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RUTURAJ BARGAL
ABSTRACT
A turbocharger is a turbine-driven forced induction device that increases an
engine's efficiency and power by forcing extra air into the combustion chamber.
An ideal turbocharger operates quietly and efficiently only if it is properly
balanced. Turbocharger rotating groups are made up of several components, of
these components, only the turbine and compressor wheels are component
balanced prior to assembly. When all the parts are mated a certain amount of
stack up unbalance is introduced into the completed turbo. The symptoms of an
unbalanced turbo are oil leakage and screaming, an unbalance induced vibration
of the rotating assembly. The car turbocharger requires balancing to much finer
limits and this cannot be achieved by balancing of individual components alone. A
more precise state of balance can be attained by balancing the complete assembly
over a speed range close to the maximum operating speed of the unit.
The purpose of the project is to reduce the initial imbalance present in the
turbocharger core. This is done by finding the optimum orientation of assembling
the rotating components of the turbocharger with respect to each other. At this
orientation, the imbalance in the turbocharger core would be the least. As a result,
the cycle time required for balancing, the amount of material to be removed, the
number of correction runs and the rejection rate is reduced.
ACKNOWLEDGEMENT
I am very much thankful to our internship coordinator Dr. M Ramanathan for his
permission to proceed with this project and encouragement on my project work.
I also thank Turbo Energy Limited for their assistance and support and allowing
me to use their valuable resources. Finally, I would like to express special thanks
to Turbo Energy Limited staff and workers, teaching and non-teaching staff
members of Engineering Design Department, IIT Madras for their help and
encouragement during the project.
TABLE OF CONTENTS
ABSTRACT
iii
ACKNOWLDEGEMENT
iv
LIST OF TABLES
vii
LIST OF FIGURES
viii
ix
1.
INTRODUCTION ................................................................................................................................ 9
1.1 ABOUT THE COMPANY ................................................................................................................. 9
1.1.1 TURBO ENERGY LIMITED ..................................................................................................... 9
1.1.2 HERITAGE: .............................................................................................................................. 10
1.1.3 CUSTOMERS: .......................................................................................................................... 10
1.2 WHAT IS A TURBOCHARGER? ................................................................................................... 11
1.3 WHY DO WE NEED TO USE TURBOCHARGERS ..................................................................... 12
1.4 PARTS OF A TURBOCHARGER................................................................................................... 15
1.5 BALANCING ................................................................................................................................... 21
1.6 TYPES OF UNBALANCE............................................................................................................... 22
1.6.1 STATIC UNBALANCE ............................................................................................................ 22
1.6.2 COUPLE UNBALANCE .......................................................................................................... 23
1.6.3 DYNAMIC UNBALANCE ....................................................................................................... 24
1.6.4 QUASI-STATIC UNBALANCE .............................................................................................. 24
1.7 SPECIFYING IMBALANCE: .......................................................................................................... 25
1.8 BALANCING LIMITS FOR TURBOCHARGERS ........................................................................ 25
2.
LIST OF TABLES
Table 1: Balancing quality grades............................................................................27
Table 2: Tabulation for Dynamic balancing method ...............................................40
Table 3: Dynamic Balancing of Masses applied to Turbocharger KP35 ................44
Table 4: Balancing measurement for Golden Core Error! Bookmark not defined.
Table 5: Individual Compressor wheel imbalance values (5Times) ............... Error!
Bookmark not defined.
Table 6: Individual Turbine wheel imbalance values (5 Times) .. Error! Bookmark
not defined.
Table 7: Golden core assembled at 90 degree orientation ..... Error! Bookmark not
defined.
Table 8: Golden core assembled at 180 degree orientation ... Error! Bookmark not
defined.
Table 9: Golden core assembled at 270 degree orientation ... Error! Bookmark not
defined.
