applied
sciences
Article
Dynamic Analysis for a Reciprocating Compressor System with
Clearance Fault
Shungen Xiao 1, * , Qingfeng Xiao 2 , Mengmeng Song 1 and Zexiong Zhang 1,3






Citation: Xiao, S.; Xiao, Q.; Song, M.;
Zhang, Z. Dynamic Analysis for a
Reciprocating Compressor System
with Clearance Fault. Appl. Sci. 2021,
11, 11295. https://doi.org/10.3390/
app112311295
Academic Editor:
Alessandro Gasparetto
Received: 10 October 2021
Accepted: 15 November 2021
Published: 29 November 2021
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Copyright: © 2021 by the authors.
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This article is an open access article
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Attribution (CC BY) license (https://
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4.0/).
Appl. Sci. 2021, 11, 11295. https://doi.org/10.3390/app112311295
1 College of Information, Mechanical and Electrical Engineering, Ningde Normal University,
Ningde 352100, China; t1119@ndnu.edu.cn (M.S.); 3191218017@fafu.edu.cn (Z.Z.)
2 School of Mechatronic Engineering and Automation, Shanghai University, Shanghai 200072, China;
xiaoshungen@shu.edu.cn
3 College of Mechanical and Electrical Engineering, Fujian Agriculture and Forestry University,
Fuzhou 350000, China
* Correspondence: xiaoshungen022@163.com or t0932@ndnu.edu.cn
Abstract: In order to explore the failure mechanism of a reciprocating compressor system with
clearance fault, we implemented a computational framework whereby a simulation model of the
mechanism is established using ADAMS software in this paper, and a typical reciprocating com-
pressor model is introduced to validate the design model. In this work, the joint clearance faults
between the crankshaft and linkage, between the linkage and crosshead, and in both locations are
taken into account computationally. These faults are one of the major causes of vibration. Through
dynamic calculation and analysis of a system with clearance fault, the simulated results show that
these clearance faults directly influence the vibration. The larger the gap size, the more severe the
vibration and the higher the amplitude of the vibration. Furthermore, the clearance number also
affects the vibration greatly.
Keywords: computational analysis; reciprocating compressor; translational mechanism; clearance
fault; vibration
1. Introduction
Reciprocating compressors are widely applied in the petrochemical industry and
refrigeration. It often occupies a vital position in the processing system [1]. The health of
the compressor is directly related to the production and economic benefits of the enterprise.
Due to the severe working environment and the multiple motivating sources, faults fre-
quently occur in the reciprocating compressor, which degrade the production efficiency and
even cause serious consequences. However, the complicated structure of the reciprocating
compressor makes it challenging to monitor and diagnose the faults. Therefore, the various
faults’ diagnostic methods and mechanism analysis have been the focus of research on
reciprocating compressor systems [2–4].
So far, many researchers have investigated technologies for monitoring and diag-
nosing the various faults in a reciprocating compressor. Most of them pay attention to
the diagnostic methods of broken valves, because valve faults are the most common in
a reciprocating compressor. They presented several approaches based on a PV diagram,
vibration analysis, or information entropy [5–7]. In addition, some researchers focus on
automated classification of the faults in reciprocating compressors [8,9]. However, few of
them focus on the failure mechanism of the translational mechanism in the reciprocating
compressor system. The translational tool consists of the critical parts of the crankshaft,
linkage, crosshead, and piston assembly. Although the number of faults in these parts
is less than that for the valves, it always causes more severe consequences, even causing
safety accidents. Thus, fault detection and diagnosis for these parts should be concentrated
on more.
https://www.mdpi.com/journal/applsci
Appl. Sci. 2021, 11, 11295 2 of 18

Compared with the valve, detecting and diagnosing faults in translational machinery
is more complex because these parts are always located inside the airtight chamber. At
present, the most common and effective fault diagnosis methods for these parts are based
on vibration analysis. Chen [10] proposed a three-stage network system to diagnose piston
slap faults in reciprocating machines based on vibration signals. Geng [11] developed
a piston slap fault model of a reciprocating engine to investigate the vibration response
induced by a slap and the relationship between the piston slap impact and the vibration.
However, as the author of [11] said, the reciprocating machine vibration properties, such
as the impact excitations and time-varying transfer characteristics, make it challenging
to obtain a significant signature directly. Therefore, it is necessary to develop a model
to compute and simulate the dynamic behaviors of the reciprocating compressor under
normal and faulty conditions and investigate the relationship between faults and vibration.
Recently, several models of reciprocating compressors have been established for different
purposes. Demba [12] proposed a dynamic model of a hermetic reciprocating compressor
in on-off cycle operation to analyze the effect of the transient conditions on the mass flow
rate of suction, discharge, and electrical power. Yang [13] presented a comprehensive
model for a semi-hermetic CO2 reciprocating compressor to simulate the geometry and
kinematics, the compression process, and the frictional power loss. Mahmood [14] de-
veloped a thermodynamic model to study the effects of the parameters, including the
angular speed, clearance, and pressure ratio, on the performance of the CNG reciprocating
compressor. Rodrigo [15] introduced a numerical model of a reciprocating compressor in a
startup and shutdown transient to investigate its performance in such transients. These
models presented in the above literature are a valuable tool for analyzing or predicting a
compressor’s thermodynamic behavior, including the flow rate, friction loss, and so on,
but they are not suitable for analysis of the vibration or fault detection and diagnosis for
translational machinery. The translational mechanism of the reciprocating compressor is a
crank-slider mechanism. Some researchers have been trying to apply the achievements of
the crank-slider tool to devices. Pont [16] developed a numerical model for a reciprocating
compressor mechanism based on the kinematic and dynamic formulation and studied the
secondary movements of the piston and crankshaft and their interaction. Almasi [17] built a
model of a reciprocating mechanism and took the dynamic force induced by the crosshead
into consideration to reduce vibration and optimize the design. Zhao [18] applied the
contact force model of the planar joint clearance into the reciprocating compressor dynamic
model to study the vibration response induced by an oversized clearance joint fault.
In this paper, to explore the failure mechanism of the translational mechanism based
on the analysis of dynamic behavior, a simplified model for the reciprocating compressor
is built by ADAMS software. To validate the design model, we also introduce a typical
model of the compressor. We also take into account several specific faults in the transla-
tional mechanism, including joint clearance faults between the crankshaft and linkage and
between the linkage and crosshead. The dynamic response of the instrument under these
faults is investigated. We try to analyze the relationship between these oversized clearance
joint faults and the vibration of the compressor body.

2. Model of the Reciprocating Compressor

In this work, we take a single-stage reciprocating compressor as the research object.
The design model is composed of the kinematic mechanism model and the load model for
the reciprocating compressor, as shown in Figure 1.
 Appl. Sci. 2021, 11, x FOR PEER REVIEW 3 of 1

Appl. Sci. 2021, 11, x FOR PEER REVIEW 3

Appl. Sci. 2021, 11, 11295 3 of 18

Figure 1. Model structure of the reciprocating compressor.

