Applied Thermal Engineering 62 (2014) 207e214

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Applied Thermal Engineering

journal homepage: www.elsevier.com/locate/apthermeng

Experimental study of xed-vane revolving vane compressor

K.M. Tan a, *, K.T. Ooi b,1
a

Sanden International (Singapore) Pte Ltd, 25 Ang Mo Kio Street 65, 569062 Singapore
Thermal & Fluids Division, School of Mechanical & Aerospace Engineering, Nanyang Technological University, 50 Nanyang Avenue, 639798,
Republic of Singapore
b

h i g h l i g h t s

A novel xed-vane revolving vane compressor has been designed and tested.

The compressor has been tested using air as working uid from 2350 rev/min to 3800 rev/min from pressure ratios 1.5 to 2.4.

The discrepancy between the predicted and the measured mechanical power is below 10.0%.

a r t i c l e i n f o

a b s t r a c t

Article history:
Received 17 April 2013
Accepted 22 September 2013
Available online 2 October 2013

A new compressor mechanism, called xed-vane revolving vane compressor, has been designed, fabricated, instrumented and tested. The compressor design eliminates the pressure differential dependency
of the vane side friction. A compressor prototype has been tested using air as the working uid and
operated at 2350e3800 rev/min with pressure ratios of up to 2.4, starts from the discharge pressure of
1.5 bar with an increment of 0.3 bar, while keeping the suction pressure constant at the atmospheric
pressure. Over the range of the pressure ratios tested, the discrepancy between the predicted and the
measured mechanical power is well below 10.0%. The measured air ow rate is found to be greater than
the prediction when the discharge pressure is lower than 1.8 bar and the reverse is true for higher
discharge pressures.
2013 Elsevier Ltd. All rights reserved.

Keywords:
Compressor
Experimental
Design

1. Introduction
In an attempt to introduce a new highly energy efcient
compressor mechanism, the revolving vane compressor was
introduced in 2006 and a few studies in the areas of friction [7],
leakages [9], valve performance [8], journal bearing design [4],
in-chamber heat transfer [5] and the experimental study [12]
have been carried out. The revolving vane compressor has been
further improved by physically xing the vane onto the driving
component. This design improvement eliminates the dependency of the vane side frictional loss on the pressure difference across the vane. The mechanical efciency of this xed-vane
revolving vane compressor is predictably increased by 2.5% as
compared to the original revolving vane compressor design [6].

* Corresponding author. Tel.: 65 6311 3059.

E-mail addresses: tan_kok_ming@sanden.com.sg (K.M. Tan), mktooi@ntu.edu.sg
(K.T. Ooi).
1
Tel.: 65 6790 5511.
1359-4311/$ e see front matter 2013 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.applthermaleng.2013.09.038

Fig. 1 shows the schematic view of the xed-vane revolving vane

compressor. In its basic form, the compressor consists of four parts,
namely a cylinder, a rotor, a vane and a split bush. The vane is rigidly
xed to the driving component, which is the cylinder in this case.
The centers of the cylinder and the rotor are offset such that the
outer rotor circumference and the inner cylinder wall surface form
a line contact and together with the vane, it divides the working
chamber into two: a suction and a compression chambers. The split
bush is accommodated inside the slot on the rotor. During the
operation, the rotor and the cylinder remain to rotate at their
respective centers. The cylinder assembly which consists of the
cylinder and the vane rotates the rotor through the contacts at the
split bush. The split bush provides the angular adjustment of the
vane during the operation due to the eccentricity between the rotor
and the cylinder.
A xed-vane revolving vane compressor with volumetric
displacement of 1.7 cc has been designed, instrumented and tested.
This paper introduces its design and the experimental setup. In
addition, the measured mechanical power and the discharged mass
ow rate are shown and used to validate the mathematical models
for this unique compressor design.

