,z
coordinate is fixed on the cylinder. The origincoincides with the cylinder center 0, the x axis with
the blade center line an~ the z axis with the crankshaft center. The main variables are the turning angle e of the crankshaft and the ,rotating angle ~ of
the piston. The distance xv of the blade tip center
Ov and the cylinder center 0 and the angle s of the
line OvOp are defined as ancillary variables.

Blade
Cylinder
block

Crank pin
Fig.2 Coordinate and Variables

e and <J> are defined as positiv e when counte rclockw ise

turn and ~ positiv e when clockw ise turn. Assumi ng

that the blade recipro cates in contac t with the piston, the ancilla ry xv and ~ is given by the follow ing
relatio ns.
(rv+r)><sin~ = e><sine
(1)

xv

0
(7)
(R+b-;;vJFgm+aFgtl:_(R-xvJFgm-aFgtz+Mq-rvFvt

0 (BJ

2a

Fgt2

Fgtz = sgn(-xv )Jlg/Fg nz/ ' Fvt = sgn(VBnJJ1vFvn

(9)
where, VBn repres ents the sliding speed of the piston and the blade tip, and i t is given by the follow ing form:

(2)

2a

Fqy+Fvt><aos~-Fvt><sins+Fgnl+Fgnz =

Since it .is consid ered that the frictio nal state at

the blade- cylind er pair and the blade- piston pair is
under the bounda ry lubric ation, the frictio nal forces
Fgtl , Fgt2, Fvt at G], G2 andBp points are subjec t to
Coulo mb'slo woffri ction. Fgtl = sgn(-x vJJlg/F gnl/,

(rv+r)aos~+excoae

forms.

Pa

(1 0)

G2

When the frictio nal forces are evalua ted by the equation (9), the constr aint forces Fgnl , Fgn2 , Fvn are
given by the follow ing matrix form which is derived
from (6)- (9).

gnj

Fgn2
Fvn

1
[At

[v!iv+F8 -Fqx-F dJ
-Fqy
-Mq

(11)

-1

where, [A] is the invers e matrix of the follow ing

matrix [A].

Fig.3 Gas Forces and Moment Fig. 4 Forces on the Blade

Exerted on the Blade

aosi;+0 4 J1v><sinl~
o 4 J1v"aos~-sin~

Equatio ns of Motion of Blade

-o4rvJ1 v

It is suppos ed that as shown in Fig. 3, the blade

cen-

ter line slight ly tilts in the clockw ise directi on,

since the blade is pushed by the compa rativel y high.
pressu re Pa in the compre ssion chambe r. Theref ore,
the blade contac ts with the cylind er at G] and G2
points shown in the figure . Hence, the blade surface from G] to the contac t point Bp with thepis ton
is pushed by the gas pressu re Pa , the surfac e from
Bp to G2 by the gas pressu re P8 in the suction chamber and the surface from G2 to G] by the mean gas
pressu re Pd inside the closed housin g. The x and y
compon ents Fq:r;, Fqy of the resulta nt gas force exerted on the blade and the counte rclockw ise moment Mq
about Ov which is caused by the gas forces exerted on
the blade are given by the follow ing forms, respec tively. Fqx = {-2aPd+(a+rv><sin~)Pc+(a-rvxsin~)P }l~

(12)

in which ol>o 2 ,o 3 ,o 4 repres ent consta nts given by the

follow ing defini tions.
= sgn(-x v), = sgn(Fg nl),

82

81

o3 = sgn(Fgn 2J,o 4 = sgn(vBnJ

(13)

= {-bPJ+(R+b-xv+rv><aos~)P0 -(R-xv+rv><aos~)><P }l
8
Mq = [-b(R-xv+b/2JPa+{(R+b-xvJ 2+a 2-rv 2 }Pc/2

Fqy

-{(R-xv J +a 2 -rv 2 }P8 /2]l (3)