2.1. Kinematic Mechanism Model

Model structure
Figure1.1.Model of of
thethe
reciprocating compressor.
Figure The kinematic mechanism model consists of the crankshaft, linkage, crosshead, pis
structure reciprocating compressor.
tonKinematic
2.1. assembly, and cylinder.
Mechanism Model The reciprocating compressor, a typical piece of volumetri
machinery,
2.1. Kinematic utilizes
Mechanism
The kinematic the
mechanism piston
Model
modelmoving
consistsinof athereciprocating linearcrosshead,
crankshaft, linkage, motion piston
driven by th
crankshaft
assembly, andtocylinder.
compress Theand deliver the
reciprocating medium typical
compressor, gas. Figure 2 volumetric
shows themachin-
schematic dia
The kinematic mechanism model consistsaof the piece of
crankshaft, linkage, crosshead
gram of the compressor. As shown in Figure 2, the crankshaft rotates
ery, utilizes the piston moving in a reciprocating linear motion driven by the crankshaft with a constan
ton
to
assembly,
compress
and
andby
cylinder.
deliver
The
the medium
reciprocating
gas.
compressor, a typical piece of volum
speed, driven a motor. Although theFigure 2 shows
crankshaft the schematic
rotates the entire diagram of the and i
circumference
machinery,
compressor.
driven by theutilizes the
Asconnecting
shown piston
in Figure 2, moving
rod, the the in slider
crankshaft
crosshead a rotates
reciprocating linearspeed,
with reciprocates
always a constant motion
driven
linearly. driven
The crossb
crankshaft
by
head and to
a motor. compress
Although
pistons are the and deliver
crankshaft
connected the medium
by arotates
piston the
rodentire gas. Figure
and circumference
fastened by a2andshows the by
is driven
thread, which schemati
is consid
the
gram connecting
of the rod, the
compressor. crosshead
As slider
shown always
in reciprocates
Figure 2, the linearly. The
crankshaft crosshead
rotates and
with a con
ered part of the same rigid body, and therefore the piston has the same motion with th
pistons are connected by a piston rod and fastened by a thread, which is considered part of
speed, driven by a motor. Although the crankshaft rotates the entire circumference
crosshead.
the same rigid body, and therefore the piston has the same motion with the crosshead.
driven by the connecting rod, the crosshead slider always reciprocates linearly. The
head and pistons are connected by a piston rod and fastened by a thread, which is co
ered part of the same rigid body, and therefore the piston has the same motion wi
crosshead.

Figure2.2.Diagrammatic
Figure Diagrammaticdrawing of the
drawing of reciprocating compressor.
the reciprocating compressor.
According to the above analysis, the motion of reciprocating compressor can be
According to the above analysis, the motion of reciprocating compressor can be de
described by the displacement of the piston as shown in Equation (1):
scribed by the displacement of the piston as shown in Equation (1):
p
x = S0 + R · (1 − cos θ ) + L · (1 − 1 − λ2 sin2 θ ) (1)
x = S0 + R ⋅ (1 − cosθ ) + L ⋅ (1 − 1 − λ 2 sin2 θ ) (1
Figure 2. Diagrammatic drawing of the reciprocating compressor.
where S0 is the clearance volume, x denotes the displacement of the mechanism, R repre-
where
sents theScrank
0 is the clearance volume, x denotes the displacement of the mechanism, R repre
length, θ denotes the angle of rotation for the crankshaft, L represents the
According
sents the crank
linkage length, to
and the
length,above
λ denotes theanalysis,
θ denotes the
ratio the
of angle
the motion
of of for
rotation
crankshaft reciprocating
length the
to linkage compressor
thecrankshaft, canthb
L represents
length.
scribed bylength,
linkage the by
Unfolded displacement
and we canof
λ denotes
Taylor, theratio
the
obtain piston as crankshaft
of the shown in Equation
the following: length to the(1):linkage length.
Unfolded by Taylor, we can obtain the following:
1 1 = S2 0θ+]3 )R≈ 1 θ2) + L2 ⋅ (1 − 1 −1λ 22sin2 θ )
⋅ (11−−cos
θ = 1 − λ2 sin2 θ − λ4 sin4 θ + ([−λ2xsin
p
1 − λ2 sin2 λ sin θ = 1 − λ (1 − cos 2θ ) (2)
2 2 1 82 1 2 1 2 2 41 2
1 − λ sin θ =1 − λ sin θ − λ sin θ + ο ([−λ sin θ ] ) ≈ 1 − λ sin θ = 1 − λ (1 − cos2θ )
2 2 4 4 2 2 3
(2
S20 is the Equation
whereTherefore, 8
clearance(1)volume, x denotes
can be substituted 2 Equation
the
with (3): 4
displacement of the mechanism, R
sents the crank length,
Therefore, θ denotes
Equation (1) can be the angle of rotation
substituted for the crankshaft, L represen
λ with Equation (3):
linkage length, and λ xdenotes
≈ S0 + Rthe
· (1 ratio
− cos θof) +theRcrankshaft
· (1 − cos 2θ )length to the linkage
(3) length
4 λ
Unfolded by Taylor, we can x ≈ S0obtain cosθfollowing:
+ R ⋅ (1 −the ) + R ⋅ (1 − cos2θ ) (3
The velocity and acceleration of the whole motion4 mechanism can be expressed by
1 the
using 1 4of the
2 derivation 4 displacement 2with 1 to2time2 as shown
3 respect 1 in2 Equation (4):
1 − λ 2 sin 2 θ =1 − The
λ sinvelocity
2
θ − λand θ + ο ([−λ sin
sin acceleration2
of θthe ≈1− λ
] ) whole sin θ mechanism
motion = 1 − λ (1 −can
cos2
beθ )expressed by
2 the derivation
using 8  .
of the displacement with 2
λ respect
x = R · ω · (sinθ + · sin 2θ ) to time 4
as shown in Equation (4):
.. 2 (4)
2
· ω · (cosθ + λ · cos 2θ ) Equation (3):
= R be
Therefore, Equation (1)x can  substituted with λ
 x = R ⋅ ω ⋅ (sin θ + ⋅ sin 2θ )
 2 (4

λ
x ≈ S0x+=RR⋅⋅(1 (cosθθ) ++λ ⋅ cos
ω −⋅cos
2
2θ−) cos2θ )
R ⋅ (1
4
The velocity and acceleration of the whole motion mechanism can be express
using the derivation of the displacement with respect to time as shown in Equation
Appl. Sci. 2021, 11, 11295
Appl. x FOR PEER REVIEW 44 of 17
of 18

2.2.
2.2. Load
Load Model
Model
During
During the
the working
working process
process of
of the
the reciprocating compressor, the
reciprocating compressor, the loads
loads acting
acting on
on the
the
mechanism mainly include gas force acting on the piston, the inertia force, and the fric-
mechanism mainly include gas force acting on the piston, the inertia force, and the frictional
tional force, make
force, which whichup make up the multiple
the multiple piston
piston loads. loads.
The The piston
multiple multiple piston
forces forces
equal equal
the vector
the
sumvector sum
of them of can
and thembeand can be calculated
calculated with(5):
with Equation Equation (5):
F =F +F +F
g i (5)
F = Fg + Fi + Frr (5)
where Fg denotes the gas force, Fi is the inertia force, and Fr represents the frictional force.
whereTheFg gas
denotes
forcethe gas from
comes Fi is
force,the the inertia
cylinder force,
cavity, for and Fr the
which represents theisfrictional
direction force.
perpendicular
The gas force comes from the cylinder cavity, for which the direction is perpendicular
to the face of the piston, and the value is proportional to the cylinder pressure. Note that
to the face of the piston, and the value is proportional to the cylinder pressure. Note that the
the working process of a compressor is a complex thermodynamic process, which consists
working process of a compressor is a complex thermodynamic process, which consists of a
of a suction process, compression process, discharge process, and expansion process.
suction process, compression process, discharge process, and expansion process. Therefore,
Therefore, the cylinder pressure shows four different variations in one cycle.
the cylinder pressure shows four different variations in one cycle.
In order to simplify the computation, this paper assumes that there is no power loss
In order to simplify the computation, this paper assumes that there is no power loss in
in the suction and discharge stages, the compression and expansion stages are isentropic,
the suction and discharge stages, the compression and expansion stages are isentropic, there
there is no leakage, and the medium gas is an ideal gas. Figure 3 displays the ideal dia-
is no leakage, and the medium gas is an ideal gas. Figure 3 displays the ideal diagrammatic
grammatic drawing of the cylinder pressure.
drawing of the cylinder pressure.