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K.M. Tan, K.T. Ooi / Applied Thermal Engineering 62 (2014) 207e214

Nomenclatures
e
Fx
Fy
I
I0
Ir
k
LBr
Pef,lower
Pef,upper
Pf,Br
Pf,ls
Pind
Pind,max
Pind,min
Pvs
R
RBr

distance between rotor and cylinder centers [m]

resultant force along x direction [N]
resultant force along y direction [N]
current [A]
no-load current [A]
rotational inertia of rotor [kg m2]
torque constant [Nm A1]
length of bearing [m]
lower end face friction [W]
upper end face friction [W]
bearing friction [W]
lip seal friction [W]
indicated power [W]
maximum indicated power [W]
minimum indicated power [W]
vane side friction [W]
winding resistance [U]
radius of bearing [m]

Rcc
Rr
Rs
V
Vv

radius of cylinder cover [m]

radius of rotor [m]
radius of shaft [m]
supply voltage [V]
vane side velocity [m s1]
ar
angular acceleration of rotor [rad s2]
dBr
clearance at the bearing [m]
def
clearance at the end face [m]

eccentricity between journal and bearing centers [m]

hmech
mechanical efciency [%]
hmech,max maximum mechanical efciency [%]
hvs
vane side friction coefcient [e]
m
lubricant viscosity [Pa s]
u
operating shaft speed [rad s1]
uc
cylinder rotational velocity [rad s1]
uJ
journal rotational velocity [rad s1]
ur
rotor rotational velocity [rad s1]
f
attitude angle [rad]
fc
angular position of cylinder [rad]
fr
angular position of rotor [rad]

2. Prototype design

2.2. Rotor assembly

The xed-vane revolving vane compressor prototype consists of

nine components and these are the cylinder and its cover, the rotor,
the vane, the split bush, the discharge valve reed, the valve plate
and the journal bearings. The compressor prototype can be grouped
into three assemblies, namely cylinder assembly, rotor assembly
and the journal bearing assembly.

The rotor assembly shown in Fig. 3 consists of a rotor and a split

bush. The rotor assembly is the driven component. The rotor is
driven by the vane through the split bush during the operation. The
split bush is inside the vane slot and it swivels during the operation
to accommodate the angular difference caused by the offset of the
cylinder and the rotor centers. The working uid travels from the
intake hole, which is at the end of the rotor shaft, to the suction
port, which is located on the rotor circumference.

2.1. Cylinder assembly

The cylinder assembly consists of a cylinder, a vane, a cover, a
discharge valve and the valve stop, as illustrated in Fig. 2. The cylinder assembly is the driving component. The cylinder shaft is
directly coupled to the motor shaft. The discharge port is located at
the outer circumference of the cylinder. The discharge port is
covered by a discharge valve. The deection amplitude of the
discharge valve is constrained by the valve stop. The cylinder is
covered by a cover. A groove on the cover is used for O ring to
prevent the possible leakage through the axial clearance between
the cylinder and the cover.

2.3. Bearing assembly

The cylinder and the rotor assemblies constitute the major
xed-vane revolving vane compressor mechanism. The centers of
these two assemblies are offset and to maintain this offset, the rotor
and the cylinder assemblies are supported by journal bearings. In
this prototype design, the cylinder is supported in a simply supported manner by two journal bearings, one on each side and the
rotor is supported by a single journal bearing in a cantilevered
manner, as shown in Fig. 4.
The clearance at the protruded shafts of the rotor and the cylinder are sealed by two lip seals, one at each end. The prototype
design is also equipped with a predictably working lubrication
network to channel the required amount of lubricating oil to all
rubbing parts to lubricate and seal. The rotating components are
theoretically balanced dynamically before the fabrication of the
prototype begins.
3. Experiment setup and procedures
The xed-vane revolving vane compressor prototype has been
designed and fabricated. A test rig has been instrumented to
conduct measurement on this unique compressor design.
3.1. Experimental setup

Fig. 1. Schematics of the xed-vane revolving vane compressor.

The schematic for the experimental test bed is shown in Fig. 5.