Table 10: Compressor wheel imbalance for test turbochargers .............................54
Table 11: Turbine wheel imbalance for test turbochargers ....................................55
Table 12: Optimum Orientation table for test turbochargers...................................55
Table 13: Readings for wrong orientation of turbocharger .....................................57
Table 14: Comparison between methods .................................................................59
LIST OF FIGURES
Figure 1: Turbo Energy Limited - Customers .........................................................10
Figure 2: Parts of a Turbocharger ............................................................................16
Figure 3: Turbine Housing .......................................................................................17
Figure 4: Turbine Wheel ..........................................................................................18
Figure 5: Compressor Housing ................................................................................18
Figure 6: Compressor wheel ....................................................................................19
Figure 7: Bearing Housing .......................................................................................19
Figure 8: Rotor Assembly of Turbocharger .............................................................20
Figure 9: Rotary components taken into consideration ...........................................29
Figure 10: Compressor wheel balancing .................................................................33
Figure 11: Turbine wheel balancing ........................................................................34
Figure 12: Turbocharger Core balancing .................................................................35
Figure 13: Benchmark readings ...............................................................................36
Figure 14: Dynamic Balancing of rotating masses ..................................................39
Figure 15: Dynamic Balancing of rotating masses method applied to KP35
Turbocharger ............................................................................................................43
Figure 16: Graphs for Golden Core ........................ Error! Bookmark not defined.
Figure 17: Reference line on Golden core .......... Error! Bookmark not defined.
Figure 18: Imbalance graph for 90 degrees compressor wheel assembly ....... Error!
Bookmark not defined.
Figure 19: Imbalance graph for 180 degrees compressor wheel assembly ..... Error!
Bookmark not defined.
Figure 20: Imbalance graph for 270 degrees compressor wheel assembly ..... Error!
Bookmark not defined.
Figure 21: Graph of optimally oriented turbocharger..............................................57
1. INTRODUCTION
1.1 ABOUT THE COMPANY
1.1.1 TURBO ENERGY LIMITED
Turbo Energy Private Limited (TEL) was incorporated on 3rd May 1982, as a joint
Venture between Brakes India Private Limited, Sundram Finance Private Limited
and BorgWarner Turbo System (formerly known as KKK - Germany). The
company is engaged in manufacture of turbochargers as well as parts of
turbocharger. The products of the company find application in automobile,
industrial and marine segments. The Company is a Part of TVS Group. TEL has
achieved a sales turnover of Rs.7.8 billion in FY 2013-14.TEL has been able to
achieve customer satisfaction by being able to provide products and services of
high quality at globally competitive prices. In line with the corporate values of the
TVS Group, TEL has a firm commitment towards its stakeholders, thereby
ensuring sustained growth of the organization. TEL also recognizes that its vendors
are partners in progress.
Emphasizing team work, trust and care among the employees, TEL always strives
for higher standards of performance. The company controls its activities from its
9
head office at Chennai and two manufacturing facilities located in Tamilnadu and
one in Uttarakhand. The company has setup an exclusive Research and
Development (R&D) center for manufacturing and developing turbochargers of
internal combustion engine. The (R&D) center is located in Chennai and is
equipped with the requisite test facilities. It also has authorized services centers
and distributors for spare parts to the requirements of its customers throughout the
country. The Company caters both to the domestic and the international markets.
The company has been accredited with ISO 14001:2004 and ISO/TS 16949
Certification from Bureau Veritas Certification (India) Private Limited for quality
management System.
1.1.2 HERITAGE:
The TVS Group traces its origins to a rural transport service, founded in 1911 in
Tamil Nadu, India. Today, this renowned business conglomerate remains faithful
to its core ideals of trust, values, service and ethics. The TVS Group is Indias
leading supplier of automotive components and one of the countrys most
respected business groups. With a combined turnover of more than US$ 4 billion,
the TVS Group employs a total workforce of close to 25,000. Charting a steady
growth path of expansion and diversification, it currently comprises around 30
companies. These operate in diverse fields that range from two-wheeler and
automotive component manufacturing to automotive dealerships, finance and
electronics. Uniting these multiple businesses is a common ethos of quality,
customer service and social responsibility.
