Documente Academic
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752 Vol. 122, OCTOBER 2000 Copyright 2000 by ASME Transactions of the ASME
Problem Formulation
A typical piston-cylinder system encountered in small recipro-
cating compressors is depicted in Fig. 2. The piston, with radius R
and length L is driven in a reciprocating motion by the action of
the crankshaft and connecting rod. The cycle starts at the bottom
dead center where 0 deg and ends at the same point with
360 deg after one revolution of the crankshaft which is rotating
with an angular speed of . The crankshaft is located at a distance
d from the cylinder axis.
The gas pressure p cyl and p suc , above and below the piston,
respectively, are known. For the type of application being consid-
ered here, p suc is the compressor suction pressure and is assumed
to be constant. On the top of the piston, the pressure p cyl is a
known function of time. A typical variation of pressure with time
Fig. 1 Force and moments acting on a piston
axis to the center of mass of the piston, e CM , and the tilt angle
with respect to the cylinder axis Gommed and Etsion 5. The
piston axial velocity and acceleration are V p and A p , respectively.
All the motions rotation, radial and axial translation take place
in a plane parallel to the cylinder axis and perpendicular to the
wrist-pin axis.
Two coordinate systems shown in Fig. 5 are employed in solv-
ing the problem. System XYZ has its origin, O , fixed at the cyl-
inder top; the Z direction coincides with the cylinder axis, and X
lies on the plane of the piston motion. The system XYZ is used to
formulate the equations governing the piston dynamics. Another
coordinate system, r z, has its origin, O, at the top of the piston
and moves with the piston velocity V p . The moving polar system,
r , is parallel to the XY plane of the fixed system, XYZ, and is
employed to calculate the hydrodynamic induced pressure
throughout the radial clearance.
In writing the governing equations of the problem, some basic
assumptions are adopted. First it is assumed that the radial clear-
ance c, shown with exaggerated dimension in Figs. 2, 4, and 5, is
much smaller than the piston radius. Thus, radial variation of pres-
sure in the fluid film is negligible. Furthermore, all solid parts are
rigid, and no deformation occurs. The oil flow is laminar and
because the radial clearance is much smaller than the piston
length, L, entrance effects are ignored. Oil is considered to be a
Newtonian isoviscous fluid with all properties constant, and a
Fig. 4 Piston orientation within the cylinder bore flooded lubrication condition is assumed.
With the aid of Figs. 1 and 4, and considering that all motions e CM e t Z CM c 2 t Z CM t b /L . (5)
occur in plane XY as indicated in Fig. 5, the equations describing
the piston dynamics can be written as, In writing Eqs. 4 and 5, the time derivative was exchanged by
the derivative with respect to the angle , where d dt. Also,
F h F rx me CM (1) use was made of t e t /c and b e b /c, the dimensionless ec-
F g F f F rz mA p (2) centricities of the top and bottom of the piston, respectively.
To determine the connecting rod forces acting on the piston,
M h M f I P , (3) F rx and F rz , the equations governing the connecting rod dynam-
ics are required. To this extent, making use of the free-body dia-
where F h is the hydrodynamic force due to the pressure in the oil gram for the connecting rod shown in Fig. 6, the following equa-
film, F g is the gas force acting on the top of the piston, F f is the tions can be written:
viscous friction force due to the oil movement within the radial
clearance, F rz and F rx are, respectively, the axial and radial com- F M x F rx m b A Bx (6)
ponents of the connecting rod force, m is the piston mass, I p is the
piston moment of inertia about the wrist-pin location, M h and M f F M z F rz m b A Bz (7)
are, respectively, the moments about the wrist-pin due to F h and
F f , and is the piston rotary acceleration about the wrist-pin. F rz C B P F M z C M B sin F M x C M B F rx C B P cos I B
Because in Fig. 4 is very small, F g and F f are considered to be (8)
aligned with the Z axis, and F h aligned with the X axis.
Due to the option of working with radial accelerations at the top In Eqs. 68, F M x and F M z are the radial and axial components
and bottom of the piston, e t and e b , respectively, instead of e CM of the crankshaft force acting on the connecting rod, m b is the
and , the following equations are employed: connecting rod mass, A Bx and A Bz are, respectively, the radial and
axial components of the connecting rod acceleration, C B P and
e t e b /Lc 2 t b /L (4) C M B are, respectively, the distance between the connecting rod
tively, results in
p p Vp h h
h3 h3 12 R 2 , (9) F h F rx mc 2 t z CM t b /L (18)
2R t
where z/R, is the oil viscosity and h is the local oil film M h M f I p c t b /L.
2
(19)
thickness. For an eccentric and tilted piston, h can be obtained The piston trajectory in terms of e t and e b as a function of the
from crankshaft angle can now be calculated from Eqs. 18 and 19.
hc 1 t t b
R
L
cos . (10)
Required in those equations are F h , F rx , M h , and M f , which
can be obtained, respectively, from Eqs. 12, 17, 13, and 15.
