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BALANCING THE ROTOR OF TURBOCHARGERS BY

REORIENTING THE ROTOR COUPLES


A PROJECT REPORT
Submitted by

RUTURAJ BARGAL

DEPARTMENT OF ENGINEERING DESIGN


INDIAN INSTITUTE OF TECHNOLOGY MADRAS
CHENNAI 600 036
JULY 2016

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 sincerely thank Dr. Srikanth Vedantam, Head of the Department, Department of


Engineering Design, and Indian Institute of Technology, Madras for their active
encouragement and guidance that helped me see this project completed.

I would like to thank my Industrial guide, Dr.A Gopalakrishnan, Vice President


R&D, Turbo Energy Limited, for his expertise.

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

LIST OF SYMBOLS, ABBREVIATIONS AND NOMENCLATURES

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.

MAIN PROJECT ................................................................................................................................ 28


2.1 OBJECTIVE OF THE PROJECT..................................................................................................... 28
2.2 ASSEMBLY PROCEDURE AT TEL .............................................................................................. 29
2.3 BALANCING PROCEDURE FOLLOWED AT TEL ..................................................................... 31
4

2.3.1 COMPRESSOR WHEEL BALANCING .................................................................................. 32


2.3.2 TURBINE WHEEL BALANCING ........................................................................................... 33
2.3.3 TURBOCHARGER CORE BALANCING: .............................................................................. 34
2.4 BENCHMARK DATA: .................................................................................................................... 35
2.5 REASONS FOR REJECTION: ........................................................................................................ 37
2.6 SOLUTION: DYNAMIC BALANCING OF ROTATING MASSES ............................................. 38
2.6.1 BALANCING OF SEVERAL MASSES ROTATING IN DIFFERENT PLANES ................. 38
2.6.2 APPLYING THE ABOVE METHOD TO TURBOCHARGER KP35 .................................... 42
2.7 PROGRAM ON PYTHON ............................................................................................................... 47
2.7.1 FORMULAE USED IN PYTHON ............................................................................................ 48
2.7.2 PROGRAM ................................................................................................................................ 49
2.8.1 INDIVIDUAL COMPRESSOR WHEEL IMBALANCE VALUES ........................................ 53
2.8.2 INDIVIDUAL TURBINE WHEEL IMBALANCE VALUES ................................................. 54
2.8.3 OPTIMUM ORIENTATION OF THE COMPRESSOR WHEEL............................................ 55
2.8.4 RESULTS FROM OPTIMAL ORIENTATION ....................................................................... 56
2.8.5 ASSEMBLING AT WRONG ORIENTATION ........................................................................ 57
3. CONCLUSION ....................................................................................................................................... 59
3.1 FUTURE SCOPE.......................................................................................................................... 60
4. REFERENCES ....................................................................................................................................... 61

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

LIST OF SYMBOLS, ABBREVIATIONS AND NOMENCLATURES

M, m: Mass of the body (Subscript represents the plane)


R, r: Radius of the rotating mass (Subscript represents the plane)
, : Angle of the rotating mass with respect to a reference (Subscript represents
the plane).
t: Angle used in the python program(Subscript represent the plane)
L, l: Length
F: Force (Subscript represent the plane).

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
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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.

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1.1.3 CUSTOMERS:

Figure 1: Turbo Energy Limited - Customers


1.2 WHAT IS A TURBOCHARGER?
An engine is designed to burn a fuel-air mixture to produce mechanical energy.
The mechanical energy then moves pistons up and down to create the rotary
motion that turns the wheels of a vehicle. The more mechanical energy, the more
power the engine can produce. In its simplest form a turbocharger is an exhaust
driven centrifugal compressor that feeds your engine with more air than it can
normally ingest allowing a greater amount of power to be produced than the same
engine normally aspirated. Since all internal combustion engines rely on oxygen to
burn their fuel, feeding more air, or oxygen, by the use of a turbocharger, more
power can be produced. In most cases, power increases of 50-75% will be achieved
with turbo charging.
Normally, the exhaust gas by product of the combustion process is expelled from
the engine out into the atmosphere. A turbocharger utilizes this normally wasted
gas as an energy source to drive the turbine wheel before being returned to the
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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