Figure 3. PV indicator diagram of a reciprocating compressor.

Figure 3. compressor.

After simplification,
After simplification, the
the relationship
relationship between between the the gas
gas force
force and
and the
the equivalent
equivalent dis-
dis-
placement of the translational mechanism can be
placement of the translational mechanism can be obtained with Equation (6):obtained with Equation (6):

p sp· ⋅ππ ·⋅ r22


Suction
Suction phase
phase
  s  s+s m


 0 m 2
p s ·  s x+ s  · π · r2 Compression phase
Fg = p · π · r2 = p ⋅ 0
⋅ π ⋅ r Compression phase (6)
 p d s· π ·
rx2  Exhaust phase
Fg = p ⋅ π ⋅ r= 
2

m
pdp · ⋅ πsx0⋅ r 2 · π · r2 (6)

Expantion
Exhaust phasephase
 d
 m
where p represents the cylinder pressure,  p ⋅  s0ps and ⋅ π ⋅ rp2d are Expantion
the cylinder pressure in the suction
phase
d  
stage and the discharge stage, respectively, 
  x r denotes the radius of the piston, and s
represents the piston stroke.
where p represents the cylinder pressure, ps and pd are the cylinder pressure in the suction
The inertial force of the mechanism consists of the reciprocating inertia force and the
stage and the
rotational discharge
inertia stage,
force. The respectively,
reciprocating r denotes
inertia forcethe radius of by
is produced thethe
piston, and s rep-
crosshead and
resents the piston stroke.
piston assembly that move in a reciprocating motion, for which the value is proportional
to theThe inertial
mass force of the mechanism
and acceleration of the moving consistsparts,ofand thethe
reciprocating
direction isinertia force and
the opposite the
of the
rotational inertia force.
acceleration of the piston. The reciprocating inertia force is produced by the crosshead and
piston assembly that move in a reciprocating motion, for which the value is proportional
to the mass and acceleration of the moving parts, and the direction is the opposite of the
acceleration of the piston.
Appl. Sci. 2021, 11, 11295 5 of 18

The rotational inertia force is mainly caused by the dynamic imbalance of the crankshaft,
which can be offset by adding a balance block. Thus, the inertia can be calculated with
Equation (7):
..
Fi = m · x = m · ω 2 · (cos θ + λ · cos 2θ )

(7)
m = m p + 0.5mcr
where mp represents the mass of the crosshead and piston and mcr denotes the mass of
the linkage.
The frictional force is mainly roused by the relative motion between the piston and
the cylinder, crosshead, and sliding way. Compared with the air force, the friction force is
so small that it can be ignored.
According to the above analysis, the piston force mainly depends on the gas force,
which is difficult to simulate. To achieve simulation of the piston force, this paper designed
a load model composed of a plate cam, a translating roller follower, and a cylindroid
helical coil compression spring as shown in Figure 1. The cam angle corresponded to the
crankshaft angle; in other words, the cam angle in the rise phase, the high-dwell phase, the
fail phase, and the low-dwell phase corresponded to the crankshaft angle in the suction
process, compression process, discharge process, and expansion process, respectively. The
spring was installed between the follower and piston. The minimum load of the spring
equaled the piston force during the suction process, and the maximum load of the spring
equaled the piston force during the discharge process. The model utilized the deformation
force of the spring controlled by the cam mechanism to simulate the piston force. More
specifically, the cam and crankshaft ran together with same speed, making the follower
perform movement with respect to the piston. The detailed motions were as follows. As
the piston moved from the dead end of the cylinder to the crankshaft side, the follower
dwelled, making the spring get released from the maximum deformation to the minimum
deformation and realizing the falling load. In the suction process, as the piston continued
to move to the crankshaft side, the follower rose and moved with the piston at same speed,
keeping the spring under the minimum deformation and realizing the minimum constant
load. During the compression process, as the piston moved from the crankshaft side to the
dead end, the follower dwelled, making the spring get compressed from the minimum
deformation to the maximum deformation and realizing a rising load. In the discharge
process, as the piston continued to move to the dead end, the follower returned and moved
with the piston at the same speed, keeping the spring under the maximum deformation
and realizing the maximum constant load.

2.3. Spring Design

The minimum service load of the spring is equal to the gas force in the suction process,
and the maximum service load of the spring is equal to the gas force in the discharge
process, as shown in Equation (8):

Pmax = pd · πr2

(8)
Pmin = ps · πr2

The working stroke of the spring is the difference between the maximum deformation
and the minimum deformation of the spring, and its value is equal to the displacement of
the piston in the compression process:

h = x pc − ( L − R) (9)

where xpc is the position of the piston at the end of the compression stage.
According to the calculated working load and the stroke [19], we determined the
spring’s characteristic parameters by referring to Machinery’s Handbook, including the stiff-
ness, spring diameter, spring wire diameter, the spring coil number, and the initial length.
Appl. Sci. 2021, 11, x FOR PEER REVIEW 6 of 17
Appl. Sci. 2021, 11, 11295 6 of 18

2.4. Design and Calculation of the Cam

2.4. Design and Calculation
According to the above of the Cam it is not difficult to know that the displacement of
analysis,
the follower in the rising phase
According to the above analysis, is equalittoisthe notdisplacement
difficult to know of thethat
pistontheduring the suc-
displacement
tion process, and the displacement of the follower in the return
of the follower in the rising phase is equal to the displacement of the piston during phase is equal to the dis-
the
placement
suction of theand
process, piston
thein the discharge
displacement ofphase. Therefore,
the follower in thethereturn
motion equation
phase of the
is equal fol-
to the
lower can be obtained
displacement within
of the piston Equation (10): phase. Therefore, the motion equation of the
the discharge
follower can be obtained with Equation (10):
 X − ( R ⋅ cos φ + L ⋅ 1 − λ 2 ⋅ sin 2 φ ) θ < φ < π
 pe exp
 sc =  q (10)
 X − (R
pe − (φ
 L +·Rcos R ⋅+
cosL φ· + L1⋅−1λ− λ· sin
2 2
⋅ sin φφ)) θ comp
2 2
θexp< φ<<φ2π< π
sc = q (10)
 L + R − ( R · cos φ + L · 1 − λ2 · sin2 φ) θ < φ < 2π
comp
where xpe is the position of the piston at the end of the expansion stage and ϕ is the cam
angle.
where xpe is the position of the piston at the end of the expansion stage and φ is the
According to the allowed pressure angle, this paper determines the cam’s basic circle
cam angle.
radius and the eccentricity as shown in Equation (11):
According to the allowed pressure angle, this paper determines the cam’s basic circle
radius and the eccentricity as shown in Equation  dsc (11):
2

 −e 
dφ
r0 ≥ ds − sc  2+ e2
v
u (11)
ctan[α ]
u  −e 
r0 ≥ t   +e
u dφ 2
− sc   (11)
tan[α]
where sc is the displacement of the follower, [α] is the allowed pressure angle, and e is the
where sc is the
eccentricity. displacement
Note of theadopts
that this paper follower,
the[α] is the
disk camallowed pressure
mechanism withangle, and e is
an aligned the
roller
eccentricity. Note
follower. Thus, e =that thisEquation
0, and paper adopts thebe
(11) can disk cam mechanism
replaced with
by Equation (12):an aligned roller
follower. Thus, e = 0, and Equation (11) can be replaced by Equation (12):
ds
 dφ 
 ds 
r ≥ dφ  (12)
r0 ≥0  tan[α ] (12)
 tan[α] 

By
By combining
combining Equations
Equations (10)–(12),
(10)–(12), the
the contour
contour of
of the
the designed
designed cam
cam can
can be
be obtained,
obtained,
as shown in Figure 4.
as shown in Figure 4.