The measured parameters are the voltage (V) and the current (I)
supplied to the electric motor, the discharge pressure (Pdis), the

K.M. Tan, K.T. Ooi / Applied Thermal Engineering 62 (2014) 207e214

209

Fig. 2. The cylinder assembly components.

temperature at the receiver tank (T), the driving shaft speed (u) and
the volume ow rate of the air (Q).
The compressor was driven by a DC electric motor. The
compressor driving shaft is properly aligned and directly coupled to
the motor shaft. A magnetic pick up was placed in the vicinity of the
driving shaft in order to capture its rotational frequency. The power
to the electric motor is supplied by a DC power supply. The DC
power supply has the voltage limit of 30.0 V and the current limit of
3.0 A. The voltage and the current supplied to the electric motor
were recorded by a data acquisition system (DAQ). Based on the
measurements of the voltage and the current, the mechanical power to drive the compressor can be evaluated indirectly based on
the motor performance characteristics.
As referred to Fig. 5, the states of the air in the receiver tank
were recorded by a pressure transducer and a thermocouple
respectively. The discharge pressure for the compressor to work

against was achieved by tuning the opening of the regulator valve

at the downstream of the receiver tank. The discharge air from the
compressor was rstly ltered through an oil lter before it is
discharged to the atmosphere through the ow meter. The ow
meter was used to capture the volume ow rate of the discharged
air which is expressed in a unit of cc/min. As a result, the discharged
mass ow rate is computed by multiplying the measured volume
ow rate and the air density at the exit, which is exposed to the
atmospheric conditions.
The critical dimensions and surface nish of compressor components were carefully measured before the tests began. The deviations from the required geometrical dimensions and surface
nishing due to the inconsistency in the machining processes may
cause the assembly of the prototype impossible, let alone putting the
prototype into testing. The measurements of the critical dimensions
in the compressor prototype have been summarized in Table 1.

Fig. 3. The rotor assembly components.

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K.M. Tan, K.T. Ooi / Applied Thermal Engineering 62 (2014) 207e214

Table 1
Measured dimension in xed-vane revolving vane compressor prototype.
Rotor diameter
Rotor shaft diameter
Rotor bearing diameter
Working chamber length
Valve length
Valve thickness
Cylinder diameter
Cylinder shaft diameter
Lower cylinder bearing diameter
Upper cylinder bearing diameter
Inner diameter of cylinder cover

24.980 mm
11.993 mm
12.025 mm
8.018 mm
9.442 mm
0.175 mm
29.899 mm
11.997 mm
12.023 mm
18.988 mm
19.009 mm

viscosity and lubricity. In the tests only the steady state measurements were taken. The compressor was deemed to be working at
the steady state conditions when the compressor body temperature and the reading in the ow meter are stable.
4. Measurements and validations
Fig. 4. The bearing assembly.

The mechanical power of the compressor and the discharge air

ow rate are the two major parameters to dene the compressor
performance. The former dictates the energy efciency and the
latter reveals the volumetric efciency of the compressor.

3.2. Experimental procedures

The measurements were conducted to the maximum limit of the
DC power supply, which is 30.0 V in this case. The discharge
pressure ranges from 1.5 bar to 2.4 bar (absolute) with an interval of
0.3 bar. Generally, as the discharge pressure gets higher, the leakage
becomes so signicant that in some cases, it may result in the
delivered air ow becomes so little and unnoticeable. Hence, to
overcome this, a higher rotational shaft speed, i.e. higher voltage
supply, is required for the test at higher discharge pressure. The
voltage settings for various discharge pressures are listed in Table 2.
The entire test circuit was checked for leakages at the various
connections before the measurement began. During the experiment, the external compressor surface temperature was controlled
to be around 40  C by using a standing fan to avoid the compressor
suffers from overheating as it may deteriorate the lubricant

4.1. Mechanical power

The measured voltage and the measured current to the electric
motor can be used to calculate the mechanical power input to the
compressor using the specic equation provided by the motor
characteristics performance equation, as shown by equation (1).