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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.
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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
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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.
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More fun
Turbochargers deliver greater torque which, in turn, translates into improved
performance on the road and make driving a real pleasure

1.4 PARTS OF A TURBOCHARGER


A turbocharger is made up of two main sections: the turbine and the compressor.
The turbine consists of the turbine wheel and the turbine housing. It is the job of
the turbine housing to guide the exhaust gas into the turbine wheel. The energy
from the exhaust gas turns the turbine wheel, and the gas then exits the turbine
housing through an exhaust outlet area.
The compressor also consists of two parts: the compressor wheel and the
compressor housing. The compressors mode of action is opposite that of the
turbine. The compressor wheel is attached to the turbine by a forged steel shaft,
and as the turbine turns the compressor wheel, the high-velocity spinning draws in
air and compresses it. The compressor housing then converts the high-velocity,
low-pressure air stream into a high-pressure, low-velocity air stream through a
process called diffusion. The compressed air is pushed into the engine, allowing
the engine to burn more fuel to produce more power.

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(1)The turbine wheel


(2)The turbine housing
(3)Exhaust gas
(4)Exhaust outlet area
(5)The compressor wheel
(6)The compressor housing
(7)Forged steel shaft
(8)Compressed air

Figure 2: Parts of a Turbocharger


Turbine Housing:
Turbine housings are manufactured in various grades of spheroidal graphite iron to
deal with thermal fatigue and wheel burst containment. As with the impeller,
profile machining to suit turbine blade shape is carefully controlled for optimum
performance. The turbine housing inlet flange acts as the reference point for fixing
turbocharger position relative to its installation. It is normally the load bearing
interface.

Figure 3: Turbine Housing


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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.

Figure 4: Turbine Wheel

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.

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Figure 5: Compressor Housing

Compressor Wheel (Impellor):


Compressor impellers are produced using a variant of the aluminum investment
casting process. A rubber former is made to replicate the impeller around which a
casting mould is created. The rubber former can then be extracted from the mould
into which the metal is poured. Accurate blade sections and profiles are important
in achieving compressor performance. Back face profile machining optimizes
impeller stress conditions. Boring to tight tolerance and burnishing assist balancing
and fatigue resistance. The impeller is located on the shaft assembly using a
threaded nut.

Figure 6: Compressor wheel


Bearing Housing:

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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.

Figure 7: Bearing Housing


Bearing Systems:
The bearing system has to withstand high temperatures, hot shut down, soot
loading in the oil, contaminants, oil additives, dry starts. Journal bearings are
manufactured from specially developed bronze or brass bearing alloys. The
manufacturing process is designed to create geometric tolerances and surface
finishes to suit very high speed operation.
Wastegate:
A wastegate is a valve that diverts exhaust gases away from the turbine wheel in a
turbocharged engine system. Diversion of exhaust gases causes the turbine to lose
speed, which in turn reduces the rotating speed of the compressor. The primary
function of the wastegate is to stabilize boost pressure in turbocharger systems, to
protect the engine and the turbocharger. The waste gate is controlled by a
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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.

Figure 8: Rotor Assembly of Turbocharger


Other parts of the turbocharger are:
1. Shaft nut
2. Back plate
3. Compressor piston ring
4. Star spring and Quad ring
5. Thrust bearing
6. Thrust collar
7. Bearing clip
8. Journal bearing

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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
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between unbalance and balance correction. Unbalance is a mass property. It


becomes a characteristic of the part when an axis of rotation is defined. Balance
correction is a means to alter the mass properties to improve the alignment of the
axis of rotation with the mass center and/or the central principal axis. Both can be
expressed as weights and radii and have shared terminology. This section discusses
unbalance as a mass property.