10
1.1.3 CUSTOMERS:
exhaust system. The turbine wheel has a shaft that connects it directly to the
compressor wheel located on the opposite end of the turbocharger. This
compressor wheel draws in fresh air from the air filter assembly, then compresses
it to provide a force fed charge of air for your engine utilize in combustion. The
turbocharger spins at an extremely high speed, some models approach 160,000
revolutions per minute to provide enough air flow to feed a hungry engine. The
turbo relies on oil suspended bearings to allow its shaft to rotate. The speed at
which the turbo turns, combined with the heat generated by the exhaust system
equates to a very sophisticated part made with very specialized materials,
machined and manufactured to strict tolerances.
A significant difference between a turbocharged diesel engine and a traditional
naturally aspirated gasoline engine is that the air entering a diesel engine is
compressed before the fuel is injected. This is where the turbocharger is critical to
the power output and efficiency of the diesel engine. It is the job of the
turbocharger to compress more air flowing into the engines cylinder. When air is
compressed the oxygen molecules are packed closer together. This increase in air
means that more fuel can be added for the same size naturally aspirated engine.
This generates increased mechanical power and overall efficiency improvement of
the combustion process. Therefore, the engine size can be reduced for a
turbocharged engine leading to better packaging, weight saving benefits and
overall improved fuel economy. Although turbocharging is a relatively simple
concept, the turbocharger is critical to the operation of the diesel engine and
therefore requires a highly engineered component.
1.3 WHY DO WE NEED TO USE TURBOCHARGERS
12
In the early 1980s most of the worlds Formula One teams turbocharged their race
cars for one major reason: more power from a smaller engine size and weight.
Turbocharged cars offer more power, more speed and better handling than their
rivals with conventional naturally aspirated engines. A turbocharged engine can
provide good engine response with the reassurance of reliable reserves of power
when you need it. Ever since the introduction of diesel engines, the demand has
always been for small engines capable of producing maximum power. Add to this
the present environmental problems of lead pollution etc., plus the economics of
the diesel engine user and you have an area in which the turbocharger can play a
major part.
We have already given some reasons for turbocharging i.e. the power of an engine
is controlled by the ratio of air to fuel. The size and weight of engines has become
important; no-one wants to lose a large amount of the power from the engine
simply to propel the excess weight down a road, or to have huge vehicles just to
carry normal loads.
Under normal circumstances the addition of a turbocharger to a naturally aspirated
engine will increase the power output by approximately 30%. Remember, this
means basically the same size engine giving more power to be used by the
operator. In the early days it was common practice to put a turbocharger onto a
naturally aspirated engine, now turbocharged engines are designed to take into
account the higher stress thermal and mechanical loading placed on the engine and
other ancillary parts by the turbocharger
Ever more stringent emissions regulations across the world are challenging
automotive manufacturers to create engines that meet the needs of the environment
whilst still satisfying the demands of consumers for vehicles that are fun to drive.
13
The main focus is on engine downsizing, emissions control and fuel economy but
not at the expense of driveability. These goals are complementary and bring
together the performance qualities to make an automobile safe, clean and fun to
drive. Honeywell turbochargers deliver significant benefits to end users:
Safer
A turbocharged engine can generate as much as 7 times more power than a
naturally aspirated (non-turbocharged) engine of equivalent displacement. For
example, Formula 1 1.5L turbocharged engines produced more than 1000HP. In
more standard applications, it is realistic to double the power of a given engine
through turbocharging, making vehicles more responsive and safer to drive.
Turbochargers also prevent the loss of power at high altitudes, thus providing
significant advantages to turbocharged trucks and off-road machinery.
Fast reaction
In standard application the power output of a turbocharged engine is doubled
which is considerable, and for the result it has faster response in drive.
Turbochargers also have influence on the power output loss so that at higher
engine speeds, more exhaust gas at lower pressure can be passed through the
turbine, which insures advantage to trucks, generators and industrial engines with
turbocharged engines.
Economic advantages
Turbochargers recycling energy which engines produced, by transformation more
of exhaust gas energy in power output with less frictional and thermal losses.