Pmech V  I  I 2 R  kI0 u

(1)

where R is winding resistance of 2.25 U, k is torque constant of

0.061 Nm A1, I0 is no-load current of 0.07 A. The variables in the
equation are the supply voltage (V), the supply current (I) and the
operating shaft speed (u).

Fig. 5. The schematics of experimental test bed.

K.M. Tan, K.T. Ooi / Applied Thermal Engineering 62 (2014) 207e214

Table 2
Voltage settings in various discharge pressures.
Discharge pressure (barAbs)

Initial Voltage (V)

Voltage Interval (V)

1.5
1.8
2.1
2.4

22.0
22.0
26.0
27.0

2.0
2.0
1.0
1.0

The mechanical power at ve different compressor speeds under four different discharge pressures are shown in Fig. 6. It is
observed that the mechanical power to the compressor increases as
the speed increases at constant discharge pressure.
The mechanical power supplied to the compressor represents
the power required to overcome all the losses within the
compressor in order to compress the working uid from the suction
to the discharge pressure. The energy required to accomplish the
induction and the compression process is called indicated power, as
shown by equation (2).

I
Pind

PdV

(2)

The equation reveals that the magnitude of the indicated power

depends on the variations of the working chamber volume and the
working uid pressure. The variation of the working chamber
volume can be obtained geometrically. Under the effect of volume
variation and the interaction of the working uid ow through the
suction and discharge ports, the working uid pressure varies. This

211

phenomenon can be described mathematically through application

of First Law of Thermodynamics to the open working chamber
volume. Furthermore, the interaction between the working uid
and the discharge valve during discharge process can be described
theoretically by conducting the response analysis of a xed-free
beam under the effect of centrifugal and the pressure differential
forces.
The mechanical power supplied to the compressor should account for the energy loss due to the friction between the mating
and the moving surfaces. One of the frictional losses in the xedvane revolving vane compressor is at the vane side, which is shown
by equation (3).

Pvs hvs 

Ir  ar
 Vv
Rr cosfr  fc

(3)

During the operation, the vane is used to drive the rotor into
rotational motion. The normal contact force at the vane side is due
to the rotational inertia of the rotor and its angular acceleration.
The vane side friction coefcient is adopted as 0.15 [11].
Besides the friction loss at the vane side, the friction occurs at
the lower and the upper end faces between the rotor and the cylinder due to the relative velocity difference between the aforementioned two components. The magnitude of the end face
frictions can be written as equations (4) and (5) [3].

Pef;lower

m
1
p u2c e2 R2r uc  ur 2 R4r
def
2

Fig. 6. Mechanical power measurements.


(4)

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K.M. Tan, K.T. Ooi / Applied Thermal Engineering 62 (2014) 207e214

Pef;upper


 1


m
p e2 u2c R2r  u2r R2cc uc  ur 2 R4r  R4cc
def
2


(5)

Furthermore, the other source of frictional losses is at the journal

bearing. The journal bearing frictional loss depends on the lubricant viscosity, the operating shaft speed, the bearing dimensions,
the bearing force and the bearing performance characteristics, as
shown by equation (6) [1].

"

muJ R2Br LBr p 2

d q
p
Br
Pf ;Br RBr  uJ 
Fx2 Fy2 sin f
2RBr
dBr 1  2 1

#
(6)

In the compressor prototype design, lip seals are employed to

prevent possible leakages through the protruded shaft through the
upper and the lower casings. Thus, additional considerations
uniquely to the xed-vane revolving vane compressor prototype
need to be included into the theoretical prediction of the mechanical power. The lip seal is made of PTFE material and has good
lubricity. However, the additional friction occurs at the shaft seal
areas is substantial and needs to be taken into the consideration of
the mechanical power. The friction caused by the lip seal is
expressed by the equation (7) [2].