1.6.1 STATIC UNBALANCE


A condition of static unbalance exists when the mass center does not lie on the axis
of rotation. Static unbalance is also known as Force Unbalance. As defined, static
unbalance is an ideal condition, it has the additional condition that the axis of
rotation be parallel to the central principal axis, i.e. no couple unbalance.

Static

unbalance has the units of weightlength or masslength. Common units of static


unbalance are inoz or gmm. A work piece is in static balance when the mass
center lies on the axis of rotation. When this condition exists, the part can spin on
the axis with no inertial forces; that is to say without generating centrifugal force.
Even parts intended for static applications, such as speedometer pointers or analog
meter movements, benefit from being in static balance in that the force of gravity
will not create a moment greater at one angle than at another which causes them to
be non-linear. Static unbalance can be corrected with a single weight. Ideally the
correction is made in the plane of the mass center and is sufficient to shift the mass
center onto the axis of rotation. It is important to align the correction with the
initial unbalance to move the mass center directly towards the axis of rotation.
Static unbalance can be detected on rotating or non-rotating balancers.

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1.6.2 COUPLE UNBALANCE


Couple unbalance is a specific condition that exists when the central principal axis
of inertia is not parallel with the axis of rotation. Couple unbalance is often
presented as dynamic unbalance in engineering classes; however this term is
defined otherwise by ISO 1925 and is reserved for the more general case of
combined static and couple unbalance. Couple unbalance is an ideal condition. It
carries the additional condition that the mass center lies on the axis of rotation - no
static unbalance. Couple unbalance has the units of weightlength2 or
masslength2. Couple unbalance appears as the off-diagonal terms in the inertia
matrix for a rigid body. This is an indication that the inertial axes are not aligned
with the principal axes. It can be expressed as a vector with direction perpendicular
to the plane of the radius vector and the couple arm vector. This is the axis about
which the couple acts and is 900 or normal to the plane in which balance correction
should be made. Couple correction requires that two equal weights be added to the
work piece 180 apart in two correction planes. The distance between these planes
is called the couple arm. The location of the correction planes is arbitrary provided
the couple matches the unbalance. Whereas static unbalance can be measured with
a non-rotating balancer, couple unbalance can only be measured on a rotating
balancer.

1.6.3 DYNAMIC UNBALANCE


Dynamic unbalance is the case in which the central principal axis is not parallel to
and does not intersect the axis of rotation. Dynamic unbalance is also referred to as
two plane unbalance, indicating that correction is required in two planes to fully

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eliminate dynamic unbalance. A two plane balance specification is normally


expressed in terms of force per plane and must include the axial location of the
correction planes to be complete. Dynamic unbalance captures all the unbalance
which exists in a rotor. This type of unbalance can only be measured on a rotating
balancer since it includes couple unbalance. Since dynamic unbalance is a
combination of static and couple unbalance and since static and couple unbalance
have different units, there are no unique units for dynamic unbalance. It can be
expressed as static and couple or in terms of the balance corrections require.

1.6.4 QUASI-STATIC UNBALANCE


Quasi- static unbalance is a special form of dynamic unbalance in which the static
and couple unbalance vectors lie in the same plane. The central principal axis
intersects the axis of rotation, but the mass center does not lie on the axis of
rotation. This is the case where an otherwise balanced rotor is altered (weight
added or removed) in a plane some distance from the mass center. The alteration
creates a static unbalance as well as a couple unbalance. Conversely, a rotor with
quasi-static unbalance can be balanced with a single correction of the right
magnitude in the appropriate plane.

1.7 SPECIFYING IMBALANCE:


Unbalance can be specified in many forms. The most common is expressed as a
weight of material to be added or removed at a specified correction radius. The
weight units can be any convenient units; grams (g), ounces (oz), and kilograms
(kg) are common units. Occasionally Newton's (N) are specified, but for practical
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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).