Further more, many forces shown in Fig.4 exerted on
the blade. The constr aint forces Fgnl , Fgn2 , Fvn
and the frictio nal forces Fgtl , Fgt2 , Fvt arise at
G] , G2 and Bp points , respec tively in the directi ons
shown in the figure. The follow ing spring force F
8
and the frictio nal force Fd due to the oil viscos ity:
F8

= k(xv-r+ eJ

(4)

Fa= sgn(-xv Jnoxvl opb

Equatio ns of Motion of the Piston

(5)

exert on the back end and the upper & lower ends respectiv ely. Consid ering all forces exerted on the
blade, the equatio n of the recipro cating motion :

mviv

Fig.S Forces and Moment on the Piston

Fig. 5 shows the forces and the moment exerted on the

piston . The point Ap shows the positio n of the minimum clearan ce betwee n the piston and the cylind er
wall. The blade and the point Ap devide the cylind er
into the compre ssion chambe r and the suction one.
The resulta nt gas force Fp exerted on the piston is
given by the follow ing equatio n.
Fp = 2rxsin{ (S+s)/2 }xZ(Pc -Ps)
(14)

-F8 +Fqx+Fgt 1 +Fgt 2 +Pvn><aos~+Fvtxsins+Fa

(6)
is obtain ed, and the equilib rium equatio n of the
forces in theY directi on and that of the moment about
Ov point are respec tively given by the follow ing

277

The direction of Fp is perpendicul ar to the line ApBp

and passes the piston center Op. The forces Fvn and
Fvt given by (11) exert on the contact point Bpwith
the blade , in the directions shown in the figure
respectivel y. The gap of the piston and thecrankpin
is lubricated by the oil pump, and so it is considered that the frictional state at this gap is evaluated by Sommerfeld' s lubrication theory of journal
bearing [5]. Hence, the frictional moment Mp exerted
on the inside surface of the piston is given by the
(15)
1 /C
2vpc"p
M _ c
following form.

p -

fnorc

where, Vpo represents the sliding speed of the piston and the crankpin, and is defined by the following form.
(16)
Furthermore , the resultant Fen of the oil film force
exerts on the inside surface of the piston. The direction of Fen passes the piston center Op and is expressed by the turning angle n from the x axis. Considering that Raynolds' lubrication theory of plane
bearing [ 6] is applicable to the refrigerant flow near
the point Ap , the frictional force Fct and the gas
film force Fan are evaluated by the following forms.
2

Fct = CfcngBe/6pax8 , Fen = CpcngB e/6pa

2 .

xe

Fig.6 Forces and Moment on the Crankshaft

straint forces Fgx and Fgy exerts on the crankshaft center. From the equilibrium equations of the forces
exerted on the crankshaft, Fgx andFgy are given by
the following forms.

(.17)

Moreover, the following frictional force Fa and moment Ma which are caused by the oil viscosity exert
on the upper and lower ends of the piston, in the directions shown in the figure respectivel y.

Fa= 2nen 0 (r -rc J/opbxe ,

Ma

11n 0 (r 4 -r0

)/opbx~

(18)

Considering all forces exerted on the piston, the

equilibrium equations of the forces in the x and y
directions are given by the following forms.

-mp~op+Fenxcosn-Fvnxcoss-Fvtxsins-FcnxcosS+Fctxsine

+Fpxaos{(S- s)/2}+Faxsin 6

=0

(19)

M8

-mpYop+Fenxsinn+Fvnxsin~-Fvtxcoss-Fcnxsin8-F0 txcos8

+Fpxsin{(8- s)/2}-Faxao s8

=0

(20)

I0

(24)

= Cf8 n0r 8 3 t 8 8/C

8

(25)

e = Mm-eFenxsin(n-BJ-Mp-Ms

(26)

)e

xcos(BtsJ-eF0 t-eFpxsin{(8+~)/2}-eFa-Mp-M8

(27)