Pf ;ls 2p4R2s u

(7)

It is noted that except for lip seal friction, the frictional losses in
the compressor prototype are dependent on the lubricant viscosity,
which in turns depends on the lubricant temperature. The estimation of the lubricant viscosity for evaluating the frictional losses

at the bearing and end faces is dependent on the localized temperature. Locally, the frequent rubbing between the components
generates heat and it affects the local lubricant viscosity. The rubbing frequency is taken as the compressor shaft rotational speed.
The compressor shaft rotational speeds conducted in the testing are
from 2350 rev/min to 3800 rev/min. The viscosity value is adjusted
according to the operating speeds. The comparison between the
predicted and the measured mechanical power is shown in Fig. 7.
The maximum discrepancy is found to be at 10%.
The mechanical power components consist of the indicated
power and the aforementioned frictional losses. The breakdown of
the mechanical power into component level at the lowest and the
highest attained speed at each discharge pressure has been summarized in Table 3.
As observed from the table, the friction losses at the lip seal area
and at the bearing sites are the major component of the total frictional losses. The mechanical efciency of this xed-vane revolving
vane compressor prototype range from 14.3% to 22.1% as the
discharge pressure increases from 1.5 bar to 2.4 bar while the speed
increases from 2538 rev/min to 3585 rev/min.
The small value of the mechanical efciency is justiable by
taking a look on the possible energy utilization to compress the air.
The power supplied to compress the air can be deemed as the
product of the mass ow rate and the enthalpy difference between
suction and discharge conditions. The mass ow rate is treated as
ideal where the suction is completely taken and the internal
leakage is neglected. In addition, the value of the enthalpy difference is bounded by lower and upper limits. The lower limit of the
enthalpy difference happens when the air is undergoing adiabatic

Fig. 7. The comparison of predicted and measured discharged mass ow rate (,: theoretical; -: experimental).

K.M. Tan, K.T. Ooi / Applied Thermal Engineering 62 (2014) 207e214

213

Table 3
The components breakdown of the mechanical power.
Pdis

1.5 bar

U (rev/min)

2538

3783

2364

3648

3030

3600

3090

3585

Pind (W)
Pind,min (W)
Pind,max (W)
Pvs (W)
Pef (W)
Pls (W)
PBr (W)
hmech (%)
hmech,max (%)

4.9
3.1
10.6
0.12
0.34
15.7
13.2
14.3
26.5

7.9
4.7
15.8
0.41
0.51
23.4
19.9
15.2
26.3

5.8
4.3
9.9
0.10
0.29
15.3
11.4
17.6
26.8

9.5
6.7
15.3
0.37
0.47
23.6
18.5
18.1
26.3

8.9
7.1
12.7
0.21
0.40
20.3
15.4
19.7
25.9

11.1
8.4
15.1
0.36
0.46
24.3
17.9
20.5
26.0

10.7
8.8
12.9
0.22
0.41
21.7
16.0
21.8
25.2

12.4
10.2
15.0
0.35
0.46
25.1
17.7
22.1
25.6

1.8 bar

compression. The discharge temperature in this case is at its lowest

value. On the other hand, the upper limit of the enthalpy difference
occurs when the heat generated by the friction transfers into the
air. Thus, the discharge air temperature in this case is higher and it
can be estimated by the maximum testing temperature the
compressor would reach. The maximum testing temperature is
deemed as the service temperature of the lip seal at the shaft,
which is 150  C.
The mechanical efciency can be further improved by rearranging the compressor structure such that the number of lip seals
employed can be reduced. The next major contributor in the frictional losses is at the bearing. The magnitude of the bearing friction
loss occupies 41e45% of the total frictional losses. The bearing
friction can be reduced by employing machining process which
produces better surface nish, which in turn allows the compressor
design to use a smaller bearing radius and a shorter bearing length.
4.2. Discharged mass ow rate
The measured air mass ow rate is presented in Fig. 8. It is
observed that the measured mass ow rate increases as the rotational speed increases. The mass ow rate is the least at the lowest
speed for each discharge pressure and at the same motor rotational
speed, the measured mass ow rate is lower at higher discharge
pressures.
During the operation, the working uid leaks internally from the
high-pressure chamber to the low-pressure chamber through the
clearances. Thus, the pressure difference across the two chambers