1.8 BALANCING LIMITS FOR TURBOCHARGERS

Ideally a machine should be balanced until there is no unbalance at all. However


for practical purposes, the time and cost required to balance the rotor should be
taken into account. Therefore, it is appropriate to vary the permissibility of
unbalance depending on the rotating machinery. The International Organization for
Standardization (ISO) has published a standard ISO 1940/1 Balancing Quality
Requirements of Rigid Rotors and has a guideline of the quality of balancing.
This guideline shows what parameter is used to express the quality of balance and
how to determine the balance acceptance limit for a particular rotor assembly.

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.

Compressor wheel balancing limits: 0.1 MMG

Turbine wheel balancing limits: 0.1 MMG

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Turbocharger core balancing limits: 8mg at 140000 RPM


15mg at 65000 RPM

Table 1: Balancing quality grades


Balance
Quality
Grade

Product of the
Relationship
(1)

Rotor Types - General Examples

(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

of rigidly mounted large two-cycle engines

G 630

630

Crankshaft/drives
Crankshaft/drives

of rigidly mounted large four-cycle engines


of elastically mounted marine diesel engines

G 250

250

Crankshaft/drives

of rigidly mounted fast four-cylinder diesel engines

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

Car wheels, wheel rims, wheel sets, drive shafts


Crankshaft/drives
of elastically mounted fast four-cycle engines with six or more cylinders (4)
Crankshaft/drives
of engines of cars, trucks and locomotives

G 16

16

Drive shafts (propeller shafts, cardan shafts) with special requirements


Parts of crushing machines
Parts of agricultural machinery
Individual components of engines (gasoline or diesel) for cars, trucks and locomotives
Crankshaft/drives
of engines with six or more cylinders under special requirements

G 6.3

6.3

Parts of process plant machines


Marine main turbine gears (merchant service)
Centrifuge drums
Paper machinery rolls; print rolls
Fans
Assembled aircraft gas turbine rotors
Flywheels
Pump impellers
Machine-tool and general machinery parts

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

2.1 OBJECTIVE OF THE PROJECT


The main objective of the project is to reduce the initial imbalance in the turbo
charger by reorienting the rotor couples. The parts of the turbocharger will be
assembled in a predetermined orientation. In this orientation the imbalance present
in the turbocharger will be the least.
The positive effects of the project are:
1. The initial imbalance in the turbocharger can be reduced
2. It will reduce the amount of material to be removed from the turbocharger
core.
3. The number of cuts and correction runs will decrease.
4. The cycle time of balancing the turbocharger can be reduced.
5. The number of rejection will decrease.

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.

Figure 9: Rotary components taken into consideration

2.2 ASSEMBLY PROCEDURE AT TEL


The turbocharger assembly mainly has the following stages:
1. Core assembly
2. Balancing
3. Assembly of Housings
4. Waste Gate Actuator setting
5. Final Inspection

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

traceability is established by interfacing 2D readers which reads the unique


turbocharger serial no. at each station and records the parameters and values at that
stage. The tightening process is controlled with a DC tightening tool, the feedback
is monitored and the torque values are stored in the data base. The assembly line
also has sensors and vision systems to detect the presence of various components.

Waste Gate Actuator setting:


The Waste Gate Actuator setting is done to enable the waste gate flap to open at
the required operational boost pressure. TEL uses a custom built Setting Rig made
by the technology development wing for performing this operation. There are
various controls like data traceability, characteristic monitoring, error proofing
control etc. in these rigs. TEL also has the state of art Flow setting rig for Variable
geometry Turbochargers
Final Inspection:
Final Inspection of turbochargers is carried out at the End of each line to ensure the
compliance of the Turbocharger to the specified requirements. Final Inspection
acts as a firewall to improve the rapid detection and control mechanism. Final
Inspection is done manually by trained personals and with the aid of automated
vision system
The projects attempts reduce the initial imbalance during the core assembly stage.
This is going to be done by placing the compressor wheel at a particular angle with
respect to the turbine wheel.