The second and third terms in the right hand side of

the above equation represent the moment due to the
constraint and frictional forces at the blade-pisto n
pair, and they contain inertia terms caused by the
reciprocatin g motion of the blade. Deriving the inertia terms by making use of (9) and (11), the above
expression is arranged as follows:
2 2
{I 0 +mpe 2+mve 2r 1 (e)xr 2 (8) }8 = Mm-mve 6 r 1 (B)xr 3 (8)

xsinS)ngBe/opaxB-Fpxcos{(e-~)/2}-Faxsine-mpe(e xcose
+BxsinB) , f 2 = (-sins+o 4J1vxaossJFvn+(CpaB/6paxsine
2
+Cf0 xcosBJngBe/ opcx8-Fpxsi n{(8-s)/2}+F axcos8+mpe (-8
2

(22)

Moreover, considering the equilibrium of the moment

about the piston center Op, the equation of rotating
motion of the piston takes the following form.

= r(Fvt+F0 t)+Mp-Ma

= m0 y00+Fenxsinn

Eliminating Fen and n in the above equation by making

use of (19) and (20), the equation(26 ) takes thefol= Mm+eFvnxsin(B+s)-eFvt
(I 0 +mpe 2
lowing form.

where, the functions f1 andf2 of 8 are defined as folh = (cos~+o 4 JlvxsinF,JFvn+(CixJB/6paxcos8-Cfc

lows.

Ip~

,Fgy

From the eqilibrium of the moment about the crankshaft center, the equation of rotating motion of the
crankshaft is obtained by the following form.

where (x 0 p,Yop) represents the coordinate of the piston center Op and they are defined by Xop=excose ,
Yop=exsine. From the above equations (19) and (20),
the oil film force Fen and its direction n are obFen= lf 1 2+f22,
tained by the following forms.
(21)
n = tan 1 (fz/flJ

xsinB+BxcosB)

= m0 x00+Fenxcosn

where, (x 00 ,yoc) represents the coordinate of the

gravity center of the crankpin, the crank arm and
balancers, and they are defined by the equations:
Xoc=-E:cos8 , y 0 c=-E:sine. Since the gap of the crankshaft and the bearing is lubricated by the oilpump,
the frictional moment M8 exerted on thecranksh aft is
evaluated by the following form, based on Sommerfeld 's
lubrication theory.

Fgx

-r 1 (e)e(Fqx+Fa-F 3 )-r 4 (8)eFqy+r 5 (B)Mq-eF0 t-eFp

(28)
xsin{(B+s)/2 }-eFa-Mp-M s

(23)

Equation of Motion of the Crankshaft

As shown in Fig. 6, the motor torque Mm exerts on the
crankshaft in the countercloc kwise direction. Onthe
other hand, the oil film force Fen exerts on the crankpin in the direction shown in the figure, and the
frictional moment Mp given by (15) exerts in the clockwise direction, provided that the Sommerfeld variable
of the oil film takes a fairly large value. The con-

278

where, the functions y 1 ,y2,y3,y 4 ,ys of 8 is defined

as follows: r 1 (e) = {sin(B+F,)-c; 411vxcos(8+s)} x{o 1 (82
-8 3 )J1ga+b}/\A \, r 2 (8J = {1+e/(r+rv) xcos8/coss} xsin8
rs(S} = {1+e/(;+;~)xcos8/cos~}xcos8+e/(r+rv)x{e/(r
{sin(e
+r~)~cos 2 Bjcos~xtans-;i;e}xsinejcoss,r4(e)