Compared with a naturally aspirated engine the fuel consumption of a
turbocharged engine is lower. The ratio power-to-weight of the exhaust gas turbine
14
engine is much better than that of the naturally aspirated engine. The turbocharged
engines installation space requirement is smaller than that of a naturally aspirated
engine with the same power output. Turbochargers harness and recycle the energy
produced by automobile engines, transforming more of the fuel energy consumed
into power by creating less parasitic heat and friction. As a result, turbocharged
engines deliver significant fuel cost advantages over their naturally-aspirated
counterparts.
Ecology
Whereas, turbochargers supplied more air mass into engines combustion chamber,
the combustion is easier, plain, and also emission is lower. Today, the
turbocharged diesel engines in comparison with naturally aspirated engines have
CO2 and NOx emissions about 50 % lower.
The high altitude performance
The turbine engine performance at high altitude is significantly better. The lower
air pressure at high altitudes can produce the power loss of a naturally aspirated
engine. In contrast, the performance of the turbine improves at high altitude as a
result of the greater pressure difference between the pressure of the turbine and the
ambient pressure at outlet which is lower with the higher altitude. The lower air
density at the compressor inlet is largely equalized. Hence, the turbine engine has
barely any power loss at higher altitude.
Noise level
Because of reduced overall size, the sound-radiating outer surface of a turbo engine
is smaller; it is therefore less noisy than a naturally aspirated engine with identical
output. The turbocharger itself acts as an additional silencer.
15
More fun
Turbochargers deliver greater torque which, in turn, translates into improved
performance on the road and make driving a real pleasure
16
Turbine wheel:
The turbine wheel is made from a high nickel superalloy investment casting. This
method produces accurate turbine blade sections and forms. Larger units are cast
individually. For smaller sizes the foundry will cast multiple wheels using a tree
configuration. Due to the strength of the material and the temperatures it can
handle, material cannot be removed from the turbine wheel side during
turbocharger core balancing. Therefore material is removed only from the
compressor wheel during the core balancing procedure.
Compressor Housing:
Compressor housings are also made in cast aluminum. Various grades are used to
suit the application. Both gravity die and sand casting techniques are used. Profile
machining to match the developed compressor blade shape is important to achieve
performance consistency.
18
19
A grey cast iron bearing housing provides locations for a fully floating bearing
system for the shaft, turbine and compressor which can rotate at speeds up to
170,000 rev/min. Shell moldings is used to provide positional accuracy of critical
features of the housing such as the shaft bearing and seal locations. CNC
machinery mills, turns, drills and taps housing faces and connections. The bore is
finish honed to meet stringent roundness, straightness and surface finish
specifications.
wastegate actuator in which the actuator is controlled by pressure coming from the
intake manifold.
Rotating assembly:
Most standard turbocharger designs have a rotating assembly that consists of the
turbine wheel, thrust collar assembly, compressor wheel, and shaft nut. It is
important if any one part of this assembly is changed, that the unit as a whole be
rechecked for proper balance. This is the most important part of the turbocharger.
21
9. Heat shield
10. Turbine piston ring
1.5 BALANCING
Balancing is the technique of correcting or eliminating unwanted inertia forces or
moments in rotating or reciprocating masses and is achieved by changing the
location of the mass centers.
Unbalance in a rotor is the result of an uneven distribution of mass, which causes
the rotor to vibrate. The vibration is produced by the interaction of an unbalanced
mass component with the radial acceleration due to rotation, which together
generate a centrifugal force. Since the mass component rotates, the force also
rotates and tries to move the rotor along the line of action of the force. The
vibration will be transmitted to the rotor's bearings, and any point on the bearing
will experience this force once per revolution. The objectives of balancing an
engine are to ensure:
1. That the center of gravity of the system remains stationery during a complete
revolution of the crank shaft.
2. The couples involved in acceleration of the different moving parts balance
each other.
1.6 TYPES OF UNBALANCE
The location of the mass center and the principal inertia axes are determined by the
distribution of mass within the part. Unbalance exists when the axis of rotation is
not coincident with a principal inertia axis. It is important to draw a distinction
22
Static
23
24
use must be converted to available weight scale units. Length units are often
expressed in; inches (in), millimeters (mm), centimeters (cm), and meters (m). The
most common combinations used to specify unbalance are ounce-inches (oz-in),
gram-inches (g-in), gram-millimeters (g-mm), gram-centimeters (g-cm), and
kilogrammeters (kg-m).