4. The
Figure 4.
Figure The contour
contour of
of the
the designed
designed cam.
cam.

3. Computational Dynamic Analysis

3. Computational Dynamic Analysis
3.1. Computational Simulation of the Design Model and a Typical Model
3.1. Computational Simulation of the Design Model and a Typical Model
Figure 5a displays the construction view of the design model. The commercial software
Figure 5ahas
MSC.ADAMS displays
powerful the abilities
construction view of modeling
in parametric the designandmodel. The commercial
can establish and solvesoft-
the
ware MSC.ADAMS has powerful abilities in parametric modeling
dynamic equations automatically. Thus, we employed ADAMS to establish the and can establish
model.andAs
solve the
shown dynamic
in Figure 5a, equations
the model automatically.
consisted of twoThus,motorsweand
employed ADAMS
a crankshaft, to establish
linkage, the
crosshead,
model.cylinder,
piston, As shown in Figure
cam, follower,5a,and
the guide
modelbearing.
consisted ofwhole
The two motors and abuilt
parts were crankshaft, link-
with NX.UG
age, crosshead, piston, cylinder, cam, follower, and guide bearing. The
software and imported into the ADAMS software via the Parasolid format file. After that, whole parts were
built
we with NX.UG
finished software
the model and imported
in ADAMS intothe
via setting thematerial
ADAMS softwareof
properties viathe
theparts,
Parasolid for-
building
mat file. After that, we finished the model in ADAMS via setting the material
a kinematic pair according to the motion relationship between the parts, and creating the properties
joint motion and the spring force. In this case, the material of the parts was set to steel,
 Appl. Sci. 2021, 11, 11295 7 of 18

except for the guide bearing, for which the material was set to copper. All the kinematic
pairs in the model, including the revolute joints between the crankshaft and motor shaft,
between the crankshaft and linkage, between the linkage and crosshead, between the cam
and the other motor shaft, and the translational joints between the crosshead and its guide,
Appl. Sci. 2021, 11, x FOR PEER REVIEW between the piston and cylinder, and between the follower and the bearing, were set to 8 of 17
ideal joints. Table 1 provides the parametric characteristics of the model. Table 2 shows the
material properties of these parts.

(a) (b)
Figure 5.Figure
The model of theofreciprocating
5. The model compressor
the reciprocating compressorunder ADAMS:(a)(a)
under ADAMS: thethe design
design model
model and
and (b) the(b) the typical
typical model. model.

Table 1. Simulation characteristics.

3.2. Computational Simulation of the Design Model under a Fault State
Simulation Characteristics Value
Due to error of assembly, wear, and other factors, excessive clearance is the most
Length of the crankshaft (mm) 120
common failure of the reciprocating compressor movement mechanism. The typical repre-
Length of the linkage (mm) 600
sentatives are Stroke
the clearance
of the pistonfailures
(mm) on the big end and little end 240of the linkage. These clear-
ance failures are theofmajor
Radius reasons
the piston (mm) behind abnormal vibration of 50the reciprocating compres-
Pressure in the suction process (MPa) 0.105
sor body. Therefore, this paper establishes a clearance fault model based on the design
Pressure in the discharge process (MPa) 0.393
model to investigate
Speed of the the dynamic
crankshaft behavior of the moving parts500under fault conditions.
(rpm)
The clearance
Radius faults
of the base circlein
of the joint
the cam between the crankshaft200
(mm) and linkage or between the
Stroke of the follower (mm) 120
linkage and crosshead can be classified as faults of the revolute
Length of the spring(mm) 340
joint with clearance. These
faults can be simulated
Stiffness coefficient ofbythe setting different clearance sizes at 20
spring (N/mm) the corresponding revolute
jointsDamping
(the revolute joint
coefficient of themodel can be referred to in [20]). 0.023
spring (N/(mm*s)) For the contact between the
Preload of the spring (N) 800
journal and bearing, we applied the contact method based on500
Speed of the cam (rpm)
the impact function availa-
ble in the ADAMS function library [21]. The contact model treats the contact as a nonlinear
spring damper,
Table 2. Materialincluding
performance. a contact force model based on the Hertz contact law and a
friction model based on the Coulomb friction model. The contact force is calculated by the
Material (kg/mm3 ) Young’s Modulus (N/mm2 ) Poisson’s Ratio
penetration and the Density
speed of penetration as in the following equation [22–24]:
steel 7.801 × 10− 6 2.07 × 105 0.29
copper  K
8.906 × 10 δ
−6 n
+ STEP (δ , 0, d×max10, 5Cmax )δ
0, 1.19 δ >0 0.326
FN =  (14)
0 δ <0
To validate the model, a typical model of the reciprocating compressor was also
established in this paper. Figure 5b displays the construction view of the typical model.
where K is the stiffness coefficient that depends on the material property and the radius
The typical model had the same parametric characteristics as the design model—except for
δ is the
theload
penetration, n is the deformation force exponent that equals 1.5 for the metallic
model, which relied on Equation (6)—and they were realized by the IF function in
contact, d max is a positive real value
the ADMAS software. Equation (13)ofshows
the boundary penetration,
the IF function of the load:and Cmax is the maximum
damping coefficient, and the following is also true:
IF ( MOD (time ∗ 3000, 360) − 38.95 : 3086.6 ∗ (20/(740 − compressor.crosshead_dx )) ∗ 1.4, 824.6;
IF ( MOD (time ∗ 3000, 360) − 180 : 824.6, 824.6;  4 R1R2 (13)
K =
IF ( MOD (time ∗ 3000, 360) − 294.2 : 824.6 ∗ (260/(740 − compressor.crosshead_dx
3π ( h + h ) R))+∗R1.4 , 3086.6, 3086.6) ) )
 1 2 1 2
 (15)
 h = 1 − μi (i = 1, 2)
2

 i π Ei

Appl. Sci. 2021, 11, 11295 8 of 18

where “compressor.crosshead_dx” is the measured displacement of the crosshead and piston

and “time” is the time.
For the rigid system, ADAMS used the modified Newton–Raphson iterative algorithm
to solve the dynamic differential equation and provided four integrators (including GSTIFF,
WSTIFF, DSTIFF, and CONSTANT_BDF) and three kinds of an integral formulation (in-
cluding I3, SI2, and SI1). In this paper, we chose the Gear Stiff integrator (GSTIFF), which
calculates fast and provides an accurate result for displacement, and integral formulation
SI2, which considers the speed constraint equations and provides an accurate solution for
the velocity and acceleration. During the simulation, the end time was 0.48 (s), the step
time was 0.0001 (s), and the integration tolerance was 10−5 .