2.1 bar

2.4 bar

and the tightness of the dimension control between two mating

surfaces dictates the severity of the leakage ow. One of the leakage
paths in the compressor design is the radial clearance between the
outer rotor surface and the inner cylinder surface. The other
leakage path lies at the axial clearance between the both ends of
the vane and the two ends of the cylinder. The predicted mass ow
rate accounts for the internal leakages from the high-pressure
chamber to the low-pressure chamber through the radial clearance and the vane end clearance [10] as compared to the measured
mass ow rate are shown in Fig. 9.
In the case of 1.5 bar discharge pressure, the measured ow
rate is more than the prediction for speed ranges from 2841 rev/
min to 3783 rev/min. A similar situation is observed in the case of
1.8 bar from 2673 rev/min to 3648 rev/min. In general, the
lubricant in compressor is not only served as a lubricating agent
for the bearings but also the sealing agent to reduce the internal
gas leakage. The measured ow rate seems to indicate that the
lubricant inside the compressor prototype successfully blocks a
portion of the possible air leakage ow from the high-pressure
chamber to the low-pressure chamber. In addition, it also indicates implicitly that the design for the lubrication oil ow paths
is successful. The measurement at the higher discharge pressures
such as 2.1 bar and 2.4 bar is less than the prediction. This is
possibly due to the high discharge pressure ruptures the oil lm
and incurs other leakage paths other than radial clearance and
vane end clearance.

5. Conclusions
The functionality of the xed-vane revolving vane compressor
mechanism has been veried through a smooth running of the
prototype. The compressor operates successfully using air as the
working uid. The compressor operates from 2350 rev/min to
3800 rev/min and attained the pressure ratio of 2.4. The experimental ndings are summarized as follows:

Fig. 8. Discharged mass ow rate measurement.

 The maximum discrepancy between the predicted and the

measured mechanical power is 10%. The discrepancy lies in the
approximation of the local lubricant viscosity at the bearing
sites. The lubricant viscosity is related to the localized bearing
temperature, which in turn is affected by the rubbing frequency
between the rotating shaft and its bearing.
 The bearing friction loss is around 40e45% of the total frictional
losses. The frictional losses at the vane side and at the end face
are low due to low frictional force and the low relative velocity
respectively. These two frictional losses constitute 2% of the total
frictional losses. The rest of the frictional loss is due to the
friction at the shaft lip seals.
 The observations implicitly indicate that the internal leakages of
the working uid in the compressor varies inversely proportional

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K.M. Tan, K.T. Ooi / Applied Thermal Engineering 62 (2014) 207e214

Fig. 9. The comparison of predicted and measured discharged mass ow rate (,: theoretical; -: experimental).

to the operating speed. In addition, it is known from the experiment that the leakage can be reduced by adopting an effective
lubrication system, which delivers the lubricant to the leakage
sites to seal off the possible leakage.
The preliminary experiments conducted for the novel xed-vane
revolving vane compressor presented in this paper is the main
objective and the results showed a great condence in its operational
capability. The simpler geometries and the ease for the manufacturing
and dimension control will be benecial to the commercial applications. The design and the test of an open-drive xed-vane revolving
vane compressor for air-conditioning system are being carried out.
Hence, the comparisons to the classic vapor-compression air-conditioning systems which employ other positive-displacement compressors such as reciprocating compressor, rotary vane compressor,
and scroll compressor and the one with novel xed-vane revolving
vane compressor can be examined. The comparisons will be presented from the point of view of coefcient of performance (COP),
mechanical efciency, power consumption and noise. These research
and developments are still on-going and once conclusive results are
obtained, the results will be reported in the next paper in the near
future.

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