The balancing quality grade for turbochargers is G40. On the basis of this quality
grade, the acceptance limits for balancing the compressor wheel, Turbine wheel
and the turbocharger core assembly is decided.
26
Product of the
Relationship
(1)
(2)
mm/s
G 4 000
4 000
Crankshaft/drives(3) of rigidly mounted slow marine diesel engines with uneven number of cylinders
G 1 600
1 600
Crankshaft/drives
G 630
630
Crankshaft/drives
Crankshaft/drives
G 250
250
Crankshaft/drives
G 100
100
Crankshaft/drives
of fast diesel engines with six or more cylinders (4)
Complete engines (gasoline or diesel) for cars, trucks and locomotives (5)
G 40
40
G 16
16
G 6.3
6.3
27
(4)
(4)
Medium and large electric armatures (of electric motors having at least 80 mm shaft height) without
special requirements
Small electric armatures, often mass produced, in vibration insensitive applications and/or with
vibration-isolating
Mountings
Individual components of engines under special requirements
G 2.5
2.5
G1
G 0.4
0.4
Gas and steam turbines, including marine main turbines (merchant service)
Rigid turbo-generator rotors
Computer memory drums and discs
Turbo-compressors
Machine-tool drives
Medium and large electric armatures with special requirements
Small electric armatures not qualifying for one or both of the conditions specified for small electric
armatures of balance quality grade G 6.3
Turbine-driven pumps
Tape recorder and phonograph (gramophone) drives
Grinding-machine
Drives
Small electric armatures with special requirements
Spindles, discs and armatures of precision grinders
Gyroscopes
2. MAIN PROJECT
28
For the purpose of the project we are concerned only with rotor assembly, i.e. the
compressor wheel, turbine wheel and shaft. The main aim is to find out the
orientation of the compressor wheel with respect to the turbine wheel such the
maximum amount of forces and couples are nullified.
29
The individual components are stored in Heavy duty storage Rack systems &
automated Vertical storage systems. These parts are moved to the assembly using
conveyors systems and other lean management material handling systems.
Core Assembly:
Core assembly can be called as a heart of the Turbocharger; The Core assembly
provides supports for the journal bearings and provides lubrication to the rotary
parts. There are semi-automatic core assembly stations with special controls for
error proofing. TEL is also equipped with automatic core assembly line for
passenger cars which has higher operational speed. There are controls at each stage
for ensuring Zero defects.
Balancing:
In addition to individual component level balancing, based on the application
balancing is also done as a core assembly. The balancing helps in reducing the
vibrations and noise levels during operation. TEL has facility for fully automatic
high speed core balancing and semi-automatic balancing. These machines are a
master piece demonstration of the collaborations technological competence. The
cores can be balanced to higher speeds up to 200,000 RPM based on the
application requirement.
Assembly of Housings:
The Core Assemblies are mounted and fastened at required orientation on the
Compressor housing & turbine housing. These operations are done in individual
work stations with error proofing control. TEL also has a semi-automatic conveyor
assembly line for assembling the housings to the core assembly .This has pallet
mechanism for feeding the materials and assembly is done on the pallet. The
30
31
REFERENCE
PAINT
PLANE 2
The turbine wheel is made of a nickel alloy. For balancing the turbine wheel,
material is removed at two planes, the nut plane and the hub plane of the turbine
wheel. Paint is marked on the blades of the turbine wheel and this paint acts as the
reference. The turbine wheel is rotated at high speeds and the imbalance value is
checked. The balancing machine calculates the amount of material to be removed
and the angle at which it has to be removed with respect to the paint reference. The
final imbalance value and the angle with respect to the reference are noted. The
Turbine wheel is balanced to the limits of 0.1 MMG. The final imbalance values
got from the compressor wheel is F3 and 3 in plane 3, F4 and 4 in plane 4.