3.2. Computational Simulation of the Design Model under a Fault State

Due to error of assembly, wear, and other factors, excessive clearance is the most
common failure of the reciprocating compressor movement mechanism. The typical rep-
resentatives are the clearance failures on the big end and little end of the linkage. These
clearance failures are the major reasons behind abnormal vibration of the reciprocating com-
pressor body. Therefore, this paper establishes a clearance fault model based on the design
model to investigate the dynamic behavior of the moving parts under fault conditions.
The clearance faults in the joint between the crankshaft and linkage or between the
linkage and crosshead can be classified as faults of the revolute joint with clearance. These
faults can be simulated by setting different clearance sizes at the corresponding revolute
joints (the revolute joint model can be referred to in [20]). For the contact between the
journal and bearing, we applied the contact method based on the impact function available
in the ADAMS function library [21]. The contact model treats the contact as a nonlinear
spring damper, including a contact force model based on the Hertz contact law and a
friction model based on the Coulomb friction model. The contact force is calculated by the
penetration and the speed of penetration as in the following equation [22–24]:
( .
Kδn + STEP(δ, 0, 0, dmax , Cmax )δ δ > 0
FN = (14)
0 δ<0

where K is the stiffness coefficient that depends on the material property and the radius,
δ is the penetration, n is the deformation force exponent that equals 1.5 for the metallic
contact, dmax is a positive real value of the boundary penetration, and Cmax is the maximum
damping coefficient, and the following is also true:
 q
4 R1 R2


 K = 3π (h1 +h2 ) R1 + R2
(15)
 h = 1−µ2i (i = 1, 2)


i πEi

where Ri is the radius, µi is the Poisson’s ratio, and Ei is the modulus of the elasticity.
The Coulomb friction force can be given by Equation (16) [22–24]:
vt
Ft = −c f FN (16)
|vt |

where cf is the friction coefficient, FN is the normal force, and vt is the relative tangential velocity.
We established the fault model based on the design model in ADAMS, as Figure 5a
shows. In the case of faults in the joint between the linkage and crankshaft, we set the
revolute joint between the crankshaft and linkage to clearances of 0.1 mm, 0.2 mm, and
0.3 mm and set the other joints as the ideal joints. In the case of a clearance fault in the
joint between the linkage and crosshead, we set the revolute joint between the linkage and
crosshead to clearances of 0.1 mm, 0.2 mm, and 0.3 mm and set the other joints as the ideal
joints. In the case of clearance faults in both joints of the linkage, we set the revolute joint
between the linkage and crankshaft and the joint between the linkage and crosshead to
Appl. Sci. 2021, 11, 11295 9 of 18

Appl. Sci. 2021, 11, x FOR PEER REVIEW 9 of 17

clearances of 0.1 mm, 0.2 mm, and 0.3 mm and set the other joints as the ideal joints. In
processing the simulations of these cases, the contact model based on the IMPACT function
was usedand
0.3 mm to simulate the revolute
set the other joint
joints as the with
ideal clearance.
joints. In the Table
case of3 adepicts thefault
clearance characteristic
in the
parameters of the impact function.
joint between the linkage and crosshead, we set the revolute joint between the linkage and
crosshead
Table to clearances
3. Characteristic of 0.1 mm,
parameters 0.2 mm,function.
of impact and 0.3 mm and set the other joints as the ideal
joints. In the case of clearance faults in both joints of the linkage, we set the revolute joint
between the linkage Parameter
and crankshaft and the joint between the linkageValueand crosshead to
clearances of 0.1 mm, 0.2 mm,
Stiffness (N/mm) and 0.3 mm and set the other joints
3.36as
× the
105 ideal joints. In
processing the simulations of these cases, the contact model based on
Force exponent 1.5the IMPACT func-
tion was used to simulate
Damping the revolute joint with clearance. Table 3 depicts
(N/(mm/s)) 336 the character-
istic parameters of the depth
Penetration impact(mm)
function. 0.1
Static coefficient 0.23
Dynamicparameters
Table 3. Characteristic coefficientof impact function. 0.15
Stiction transition velocity (mm/s) 10
Parameter
Friction transition velocity (mm/s) Value
100
Stiffness (N/mm) 3.36 × 105
4. Results and Discuss Force exponent 1.5
Damping (N/(mm/s))
4.1. Comparison between the Design Model and the Typical Model 336
Penetration depth (mm) 0.1
Figure 6 displays the computational displacement, velocity, and acceleration of the
Static coefficient 0.23
translational mechanism of the design model and the typical model. Figure 6 directly
Dynamic coefficient 0.15
shows that the dynamic responses of the design model were generally consistent with
Stiction transition velocity (mm/s) 10
those of the typical model.
Friction transition velocity (mm/s) 100
Figure 7 displays the simulated piston force of the two models. It can be seen from
Figure 7 that the simulated piston forces of the two models had a similar varying trend,
4. Results and Discuss
but there were two biases between the simulated piston force of the design model and the
4.1. Comparison
typical between
model. One wasthethat
Design
the Model and theofTypical
peak value Model
the force of the design model was bigger
Figure 6 displays the computational displacement,
than that of the typical model. The other was that the velocity,
positionand acceleration
where of the
the piston force
translational
varied from onemechanism
process to of the
the other
designprocess
model was
and different.
the typicalThese
model. Figure
biases 6 directly
were caused by
shows
the that the dynamic
characteristics responses
of the spring thatof
wethe design
chose. model
This were
can be generally
greatly consistent
improved with a
by choosing
those of the
nonlinear typical
spring, model.
for which the stiffness increases with an increasing deformation.
Displacement (mm)
Displacement (mm)

Crank angle (deg) Crank angle (deg)

(a) (b)
Velocity (mm/s)
Velocity (mm/s)

Crank angle (deg) Crank angle (deg)

(c) (d)

Figure 6. Cont.
 Figure 7 displays the simulated piston force of the two models. I
Figure 7 that the simulated piston forces of the two models had a sim
Appl. Sci. 2021, 11, 11295
but there were two biases between the simulated piston force10of of 18
the des
typical model. One was that the peak value of the force of10 the
Appl. Sci. 2021, 11, x FOR PEER REVIEW of 17 design

than that of the typical model. The other was that the position where th
ied from one process to the other process was different. These biases w
characteristics of the spring that we chose. This can be greatly improv
nonlinear spring, for which the stiffness increases with an increasing d

Acceleration (mm/s2)
Acceleration (mm/s2)

Although some problems existed in the design model, it could rea

of the mechanism of the reciprocating compressor. The designed m
vantages. One is that the model, compared with the virtual model pres
ing literature, can be processed into a physical prototype, which can en
further
Crank anglestudy
(deg) the faults of the compressor. The other is that the model
Crank angle (deg)
(e) (f)
real reciprocating compressor, makes it easy to investigate the translatio
Figure
Figure 6. The
6. The dynamic
dynamic response
response ofofthethetranslational
translationalmechanism
mechanism in
in the designed
designedmodel
modelandandthe thetypical model:
typical (a)(a)
model: displace-
displace-
the compressor.
ment, (b) enlarged displacement, (c) velocity, (d) enlarged velocity, (e) acceleration, and (f) enlarged acceleration.
ment, (b) enlarged displacement, (c) velocity, (d) enlarged velocity, (e) acceleration, and (f) enlarged acceleration.

Figure 7 displays the simulated piston force of the two models. It can be seen from
Figure 7 that the simulated piston forces of the two models had a similar varying trend,
but there were two biases between the simulated piston force of the design model and the
typical model. One was that the peak value of the force of the design model was bigger
than that of the typical model. The other was that the position where the piston force var-
ied from one process to the other process was different. These biases were caused by the
characteristics of the spring that we chose. This can be greatly improved by choosing a
Force (N)

nonlinear spring, for which the stiffness increases with an increasing deformation.
Although some problems existed in the design model, it could realize the simulation
of the mechanism of the reciprocating compressor. The designed model has two ad-
vantages. One is that the model, compared with the virtual model presented in the exist-
ing literature, can be processed into a physical prototype, which can enable researchers to
further study the faults of the compressor. The other is that the model, compared with a
real reciprocating compressor, makes it easy to investigate the translational mechanism of
the compressor.
Crank angle (de g)

Figure 7. The simulated piston load of the designed model and the typical model.
Figure 7. The simulated piston load of the designed model and the typical mod
Although some problems existed in the design model, it could realize the simulation of
Force (N)

the mechanism of the reciprocating compressor. The designed model has two advantages.
4.2.
OneDynamic Response
is that the model, to the
compared withClearance
the virtual Fault of the Joint
model presented between
in the the Linkage an
existing literature,
can be processed into a physical prototype, which can enable researchers to further study
Figure
the faults 8 shows The
of the compressor. theother
computational displacement,
is that the model, compared velocity, and a
with a real reciprocating
translational
compressor, makes mechanism in thethecase
it easy to investigate of themechanism
translational clearance fault
of the of the joint b
compressor.

shaft and linkage.