Associated to Eq. 9, the following boundary conditions are em- Numerical Methodology
ployed:
The numerical solution of Eqs. 18 and 19 starts with pre-
0, pp cyl and L/R, pp suc (11) scribed values for e t , e b , e t , and e b . Because the piston trajec-
in which p cyl and p suc are the pressure above and below the piston, tory inside the cylinder is periodic, the converged solution should
respectively, as previously discussed. Along the direction, a full not depend on the initial guess. For simplicity it is assumed that,
circumferential oil film is considered and a periodic boundary at 0, e t e b e t e b 0.
condition is imposed, p( )p( 2 ). Symmetry along was An implicit formulation is employed here and from the initial
not employed here allowing for more generality of the computer values the crankshaft angle is advanced and from the geometrical
code being developed. parameters and the equations for the kinematics of the crankshaft-
Once the pressure in the oil film is known, both F h and M h can connecting rod system, values of piston velocity and acceleration
be determined from, respectively, along Z and connecting rod acceleration are determined for
. From Fig. 3, p cyl for is also obtained. An iterative
F h L
0
2
0
p ,z R cos d dz (12)
process is then needed to determine the piston radial position and
velocity at time , that is t , b , t , b .
This is performed using a Newton-Raphson procedure to search
and for the t and b values that would satisfy Eqs. 18 and
M h 0
L 2
0
p ,z R cos z p z d dz, (13)
19. Values of both piston radial position and acceleration are
obtained from the radial velocities t and b as
t t t , b b b (20)
where z p is the wrist-pin location from the top of the piston. It
should be noted that the cos appears in both Eqs. 12 and 13 t t t / , b b b / . (21)
because piston motion is allowed only on the plane that is parallel
to the cylinder axis and perpendicular to the wrist-pin axis. The pressure field required in both Eqs. 14 and 15 to calcu-
From the piston motion and oil flow, the viscous frictional force late F f and M f , respectively, is determined integrating Eq. 9
and moment may be computed according to through a finite volume approach Prata and Ferreira 16. In
some situations, nonrealistic pressure values may be obtained
L 2 h p Vp from Eq. 9. Because the oil film cannot sustain pressure values
F f Rd dz (14)
0 0 2 z h smaller than the gas pressure at the edges of the piston skirt,
gaseous cavitation occurs Dowson and Taylor 17. In turn, the
and continuity of the oil film is lost and striae are observed in the oil
L 2 h p Vp flow pattern. In the present work, whenever cavitation occurred,
M f R cos Rd dz, (15) the oil pressure was replaced by a gas pressure interpolated be-
0 0 2 z h tween p cyl and p suc , depending on the cavitation axial location.
For the numerical solution, a typical time step corresponding to
respectively.
five degrees of the crankshaft angle was employed for most cal-
The force due to the compressed gas, F g is simply,
culations. Test runs indicated that for smaller time step lengths
F g R 2 p cylp suc (16) less iterations were required to achieve convergence at each time
interval. When a time step corresponding to 0.5 degrees of the
At this moment, the problem formulation has been completed. crankshaft angle was employed, only two iterations at each time
The kinematics of crankshaft-connecting rod system yields ex- step was sufficient. Convergence of the Newton-Raphson algo-
pressions for determining the piston velocity and acceleration, V P rithm at each time step was achieved at most in ten iterations. A
and A P , respectively, as well as the components A BX and A BZ of converged periodic solution for the piston trajectory required
the connecting rod acceleration, and the connecting rod tilting about 30 cycles. Several tests were performed to validate the nu-
angle, , together with its acceleration, . All those quantities are merical code. Worth mentioning is that the work delivered to the
to be expressed in terms of the crankshaft angle, . compressed gas obtained from the area of the p v diagram con-
structed using the gas pressure from Fig. 3 when added to the
Mathematical Model energy required to overcome friction, obtained from the viscous
The equations for the piston and connecting rod dynamics, Eqs. frictional force given by Eq. 14 and the instantaneous piston
13 and 68, respectively, can be combined into only two velocity, agreed within 0.02 percent with the computed work de-
differential equations. To that extent, F rz from Eq. 2 is first livered to the connecting rod from the crankshaft and obtained
substituted into Eq. 7, resulting in an equation for F M z in terms through kinematics considerations.
V
0
2 h 3 p
12 R
V P
h
2 zL
Rd . (22)
V
1
2
0
2
V d. (23)
Fig. 7 Forces acting on the piston as a function of crankshaft Similarly, a cycle averaged power consumption can be calcu-
angle: a radial; b axial lated from
Fig. 10 Maximum eccentricity of top and bottom during a Fig. 12 Minimum local oil film thickness during a cycle as a
cycle as a function of skirt-to-bore radial clearance function of lubricant viscosity
P
1
2
0
2
P d, P F f V P , (24)