Plane 3: Hub plane of Turbine wheel
Plane 4: Nut plane of Turbine wheel
33
PLANE 3
34
PLANE 1
36
3. Average correction runs: This is the number of times the High Speed Core
Balancing Machine attempts to balance a turbocharger.
The machine
removes some amount of material in the first correction run and if the
turbocharger is still not balanced, the machine starts the second run and
attempts to balance the turbocharger. The maximum number of correction
runs is set at 6 by TEL.
Average Correction Runs = 1.8 runs per turbocharger
4. Average number of cuts: This is the number of cuts made on the compressor
wheel after the balancing is finished.
Average Number of cuts = 3.2 cuts per turbocharger
machine removes some amount of material in the first correction run and if
the turbocharger is still not balanced, the machine starts the second run and
attempts to balance the turbocharger. The company has set the maximum
number of correction runs to 6. If the turbocharger is not balanced within 6
correction runs it is rejected. The old compressor wheel is replaced with a
new one.
38
A mass placed in the reference plane may satisfy the first condition but the couple
balance is satisfied only by two forces of equal magnitude in different planes.
Thus, in general two planes are needed to balance a system of rotating masses.
39
Tabulate the given data as shown after drawing the sketches of position of planes
of masses and angular position of masses. The planes are tabulated in the same
order in which they occur from left to right.
Step 1:
Table 2: Tabulation for Dynamic balancing method
Plane
1
L
2
3
M
4
Mass (m)
m1
mL
m2
m3
mM
m4
Centrifugal
Distance
force/2
(m r)
from Ref.
plane L
(L)
m1 r1
mL rL
m2 r2
m3 r 3
mM rM
m4 r 4
- L1
0
L2
L3
LM
L4
Radius (r)
r1
RL
r2
r3
rM
r4
Couple/
(m r L)
- m1 r1 L1
0
m2 r2 L2
m3 r3 L3
mM r M L M
m4 r4 L4
Step 2:
Draw the space diagram or angular position of the masses. Since all the angular
position of the masses are given with respect to mass 1, take the angular position of
mass 1 as 1 = 00. In order to balance the system the summation of the couple and
the summation of the centrifugal forces should individual be zero.
For dynamic balancing the conditions required are,
mr + mM rM + mL rL = 0 ---------- (I) for force balance
40
Resolve the couples into their horizontal and vertical components and find their
sums.
Sum of the horizontal components gives,
mrl cos + mM rM lM cosM = 0 (1)
Square and add (1) and (2) to find the value of mass mM
Divide (2) by (1) to get the value of M.
42
COMPRESSOR WHEEL
TURBINE WHEEL
M2
M3
M1
M4
M1
MA
M2
M1
M1
M1
M1
M1
M1
R2
R1
M1
M1
M1
M1
L2
M1
M1
M1
M1
M1
M1
M1
M1
L41
M4
M1
M1
M1
M1
L3
M1
M3
R4
M1
M1
R3
MB
M1
M1
M1
M1
M1
43
Mass
(M)
Radius
(R)
Centrifugal
force
(M*R)
Couple
(M*R*L)
M1
R1
M1R1
MA
RA
MARA
M2
R2
M2R2
L2
M2R2L2
MB
RB
MBRB
L2
MBRBLB
M3
R3
M3R3
L2 + L3
M3R3L3
M4
R4
M4R4
L2 + L3 + L4
M4R4L4
FBL2 Cos(B)
FBL2 Cos(B)
Constant
FB Cos(B)
C1
FBL2 Sin(B)
44
Equation1
FBL2 Sin(B)
Constant
FB Sin(B)
C2
Equation2
FA Cos(A)
C3
Equation 3
F Sin() + FA Sin(A)
FA Sin(A)
C4
Equation 4
Now that the values of FA and FB are known for a particular orientation of the
compressor wheel and the turbine wheel, the main objective is to reduce the
balancing mass (i.e. FA and FB) by finding the optimum orientation of the
compressor wheel with respect to the turbine wheel.