+sJ-o 4 11vxcos(8+~)}{(8 2 +o 3 )(R-xvJ+2o 1 o 2 o 3 11ga

+o 3 b}o 1 ~g/IAI

, r 5 (8)
+sJ}o 1 ra 2 +o 3 J~g/IAI

= e{sin(8+sJ-5 4 x~vxcos(8

(29J

Unbal anced Inert ia Force s and Equat ions of Vibra

tions
To exami ne the compr essor vibra tions , as shown
in
Fig.7 , all force s and moment exerte d on the
cylind er
block and the crank journ al have to be clarif
ied. The
cylin der press ure Ps and P push the cylin der
0
wall.
, The resul tant force s Fps and Fpc is given by
the express ions:
Fps~ = 2Rxsi n{(8-a )/2}xZ P ,
8

Fpc~=

2Rxsi n{(8+ a)/2}x ZPc

(30)
and the direc tions of Fps and Fpc pass the
cylin der
cente r 0 and are perpe ndicu lar to the line
ApG2 and
ApG3 respe ctive ly. Furth ermor e, the const raint
forces
Fgnl,F gn2,F on. the fricti onal force s Fgtl,F gt2,F
d,
Fct,F a and the spring force F8 exert on the cylind
er

block in the direc tions shown in the figure

respe ctively . The moment Mm as the react ion force
to the
motor torqu e exert s on the cylin der block in
the clock wise direc tion. The oil film force s Fgx,Fgy
and the
fricti onal moment Ms exert on the crank shaft
in the
direc tions shown in the figure resep ective ly.
Arran ging the total of all force s and momen
t exerte d
on the cylin der block and the crank journ al,
the x,
y, z compo nents Fx,Fy ,Fz of the resul tant force
on the
cylin der cente r 0 and the moment Mx,My,Mz about
x,y,
z axis take the follow ing forms of the unbal anced
inertia force s.

Fx
Fy
Fz

= -mviv+(mpe-m0 EJ(e 2 xcose +exsi ne),

=

(mpe-m 0 E)(e 2 xsine -exco se),

0,

Mx = rmburbuhbu-mbzrbzhbzJre 2 xsine- exoos eJ,

My= (mburbuhbu-mbzrbzhbzJ(e 2 xoosB +Bxsi n8),
2 ..

Mz = -(Ic+mpe )8-Ip
(31)
where , Mx and Mv in the above equat ions are
the moment cause d by the mass mbu and mbz of th.e
balan cers
which are attach ed to the upper and lower ends
of the
motor rotor respe ctive ly.
To repre sent the compr essor vibra tions , the
X,Y,Z coordin ate system is defin ed, in which the orige
n coincid es with the compr essor gravi ty cente r
G at rest
and the each axis is paral lel to the corres
pondi ng
axis of the x,y,z coord inate system . In this
case,
the compr essor vibra tions are subje ct to the
follow ing matri x equat ion.
[M] [X]+[C ] [X]+[K ] [X]

[E] [F]

(32)

where , the displa cemen t matri x [X] of the gravi

ty
point G , the mass matri x [M], the trans fer
matri x [E]
determ ined by the coord inate (x ,y ,z ) of
the cylin 0
0
0
der cente r 0 , and the excit ing force
matri x [F] composed of the unbal anced inert ia force s are respe
ctive ly define d as follow s:
Xc

[X] =

Yc
zc
exc
eye
ezc

[M]

1
[E]

0
0

1
0

[F]

-zo y

zo 0 -x 0
-Yo x 0 o

lFx
Fy

(33)

Fz

Mx

0
0

My
0

Uz

The matri ces [C] and [K] are determ ined by

visco sity
coeff icien ts and spring const ants of the suspe
nsion
system .
COMPUTER SIMULATION
Rotat ory Behav ior of the Crank shaft and the Pisto
n
The rotato ry behav ior 0f tt.e crank shaft and the
pisto n
is subje ct to the equat ions(2 8) and (23) respe
ctive ly, and from these two equat ions the soluti
ons e and
are obtain ed by compu ter calcu lation . The left
term of (28) repre sents inert ia terms and the
right
terms repre sent the drivin g torqu e and vario
us loads
which are funct ions of 8, fJ and ~. There fore,
the equation (28) is arrang ed to the follow ing expre
ssion .