4.2. Dynamic As
Response to the shown
Clearance
Crank
in Figure 8, the displacement and velocity
angle (de g) Fault of the Joint between the Linkage and the Crankshaft

withFigure
clearance
8 showswere consistentdisplacement,
the computational with thosevelocity,of theand mechanism
acceleration of without
the cl
Figure 7. The simulated piston load of the designed model and the typical model.
translational mechanism in the case of the clearance fault of the joint between the crankshaft
cillations occurred at the curve peaks and troughs of the displacement
and linkage. As shown in Figure 8, the displacement and velocity of the mechanism with
4.2. Dynamic Response
mechanism withtoclearance.
the Clearance Fault of thelarger
Joint between the Linkage and the Crankshaft
clearance were consistent with those of The the mechanism clearance
without was,
clearance. theoscillations
Slight bigger devia
occurredFigure
at the8 curve
showspeaks
the computational
and troughs ofdisplacement, velocity,
the displacement and acceleration
and velocity of the
of the mechanism
translational mechanism in the case of the clearance fault of the joint between
with clearance. The larger clearance was, the bigger deviation values of the displacementthe crank-
shaft
and and linkage.
velocity were.AsThe
shown in Figure 8,
acceleration of the
thedisplacement
mechanism and wasvelocity
greatlyofinfluenced
the mechanism
by the
clearance fault. As the clearance size increased, the curve of the accelerationSlight
with clearance were consistent with those of the mechanism without clearance. os-
oscillated
cillations occurred at the curve peaks and troughs of the displacement and velocity of the
more intensely and had a higher amplitude.
mechanism with clearance. The larger clearance was, the bigger deviation values of the
 Figure 9 shows the computational contact force between the journal and the bearing
of the joint between the crankshaft and the linkage with different clearance sizes. From
Figure 9, we can easily conclude that the larger the clearance was, the more violent the
impacts between the journal and bearing were. In addition, the impacts mainly occurred
Appl. Sci. 2021, 11, 11295 11 of 18
in the horizontal direction, for which the contact force was much larger than the force in
the vertical direction.
Displacement (mm)

Displacement (mm)
Crank angle (deg) Crank angle (deg)
(a) (b)

Velocity (mm/s)
Velocity (mm/s)

Crank angle (deg) Crank angle (deg)

(c) (d)
Acceleration (mm/s2)
Acceleration (mm/s2)

Crank angle (deg) Crank angle (deg)

(e) (f)

Figure
Figure TheThe
8. 8. dynamic
dynamic response
response of of
thethe model
model underclearance
under clearancefault
faultininthe
thejoint
jointbetween
betweenthethecrankshaft
crankshaftandand linkage:
linkage: (a)
(a) displacement, (b) enlarged displacement, (c) velocity, (d) enlarged velocity, (e) acceleration, and (f) enlarged acceleration.
displacement, (b) enlarged displacement, (c) velocity, (d) enlarged velocity, (e) acceleration, and (f) enlarged acceleration.
Figure 9 shows the computational contact force between the journal and the bearing
of the joint between the crankshaft and the linkage with different clearance sizes. From
Figure 9, we can easily conclude that the larger the clearance was, the more violent the
impacts between the journal and bearing were. In addition, the impacts mainly occurred in
the horizontal direction, for which the contact force was much larger than the force in the
vertical direction.
According to the two figures, we also found that the computational acceleration of
the mechanism and the contact force in the horizontal direction had a similar varying
trend. As shown in Figure 10, there seemed to be a proportional relationship between the
acceleration of the mechanism and the contact force in the horizontal direction caused by
the clearance fault. This means that the clearance fault in the joint between the crankshaft
and the linkage was one of major causes of the vibration of the compressor body.
 Force (N)

Force (N)
Appl.Sci.
Appl. Sci.2021, 11,x11295
2021,11, FOR PEER REVIEW 1212ofof17
18

Crank angle (deg) Crank angle (deg)

(a) (b)
Force (N)

Force (N)
Figure 9. The contact force between the journal and bearing of the joint between the crankshaft and linkage: (a) horizontal
direction and (b) vertical direction.

According to the two figures, we also found that the computational acceleration of
the mechanism and the contact force in the horizontal direction had a similar varying
trend. As shown in Figure 10, there seemed to be a proportional relationship between the
Crank angle (deg) Crank angle (deg)
acceleration
(a) of the mechanism and the contact force in (b) the horizontal direction caused by
the clearance fault. This means that the clearance fault in the joint between the crankshaft
Thecontact
Figure9.9.The
Figure contactforce
forcebetween
betweenthe thejournal
journaland
andbearing
bearingof
ofthe
thejoint
jointbetween
betweenthe
thecrankshaft
crankshaftand andlinkage:
linkage:(a)
(a)horizontal
horizontal
and the linkage was one of major causes of the vibration of the compressor body.
direction and (b) vertical direction.
direction and (b) vertical direction.

According to the two figures, we also found that the computational acceleration of
the mechanism and the contact force in the horizontal direction had a similar varying
Acceleration (mm/s2)
Acceleration (mm/s2)

trend. As shown in Figure 10, there seemed to be a proportional relationship between the
acceleration of the mechanism and the contact force in the horizontal direction caused by
the clearance fault. This means that the clearance fault in the joint between the crankshaft
and the linkage was one of major causes of the vibration of the compressor body.
Acceleration (mm/s2)
Acceleration (mm/s2)

Contact force (N) Contact force (N)

(a) (b)
Acceleration (mm/s2)

Contact force (N) Contact force (N)

(a) (b)
Acceleration (mm/s2)

Contact force (N)

(c)

Figure
Figure 10. The
10. The relationship
relationship diagram
diagram ofof theacceleration
the acceleration of
of the
the mechanism
mechanismand andthethe
contact force
contact on the
force on joint between
the joint the the
between
crankshaft and linkage: (a) clearance of 0.1 mm, (b) clearance of 0.2 mm, and (c) clearance of 0.3
crankshaft and linkage: (a) clearance of 0.1 mm, (b) clearance of 0.2 mm, and (c) clearance of 0.3 mm. mm.

4.3. Dynamic Response to the Clearance

Contact force (N) Fault in the Joint between the Linkage and the Crosshead
4.3. Dynamic Response to the Clearance
(c) Fault in the Joint between the Linkage and the Crosshead
Figure 11 depicts the computational displacement, velocity, and acceleration of the
Figure 11 mechanism
translational depicts thein computational
themechanism displacement,
case of a clearance faultforce velocity,
in the and acceleration
linkageof the
Figure 10. The relationship diagram of the acceleration of the and the contact onjoint between
the joint thethe
between
translational
and crosshead.
crankshaft and linkage: (a) clearance mechanism
of 0.1 mm,From in the
Figure 11,
(b) clearance case
wemm,
of 0.2 of a
can and clearance
draw(c)similar
clearancefault
of 0.3 mm. to those resultingthe
in
conclusionsthe joint between linkage
from
andFigure
crosshead.
8. First,From Figure fault
the clearance 11, we can draw
slightly similar
influenced theconclusions
displacementto andthose resulting
velocity of the from
mechanism
Figure
4.3. 8. First,
Dynamic and
thegreatly
Response affected
clearance
to the theslightly
fault
Clearance acceleration
Fault of between
the mechanism.
influenced
in the Joint Secondly,
thethedisplacement
Linkage the velocity
and theand larger theof the
Crosshead
clearance
mechanismFigurewas,
and the more
greatly
11 depicts theintense
affected the curve
the
computational of the acceleration
acceleration
displacement,of the oscillated,
mechanism.
velocity, and the higher
Secondly,
and acceleration thelarger
ofthe
the
amplitude peak that occurred.
translational mechanism in the case of a clearance fault in the joint between the linkage
and crosshead. From Figure 11, we can draw similar conclusions to those resulting from
Figure 8. First, the clearance fault slightly influenced the displacement and velocity of the
mechanism and greatly affected the acceleration of the mechanism. Secondly, the larger
Appl. Sci. 2021, 11, x FOR PEER REVIEW 13 of 17

Appl. Sci. 2021, 11, 11295

the clearance was, the more intense the curve of the acceleration oscillated, and13the
of 18
higher
the amplitude peak that occurred.