31

2.3 BALANCING PROCEDURE FOLLOWED AT TEL


For a turbocharger to be completely balanced, the individual components making
the turbocharger should be balanced within the limits. Mainly the compressor
wheel and the turbine wheel need to be balanced very carefully. When all the parts
of the turbocharger are mated a certain amount of stackup unbalance is
introduced into the completed turbo. The turbocharger requires balancing to much
finer limits and this cannot be achieved by balancing of individual components
alone. The solution to this problem is to achieve a more precise state of balance
which can only be attained by balancing the complete core assembly over a speed
range close to the maximum operating speed of the unit. Balancing of the
components and the final core assembly are done by removing material in two
selected planes until it is within the balancing limits.
2.3.1 COMPRESSOR WHEEL BALANCING
The compressor wheel is made of an aluminum alloy. Material is removed at two
planes, the nut plane and the hub plane. Paint is marked on the blades of the
compressor wheel and this paint acts as the reference. The compressor wheel is
rotated at high speeds and the imbalance value is checked. The balancing machine
decides the amount of material to be removed and the angle at which it has to be
removed. The final imbalance value and the angle with respect to the reference are
noted. The compressor wheel is balanced to the limits of 0.1 MMG. The final
imbalance values got from the compressor wheel is F1 and 1 in plane 1, F2 and 2
in plane 2.
Plane 1: Nut plane of compressor wheel
32

Plane 2: Hub plane of compressor wheel


PLANE 1

REFERENCE
PAINT

PLANE 2

Figure 10: Compressor wheel balancing

2.3.2 TURBINE WHEEL BALANCING

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

Figure 11: Turbine wheel balancing


PLANE 4

PLANE 3

2.3.3 TURBOCHARGER CORE BALANCING:


Since balancing the individual components is not enough for producing a
completely balanced turbocharger, the turbocharger core needs to be balanced as a
whole in the High Speed Core Balancing Machine. Material is removed only from
the compressor wheel side in planes 1 and 2. Material is removed until the
turbocharger imbalance is within the limits.

Turbocharger core balancing limits: 8mg at 140000 RPM


15mg at 65000 RPM

34

PLANE 1

Figure 12: Turbocharger Core balancing


PLANE 2

2.4 BENCHMARK DATA:


1. The turbocharger being studied is KP35 MSIL (Maruti Swift)
2. The compressor wheel and the turbine wheel are balanced individually.
3. The parts of the turbocharger are assembled at arbitrary positions to form the
turbocharger core.
4. The entire turbocharger core is balanced in a High Speed Core Balancing
machine until the balancing values are within the limits.
Using the above mentioned procedure for balancing, the benchmark readings for
150 turbochargers were noted and the observations were:
Parameters noted:
1. Incoming imbalance and angle
2. Outgoing imbalance and angle
3. Cycle time
4. Number of correction runs
5. Number of cuts on the compressor wheel
35

1. Rejection rate: This is the scenario in which the turbocharger cannot be


balanced for various reasons and is sent back to the inventory for the
compressor wheel to be changed. An attempt is made to balance the
turbocharger with the new compressor wheel.
Rejection rate = 24/150 = 16%
2. Average cycle time: This is the average time taken to balance the
turbocharger. The time is measured from the instant the turbocharger is
loaded onto the High Speed Core Balancing Machine till the point it is taken
out of the machine.
Average Cycle Time = 109 seconds per turbocharger

Figure 13: Benchmark readings

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

2.5 REASONS FOR REJECTION:


INITIAL LIMIT: This is the scenario in which the incoming imbalance in
the turbocharger is too high (M > 150mg). It is not possible to remove so
much material from the turbocharger core. If the imbalance level is too high,
the depth of cut will exceed the recommended value. The turbocharger core
is rejected immediately.
MANUFACTURING LIMITS: When the depth of cut of the material to be
removed is too high, the machine rejects the turbocharger.

NUMBER OF CORRECTION RUNS: This is the number of times the High


Speed Core Balancing Machine attempts to balance a turbocharger. The
37

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.