8 =fa re,e,

rMJ

The left term of (23) repre sent the inert ia

term of
the rotati ng pisto n and the right terms are
funct ions
of 8, 8 and 8. Hence , the equat ion (23) is
arrang ed
to the follow ing expre ssion .
~ = fp ( e,e,e,~

(35)

The soluti ons 8 and which simul taneo usly

satis fy
(34) and (35) are nume ricall y obtain ed by a
metho d
of repea ted calcu lation . Since the piston
speed ~
is faire ly small compa red with the crank shaft
speed
8, first in this study , the crank shaft
behav ior is
calcu lated from (34) under the assum ption ~
= 0, and
on subst itutio n of the obtain ed soluti ons
into
(35), the pisto n behav ior calcu lated , Furth
ermor e,
on subst itutio n of the obtain ed soluti ons ~
into (34),
the highe r order appro ximat e soluti ons are calcu
lated .

e,e,e

Ix

Iy
0

Fig.7 Force s and Moment on the Cylin der

Block and the Crank Journ al

Iz

Tab .1 shows the mecha nical const ants of the compr

essor

279

Tab.l Mechanical Constants

chosen as the subject of this study. The gravity cenre em
1.20
6
kN/em 12.5
1.
ter and the inertia moment of the whole compressor
amm
2.80
Z em
I'buem 1.16
1.47
are measured by applying the priciple of rigid pendu- b em
I'bl em 1.25
7.2
Zp em 1.80
lum, and the accuracy of the measurement is better
C)Jlrl
r 8 mm
8.0
ls em 4.4
6. 7
than about Z %. Fig.S shows the motor torque characCs )JJI1
3.2
M kg
3.26
teristics. The synchronous speed is 3600 rpm and the
8.70 -2 rvmm
emm
-4.5
1. 39
maximum torque is3.4Nm when 2780rpm. Fig.9 shows
mbu kg ].01XJQ 2 xo mm
hbu em
-2.2
3.40
mbl kg 5.19X]0_\ yo mm
the compression and suction gas pressure Pa and P8
hbl em
2
], 39X10-2 zo em
-6.54 2
when the compressor is operated under a standard load
Ie Nems 0.422 -3 me kg
2 ], 53X]0
7,4]X10-2 a rad
8.21X]0
mp kg
(the mean discharged pressure inside the closed housIp Nems
2
1.13X10
6pb )JJI1 15
35.2
mv kg
ing P d == 2. 06 MPa, the mean suction pressure== 0. 54
IxNem-s
2
1.95
6pe )JJI1 15
Rem
59.0
In this standard load, the average speed of
MPa ).
Iy Nem-s
2
Emm
1. 62
1. 7
rem
10.0
the crankshaft is358.8rad/s(3425. 8rpru). TheabscisIz Ncms
sa of Fig.9 represents the elapsed time and the time
t == 0 corresponds the crank angle 8
== 0. The periodic time for onerevPc
olution of the crankshaft is 17.51 ms. 1:;: 4
2
The gas pressure Pe has two peaks.
The first peak is slightly larger
:@'2
than the second and the first peak
value is 2. 41 MPa. The minimum value
~
of Pe is 0.48 MPa. The lubricating
oil is SUNISO 4GF(Sun Oil Co., Ltd,)
~ 1
3
2
1
and it is supposed that the dynamic visx10 3 rpm
Ps
6
cosity takes the value 2.076 mPas
temthe
MPa,
2
when the pressure is
Fig.8 Motor Torque Characteristics
perature 100 C and the mass percent
R-22 in the oil 15 %. I t is assumed that the dynamic
00
15
viscosity ng of the refrigerant takes the value 16.9
10
5
Since
~Pas for the above pressure and temperature.
t ms
it is so designed that the bearing loads at the pisFig. 9 Compression and Suction Gas
ton-crankpin pair and the crankshaft-bearing pairare
Pressure
comparatively small, it is considered that the
Sommerfeld's variables at these pairs take fairly
larger values than 1. 0. Hence, the eccentricity rate
8
8 "'"'
4
-~--~of the shaft center is lower than about 1.0 % and
~
------~(:l
~
then the friction constants Cf and Cfs take the value
::..
2
~
of 2 ~- It is supposed that the frictional forceFet
4 "'Ne:,
2 '"Cl
of the refrigerant gas film near the minimum clear/~
e:,
"'
X
calis
wall
cylinder
N
ance between the piston and the
X
~
culated by considering that CfcB/opc approaches about
:<:D
<D
170 when the equivalent length B of plane bearingbe<X>
0
comes larger than about 5.5 mm.