Displacement (mm)
Displacement (mm)

Crank angle (deg) Crank angle (deg)

(a) (b)

Velocity (mm/s)
Velocity (mm/s)

Crank angle (deg) Crank angle (deg)

(c) (d)
Acceleration (mm/s2)
Acceleration (mm/s2)

Crank angle (deg) Crank angle (deg)

(e) (f)

Figure
Figure The computational
11. computational
11. The dynamic
dynamic response
response of of
thethe model
model witha aclearance
with clearancefault
fault in
in the
the joint
joint between
betweenthe
thecrosshead
crosshead and
linkage: (a) displacement, (b) enlarged displacement, (c) velocity, (d) enlarged velocity, (e) acceleration, and (f) and
and linkage: (a) displacement, (b) enlarged displacement, (c) velocity, (d) enlarged velocity, (e) acceleration, enlarged
(f) enlarged acceleration.
acceleration.
Figure 12 shows the computational contact force between the journal and the bearing
of Figure
the joint12 showsthe
between thelinkage
computational contact force
and the crosshead betweenclearance
with different the journal and
sizes. the be
It can bearing
of the
seenjoint
frombetween
Figure 12 the
thatlinkage and the
the clearance crosshead
greatly affected with different
the contact forceclearance sizes.
between the It can be
journal
seen
andfrom Figure
bearing 12joint
of the that between
the clearance greatly
the linkage andaffected the contact
the crosshead. As theforce between
clearance the jour-
became
nallarger, the contact
and bearing of force oscillated
the joint morethe
between intensely,
linkage and
andmore
theviolent impacts
crosshead. Asoccurred. The be-
the clearance
impacts
came mainly
larger, the occurred in the horizontal
contact force oscillated direction, in which and
more intensely, the contact
more force wasimpacts
violent much oc-
bigger than that in the vertical direction.
curred. The impacts mainly occurred in the horizontal direction, in which the contact force
was much bigger than that in the vertical direction.
Appl. Sci. 2021,
Appl. Sci. 11, x FOR
2021, PEER REVIEW
11, 11295 14 of 17
14 of 18

Force (N)
Force (N)

Crank angle (deg) Crank angle (deg)

Force (N)
Force (N)

(a) (b)

Figure 12. The contact force between the journal and bearing of the joint between the crosshead and linkage: (a) horizontal
direction and (b) vertical direction.

In this case, we also found that the acceleration of the mechanism had a proportional
relationship with the contact force in the horizontal direction, as shown in Figure 13. Thus,
Crank angle (deg) Crank angle (deg)
the clearance fault in the joint between the linkage and the crosshead was also one of the
(a) (b)
major causes of vibration.
Figure
Figure 12. The The contact
12. contact forceforce between
In athe
between the
word,journal
weand
journal andbearing
can bearing
get some of
of the joint
jointbetween
similar
the thethe
conclusions
between crosshead
in theand
crosshead twolinkage:
and cases.(a)There
linkage: horizontal
were several
(a) horizontal
direction
direction andvertical
and (b) (b) vertical direction.
direction.
differences between the two cases, where the vibration and impact occurred intermittently
in the caseIn this
of acase, we alsofault
clearance foundin that the acceleration
the joint of the mechanism
between linkage had a proportional
and crosshead, but the vibration
relationship
In this with
case, wethe contact
also foundforce in
that the horizontal
accelerationdirection,
of
and impact occurred almost continuously in the case of a clearance fault inthe as shown
mechanism in Figure
had a13.
theThus,
proportional
joint be-
the clearance
relationship fault in the
with the contact joint between the linkage and the crosshead was
force in the horizontal direction, as shown in Figure also one of13.
theThus,
tween the crankshaft and linkage.
major causes of vibration.
the clearance fault in the joint between the linkage and the crosshead was also one of the
major causes of vibration.
In a word, we can get some similar conclusions in the two cases. There were several
differences between the two cases, where the vibration and impact occurred intermittently
Acceleration (mm/s2)

Acceleration (mm/s2)

in the case of a clearance fault in the joint between linkage and crosshead, but the vibration
and impact occurred almost continuously in the case of a clearance fault in the joint be-
tween the crankshaft and linkage.
Acceleration (mm/s2)

Acceleration (mm/s2)

Contactforce (deg) Contactforce (deg)

(a) (b)
Acceleration (mm/s2)

Contactforce (deg) Contactforce (deg)

(a) (b)
Acceleration (mm/s2)

Contactforce (deg) ×104

(c)

FigureFigure
13. The
13. relationship diagram
The relationship diagramof of
thetheacceleration
accelerationof
of the mechanismand
the mechanism andthe the contact
contact force
force on joint
on the the joint between
between the the
linkage and crosshead:
linkage (a) clearance
and crosshead: of of
(a) clearance 0.10.1mm,
mm,(b)
(b)clearance of 0.2
clearance of 0.2mm,
mm,and
and(c)(c) clearance
clearance of 0.3
of 0.3 mm.mm.
In a word, we can get some similar conclusions in the two cases. There were several
differences between the two cases, where the vibration and impact occurred intermittently
in the case of a clearance fault in the joint between linkage and crosshead, but the vibration
Contactforce (deg) ×104
(c)

Figure 13. The relationship diagram of the acceleration of the mechanism and the contact force on the joint between the
linkage and crosshead: (a) clearance of 0.1 mm, (b) clearance of 0.2 mm, and (c) clearance of 0.3 mm.
 In this case, in order to study the influence of the clearance number on the vibration
of the compressor body, we set both joints of the linkage to certain clearances.
Figure 14 displays the computational displacement, velocity, and acceleration of the
translational mechanism in the case of a clearance fault in both joints of the linkage. As
Appl. Sci. 2021, 11, 11295 15 of 18
depicted in Figure 14, the displacement and velocity of the mechanism with clearance
were generally consistent with those of the mechanism without clearance and were
slightly affected by the clearance. The acceleration was greatly influenced by the clear-
and impact occurred almost continuously in the case of a clearance fault in the joint between
ance.theAs the clearance size increased, the acceleration oscillated more violently and dis-
crankshaft and linkage.
played a higher amplitude.
4.4. Dynamic
Figure Response
15 shows to computational
the the Clearance Faultcontact
in Both Joints
forceofbetween
the Linkagethe journal and the bearing
of the joint between the crankshaft and linkage with different clearance
In this case, in order to study the influence of the clearance number sizes. Figure 16
on the vibration
showsof the
thecompressor body,
contact force we set both
between joints of and
the journal the linkage to certain
the bearing clearances.
of the joint between the linkage
Figure 14 displays the computational displacement, velocity, and acceleration of the
and crosshead with different clearance sizes. From the two diagrams, we found that the
translational mechanism in the case of a clearance fault in both joints of the linkage. As
contact forces on both joints of the linkage were extremely influenced by the clearance size
depicted in Figure 14, the displacement and velocity of the mechanism with clearance
were generallywith
Compared a single
consistent withclearance fault,
those of the the vibration
mechanism without and impact
clearance andof theslightly
were reciprocating
compressor
affected bysystem with two
the clearance. clearance
The faults
acceleration wasbecame
greatlymore violent,
influenced andclearance.
by the its peak amplitude
As
the clearance
was also higher. size increased, the acceleration oscillated more violently and displayed a
higher amplitude.