The value of FA and FB needs to be calculated for every orientation or position of
the compressor wheel with respect to the turbine wheel. Then the
46
48
2.7.2 PROGRAM
from math import *
import cmath
t3 = 360-t3
t4 = 360-t4
Fa = 0
Fb = 0
49
L2 = 24.1
L3 = 55.1
L4 = 24.17
ta = 0
tb = 0
C1 = 0
C2 = 0
C3 = 0
C4 = 0
Fminres = 150
Fres = 0
i=0
Famin = 0
Fbmin = 0
50
tb = atan(C2/C1)
Fb = C1/cos(tb)
ta = atan(C4/C3)
Fa = C3/cos(ta)
if(Fres<Fminres):
t1min = t1
t2min = t2
Fminres = Fres
if(t1<360):
t1 = t1 + 1
else:
t1 = 1
if(t2<360):
t2 = t2 + 1
else:
t2 = 1
i = i+1
print " optimal t1 value : ", t1min
print " optimal t2 value : ", t2mi
52
2. The individual imbalance values of the compressor wheel and the turbine
wheel are noted and substituted in the program. The program provides the
optimal orientation for the particular compressor wheel and turbine wheel
combination.
3. The reference of the compressor wheel and the turbine wheel are aligned.
Then the compressor wheel is rotated by the suggested angle and the
turbocharger is assembled at that orientation.
4. The turbocharger is then sent into the high speed core balancing machine
and the readings are noted.
5. One turbocharger is assembled at the wrong orientation to check if the
turbocharger takes a longer time to be balanced. In this case the optimum
orientation is found and the compressor wheel is assembled 180o opposite to
the suggested orientation and the imbalance readings for the turbocharger
are noted.
2.8.1 INDIVIDUAL COMPRESSOR WHEEL IMBALANCE VALUES
53
PLANE 1
ANGLE
PLANE 2
ANGLE
F1
F2
0.014
286
0.010
69
0.012
10
0.024
134
0.025
88
0.106
259
0.022
75
0.034
271
0.007
10
0.027
157
0.014
90
0.020
208
0.011
308
0.030
241
0.025
300
0.014
28
0.023
337
0.008
223
10
0.010
155
0.060
323
54
PLANE 1
ANGLE
PLANE 2
ANGLE
F4
F3
0.046
147.300
0.038
194.090
0.049
265.68
0.037
135.14
0.052
163.4
0.039
166.08
0.04
152.95
0.039
197.07
0.047
336.9
0.02
288.3
0.049
216.82
0.046
169.51
0.046
131.75
0.055
139.34
0.046
7.73
0.040
182.43
0.051
253.45
0.026
292.43
0.025
126.03
0.039
240.37
55
Rotate
Cycle
No of
compressor
time
correction
wheel by
(Sec)
runs
349
-80
61
176
300
166
60
3-C
202
13
114
74
4-D
178
14
103
63
5-E
209
322
52
114
70
56
6-F
62
204
7-G
132
65
-176
83
8-H
16
104
76
80
9-I
286
172
-51
60
Optimal
Optimal
t1
t2
1-A
206
2-B
Combination
Number
of cuts
Combi
Optimal
Optimal
nation
t1
t2
Rotate
compressor
wheel by
57
Wrong
orientation
Cycle
No of
time
correction
(Sec)
runs
No of
cuts
10-J
181
349
26
206
139
When the turbocharger is assembled at the wrong orientation it is seen that the
number of correction runs, the number of cuts and the cycle time all increase
considerably. When it is assembled at this orientation, the worst possible outcome
is got amongst all the test turbochargers.
Number of correction runs: 2
Number of cuts on the compressor wheel: 5
Cycle time: 139 Seconds
58
3. CONCLUSION
It is seen that the results from the project are promising. Assembling the
compressor wheel at the angle suggested by the equation and the program has
shown positive results. There is a decrease in the number of correction runs, the
cycle time and the number of cuts on the compressor wheel. Also the rejection
percentage for the sample size is zero.
RANDOM ORIENTATION
OPTIMAL ORIENTATION
Rejection rate = 0%
per turbocharger
59
60
4. REFERENCES
61