-------

"'

When the frictional coefficients ~g and llV at the

blade-cylinder block pair and at the piston-blade
pair respectively are given in addition to the above
mentioned conditions, the rotatory behavior of the
crankshaft and the piston is determined from (34) and
(35). In this study, it is assumed that the values
of llg and llv are equal, and a method to determine the
value so as to satisfy an energy equation derived
from the equation(28) is adopted. When the equations
(34) and (35) are computer simulated by dividing the
period time 17.51 ms into the 180 equal steps, the calculated result of llg and llV was 0.04 which is reasonable for boundary lubrication. Fig.lO shows the rotatory behavior of the crankshaft and Fig.ll shows
fluctuthe piston behavior. The crankshaft speed
ates from 371.8 rad/s to 343.9 rad/s, and hence the
speed variation is about 7.8 %. The angular accel2
eration 8 fluctuates from -8687 rad/s 2 to 4667 rad/s
and the fluctuating p-p value is about 13350 rad/s2.
The sharp peak of ll at the time 2. 0 ms correspond
well to the first peak of Pa shown in Fig.9. When
the time t == 4. 4 ms and 12. 1 ms , the angular acceleration ~ rapidly changes like a step. The fluctuating p-p value of ~ is about 13540 rad/s2. Corresponding to these rapid changes of ~ , the piston
changes like a broken line, from -14.6 rad/s
speed

280

-2
-4
Fig.lO Rotatory Behavior of the Crankshaft

'g 10
::..

"'Ie:,

30

"'-- ~ ,--r-1 \

20

.J I i

;~ .

-&
~

"'"'

~
(:l

"'e:,

-&

15
~

::..

"'
~
10 ~

'-~.

ms

-10
-20

:-e-

-10

-30

Fig.ll Rotatory Behavior of the Piston

2.0

1.5

Ol

~ 1D

101:;

'"<::> 2
X

~ 0.5

1-j

"

I\
I \
I 1.. Fgn2
'\
I
\
I
\
I

0\l

0
10

15

-0.5

ms

~, 0

Fvn
1.5

""N<::>

'- '-

1-j~

~ 1.0

1 10
I
t
I
I
I
I

l<:

-2
-1.0

ms

l--~.1'"

-4

Fig.l 3 Cons traint Force s

Fgn1, Fgn2

4
101:;

&::

I
I

/--......
\

~
~

'1:, 0.5
N

.r
f

,...,.-...
3

0.4

-2

ms I
I
I
I
I
I
I

..
" \ Yc
\

I
I

R:
~

-4

0.2

1:::

15

10

t ms
Fig.l 4 Cons train t Force s Fvn,F en

Fy

I
I

IFgnl

Fig.l 2 Slidi ng Speed VBn

~------------,

\
\

:'

-0.2

I
I

ms

-0.4

-1

I
I
I

-2
(a)

(a)

(b)