Displacement (mm)
Displacement (mm)

Crank angle (deg) Crank angle (deg)

(a) (b)
Velocity (mm/s)
Velocity (mm/s)

Crank angle (deg) Crank angle (deg)

(c) (d)
Acceleration (mm/s2)

Acceleration (mm/s2)

Crank angle (deg) Crank angle (deg)

(e) (f)

Figure
Figure 14 . The14. The computational
computational dynamic
dynamic response
response of the
of the modelunder
model underaa clearance
clearance fault
faultininboth
both joints of the
joints linkage:
of the linkage: (a)
(a) displacement, (b) enlarged displacement, (c) velocity, (d) enlarged velocity, (e) acceleration, and (f) enlarged
displacement, (b) enlarged displacement, (c) velocity, (d) enlarged velocity, (e) acceleration, and (f) enlarged acceleration.acceleration.
 Appl. Sci. 2021, 11, 11295 16 of 18

Figure 15 shows the computational contact force between the journal and the bearing
of the joint between the crankshaft and linkage with different clearance sizes. Figure 16
Appl. Sci. 2021, 11, x FOR PEER REVIEWshows the contact force between the journal and the bearing of the joint between the linkage
16 of 17
Appl. Sci. 2021, 11, x FOR PEER REVIEW 16 of 17
and crosshead with different clearance sizes. From the two diagrams, we found that the
contact forces on both joints of the linkage were extremely influenced by the clearance size.

(N)
(N)

Force(N)
Force(N)

Force
Force

Crank angle (deg) Crank angle (deg)

Crank angle (deg) Crank angle (deg)
(a) (b)
(a) (b)
Figure Figure
15. The15.
contact force force
The contact of theofjoint between
the joint thethe
between crankshaft
crankshaftand
andlinkage:
linkage: (a)
(a) horizontaldirection
direction and
(b)(b) vertical direction.
Figure 15. The contact force of the joint between the crankshaft and linkage: (a) horizontal
horizontal directionand
and vertical
(b) direction.
vertical direction.
(N)
(N)

Force(N)
Force(N)

Force
Force

Crank angle (deg)

Crank angle (deg) Crank angle (deg)
Crank angle (deg) (b)
(a) (b)
(a)
FigureFigure The contact
16.contact
16. The forceforce of joint
of the the joint between
between thethe linkage
linkage andcrosshead:
and crosshead:(a)
(a)horizontal
horizontal direction
directionand
and(b)
(b)vertical
verticaldirection.
direction.
Figure 16. The contact force of the joint between the linkage and crosshead: (a) horizontal direction and (b) vertical direction.
Compared with a single clearance fault, the vibration and impact of the reciprocating
compressor system with two clearance faults became more violent, and its peak amplitude
5. Conclusions
5. Conclusions
was also higher.
In this work, a simplified model of the moving mechanism in a reciprocating com-
In this work, a simplified model of the moving mechanism in a reciprocating com-
pressor
5. was established with ADAMS software. To validate the model, we also introduced
Conclusions
pressor was established with ADAMS software. To validate the model, we also introduced
a typical Inmodel based
this work, on the ideal
a simplified modelpiston force. The
of the moving simulation
mechanism results showcompres-
in a reciprocating that the dy-
a typical model based on the ideal piston force. The simulation results show that the dy-
namic responses
sor was of the
established design
with ADAMSmodel were consistent
software. To validatewith those of
the model, wethe typical
also model.
introduced a Alt-
namic responses of the design model were consistent with those of the typical model. Alt-
hough some
typical biases
model basedexisted,
on the the simulated
ideal piston piston
force. The forces of the
simulation twoshow
results models that had
the a similar var-
dynamic
hough some biases existed, the simulated piston forces of the two models had a similar var-
ying trend. The
responses results
of the designdemonstrate that the design
model were consistent with thosemodel could
of the realize
typical model.theAlthough
simulation of
ying trend. The results demonstrate that the design model could realize the simulation of
thesome biases existed,
mechanism the simulated piston
of the reciprocating forces ofCompared
compressor. the two models with had a similar model
the existing varyingof the
thetrend.
mechanism
The of the
results reciprocating
demonstrate that compressor.
the design Compared
model could with the
realize the simulation
existing model
of the of the
compressor, the design model could be processed into a physical prototype, which would
compressor, the design model could be processed into a physical
mechanism of the reciprocating compressor. Compared with the existing model of the prototype, which would
enable researchers to further study the fault mechanism of the reciprocating compressor.
enable researchers
compressor, to further
the design modelstudy
couldthe be fault mechanism
processed of the reciprocating
into a physical prototype, which compressor.
would
This work also took several typical faults in the mechanism of the reciprocating com-
Thisresearchers
enable work also to took several
further studytypical faults
the fault in the mechanism
mechanism of the reciprocating
of the reciprocating compressor. com-
pressorThis into account, alsoincluding thetypical
clearance fault in the joint between
of the the crank and the
pressor intowork account, took several
including the clearance faults in the
fault in mechanism
the joint between reciprocating
the crank and the
connecting
compressor rod, between
into account,the connecting
including rod andfault
the clearance the crosshead, and both. theThese
crankfaults
and are
connecting rod, between the connecting rod and the in the joint between
crosshead, and both. These faults are
a major
the cause
connecting of the
rod, vibration
between of
the the reciprocating
connecting rod and compressor.
the crosshead, A simulation
and both. for
These the mech-
faults
a major cause of the vibration of the reciprocating compressor. A simulation for the mech-
anism
are aunder
majorthecauseabove
of the fault state, of
vibration based on the design
the reciprocating model and
compressor. A the IMPACT
simulation for function
the
anism under the above fault state, based on the design model and the IMPACT function
provided in ADAMS, was carried out in this work to study the relationship between these
provided in ADAMS, was carried out in this work to study the relationship between these
faults and the vibration. The research results show that the size and number of clearance
faults and the vibration. The research results show that the size and number of clearance
faults influenced the vibration of the reciprocating compressor system. As the clearance
faults influenced the vibration of the reciprocating compressor system. As the clearance
increased, the vibration was more violent, and the amplitude of the vibration was much
increased, the vibration was more violent, and the amplitude of the vibration was much
Appl. Sci. 2021, 11, 11295 17 of 18

mechanism under the above fault state, based on the design model and the IMPACT
function provided in ADAMS, was carried out in this work to study the relationship
between these faults and the vibration. The research results show that the size and number
of clearance faults influenced the vibration of the reciprocating compressor system. As the
clearance increased, the vibration was more violent, and the amplitude of the vibration
was much higher. Furthermore, the clearance number greatly affected the vibration, and
the greater the clearance value, the greater the vibration.

Author Contributions: S.X., Q.X. and M.S. contributed equally to this work and should be considered
co-first authors. In this paper, Z.Z. mainly assisted the first author to debug the simulation program
and modify the grammar of this paper. All authors have read and agreed to the published version of
the manuscript.
Funding: This research was funded by the Natural Science Foundation of Fujian province
(Grant No. 2020J01432), the major training project of Ningde Normal University (Grant No. 2020ZDK01),
and the Innovation Team of Ningde Normal University (No. 2020T02).
Conflicts of Interest: The authors declare no conflict of interest.

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