Fig.l 5 Unba lance d Inert ia Force s on the

Cylin der Cente r 0

4.-------------------~

to +29.0 rad/s 2 The time when the pisto

n behav ior
rapid ly chang es corre spond well to the insta
nt when
the direc tions of the slidi ng speed VBn
of the pisto n
and the blade chang es, as shown in Fig.l
2.
Fig.l 3 shows the cons train t force s Fgnl,
Fgn2 at the
blade -cyli nder block pair. Fgnl chang es
from -35 N
to+ 333 N, and Fgn2 chang es by about two
times of
Fgnl, that is, from -344 N to +397 N. Fig.
14 shows
the cons train t force s Fvn, Fen at the blade
-pist on
pair and at the pisto n-cra nkpin pair respe
ctive ly.
Fvn chang es from +90 N to +160 N and so it
is seen
that the blade is tight ly pushe d on the
pisto n. Fen
has a sharp peak which corre spond s to the
first peak
of Pe and chang es from +120 N to 1580 N.
Unba lance d Inert ia Force s and Comp ressor
Vibra tion

a~--~~--~--~-+.~~

(b)

t ms
-4~--------------~
~~
Fig.l 6 Vibra tory Acce lerati on of Comp
ressor
is fairl y small compa red with the crank shaft
speed ,
solut ions of the vibra tion equat ion (32)
are appro xima tely obtai ned by the follow ing expre
ssion .
[X] = [M]- 1 [E] [F]

On subs tituti on of the obtai ned rotat ory

behav ior of
the crank shaft and the pisto n into (31),
the unbalan ced inert ia force s shown in Fig.l 5
are clari fied. Fx and Fy fluct uate from -0.8 N to
+1.2 Nand
from -5.3 N to +4.7 N respe ctive ly, and
so these
fluct uatin g ampl itude s are fairl y small .
The p-p
value s of Mx and My are about l. 50 Nm.
On the other
hand, Mz chang es from -1.97 Nm to +3.67
Nm and the
p-p value is fairl y large 5.64 Nm.

(36)

On subs tituti on of the inert ia force s [F]

shown in
Fig.l 5 into the above expre ssion , the vibra
tory
accel erati on [X] of the comp resso r gravi
ty cente r is
obtai ned, as shown in Fig.l 6. The p-p value
s of
and YG are fairl y small 0.23 m/s2 and 1.14
m/s 2 respecti vely. The p-p value s of exG and ByG
are 60 rad
/s 2 and 36 rad/s 2 respe ctive ly. On the
other hand,
the p-p value of BzG is fairl y large 567
rad/s 2 which
is about ten times large r than those of
BxG
and Bye.
Comp arerin g the wave form of SzG with that
of 8

XG

When the natur al frequ ency of the vibra tion

syste m

281

D d? = I m/,'j_;
dX[ IF' rhnen f~H

o :

20

"'

c<:)

"'

20

2N

""
::>:?

'\

'

10

(b) tangential aca.

15

"'

:;..q

u/

'ILl

~r.1"''

...

10

~ "~"'"' -20

...----.... Xsr

-20'-- ------- ------- -'-2

"'

:~

-40
-60
-80
1

10

5
0"r1cie1'

t m
Fig.l9 Power Spectrum
Fig.l8 Calculated Vibration s
Fig.l7 Measured Vibration s
compressi on chamber. The rotatory accelerat ion of
shown in Fig.lO, it is easily seen that this vibrapiston rapidly changed at the time t = 4.4 ms
the
tory component with large amplitude was caused by the
ms when the direction of the sliding speed
12.1
and
t.
crankshaf
the
of
larger speed variation
at the piston-bla de pair changed, and the fluctuating value reached about 13540 rad/s2.
COMPARISON OF CALCULATED RESULTS WITH EXPERIMENTAL
(2) The character istics of the fluctuatin g conRESULTS
straint forces were revealed, and hence fundament al
design criteria for manufactu ring compresso rs which
To examine the calculated results, the compresso rviare more compact and lighter in weight were obtained.
bration on the cylindric al r-losed housing is measured
(3) The calculated results of the compresso r viresimulated
computer
the
with
and it is compared
lplane
brations were able to precisely simulate the measured
sults. The measured point is on the horizonta
the
vibration component s which frequency order is lower
has
it
and
0,
center
cylinder
the
passes
which
dithen 8th. One major factor inducing compresso r vibrameasured
The
coordinat e (5.04, -2.10, -6.65 em).
tions is an unbalance d inertia force based on the
rections are the tangentia l and the normal ( called
fairly large speed variation of the crankshaf t and
'radial') to the cylindric al shell, on the above horvibration component about the crankthe
hence
izontal plane. Fig.l7 shows the experimen tal refairly large in amplitude compared
is
center
shaft
accelvibratory
radial
the
shows
sults, in which (a)
component s.
vibration
other
the
rewith
eration and (b) the tangentia l. The calculated
r vibration s are discompresso
the
only
When
(4)
results
tal
experimen
above
the
to
ding
sults correspon
rotatory motion
piston
the
of
analysis
the
cussed,
shows
are presented in Fig.l8, in which the solid line
moment of the pisinertia
the
since
e,
negligibl
is
line
dotted
the
and
Xst
ion
accelerat
l
the tangentia
ton is fairly small compared with of the rotating
the radial Xsr The calculted results cannots~mulate
t system in general. Hence the method for
crankshaf
it
and
,
frequency
higher
of
s
component
vibratory
the
analysis can be fairly simplifie d.
vibration
lower
the
of
forms
is seen that the measured vibration
frequency are closely simulated by the computer calACKNOWLEDGEMENT
culation. Fig.l9 shows a compariso n of the vibration power spectrum. The abscissa is the frequency
The authors wish to express their gratitude to Mr.
order and the fundament al frequency is 57 .1 Hz. The
S. Ito, Director of Compresso r Division, Mr. S.
decibel.
by
expressed
level
ordinate is the vibration
Director of Engineerin g Section, Mr. M.
2
Yamamura,
0 dB shows 1. 0 m /s The solid l;!.nes show the calof Engineerin g Developme nt, Mr .
Director
Yamamura,
spectrum
power
the
show
sings
0
and
.:ulated results,
of Air-condi tioner Division
Engineer
Chief
Imasu,
K,
was
which
of the measured tangentia l accelerat ion
and Mr. A. Shimizu, Engineer of Compresso r Division,
analyzed by the first fourier translato r (Nicolleof Matsushit a Electric Industria l Co., Ltd
From this compariso n, it is seen that the cal660).
vibraculated results simulate precisely the measured
REFERENCES
tioncomp onents which frequency order is lower than
eight.
1. Imaichi, K. et al., ASME Paper, 75-DET-44 , 1975
2. Imaichi, K. et al., Proc. Purdue C.T.C., 1978,
CONCLUSIONS
pp.283-28 8
Imaichi, K. et al., Proc. 15th Intr. Cong. Refrig.,
3.
By exact analysis of the dynamic behavior of the movpp. 727-733
1979,
able machine elements in rolling-p iston rotary comK. et al., Proc. Purdue C.T.C., 1980,
Imaichi,
4.
rothe
of
pressors, a method of vibration analysis
pp.90-96
tary compresso rs was presented , and it was applied
5. Sommerfel d, A., z. furMath. u. Phys., SO, 1904,
to a small rolling-p iston rotary compresso r with a mopp.97.
tor power of 550 W which is widely used for air-conRaynolds, 0., Phil. Trans. Roy. Soc., 177, pt.l,
6.
1755
of
capacity
ting
refrigera
the
ditioners with
1886, pp.l57
are
study
kcal/h. The conclusion s obtained in this
follows:
as
(1) The speed variation of the crankshaf t was about
7.8% and the fluctuatin g peak to peak2 value of the
rotatory accelerat ion wqs 13350 rad/s The fluctuating wave from of the rotatory accelerat ion was
closely related to that of the gas pressure in the

282