2.6 SOLUTION: DYNAMIC BALANCING OF ROTATING MASSES

2.6.1 BALANCING OF SEVERAL MASSES ROTATING IN DIFFERENT


PLANES
When several masses revolve in different planes, they may be transferred to a
reference plane and this reference plane is a plane passing through a point on the
axis of rotation and perpendicular to it. When a revolving mass in one plane is
transferred to a reference plane, its effect is to cause a force of same magnitude to
the centrifugal force of the revolving mass to act in the reference plane along with
a couple of magnitude equal to the product of the force and the distance between
the two planes.
In order to have a complete balance of the several revolving masses in different
planes:
1. The forces in the reference plane must balance, i.e., the resultant force
must be zero and
2. The couples about the reference plane must balance i.e., the resultant
couple must be zero.

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.

Position of planes of masses:


Choose a reference plane at O so that the distance of the planes 1, 2, 3 and 4 from
O are L1, L2, L3 and L4 respectively. The reference plane chosen is plane L.
Choose another plane M between plane 3 and 4 as shown.
Plane M is at a distance of Lm from the reference plane L. The distances of all
the other planes to the left of L may be taken as negative (-ve) and to the right
may be taken as positive (+ve). The magnitude of the balancing masses mL and mM
in planes L and M may be obtained by following the steps given below.

Figure 14: Dynamic Balancing 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

mrl + mN rN lN = 0 -------------- (II) for couple balance

Balancing the couple:

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)

Sum of the vertical components gives,


mrl sin + mM rM lM sinM = 0 (2)

Square and add (1) and (2) to find the value of mass mM
Divide (2) by (1) to get the value of M.

Balancing the forces:


Resolve the forces into their horizontal and vertical components and find their
sums.

Sum of the horizontal components gives,


mr cos + mL rL cosL + mM rM cosM = 0 (3)

Sum of the vertical components gives,


41

mr sin + mL rL sin L + mN rN sinN = 0 (4)

Squaring and adding (3) and (4), we get the value of mL


Dividing (4) by (3), we get the value of L
The end result is that ML, L should be added in plane L and MM, M, should be
added in plane M for the entire system to be balanced.

2.6.2 APPLYING THE ABOVE METHOD TO TURBOCHARGER KP35

Plane 1: Compressor wheel nut plane


Plane 2: Compressor wheel hub plane
Plane 3: Turbine wheel hub plane
Plane 4: Turbine wheel nut plane
M1, R1 & 1: Imbalance mass, radius and its angle at plane 1
M2, R2 & 2: Imbalance mass, radius and its angle at plane 2
M3, R3 & 3: Imbalance mass, radius and its angle at plane 3
M4, R4 & 4: Imbalance mass, radius and its angle at plane 4
MA, RA & A: Balancing mass, radius and its angle to be placed at plane A
MB, RB & B: Balancing mass, radius and its angle to be placed at plane B
L2, L3, L4: Dimensions of the turbocharger
Let plane A be the reference plane.

42

Dimensions of the turbocharger:


L2 = 24.1mm
L3 = 55.1 mm
L4 = 24.17 mm

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

Figure 15: Dynamic Balancing of rotating masses method applied to KP35


Turbocharger
Let the force F = M*R
Since mass can be removed only the compressor wheel side (plane 1 and plane 2),
the balancing planes A and B are picked as follows.
Plane A: Balancing plane A on the compressor wheel nut plane
Plane B: Balancing plane B on the compressor wheel hub plane

43

Table 3: Dynamic Balancing of Masses applied to Turbocharger KP35


Plane

Mass
(M)

Radius
(R)

Centrifugal
force
(M*R)

Length from reference


plane
(L)

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

BALANCING THE COUPLE:


Summation of Horizontal components:
FL Cos() +

FBL2 Cos(B)

FBL2 Cos(B)

Constant

FB Cos(B)

C1

Summation of Vertical components:


FL Sin() +

FBL2 Sin(B)
44

Equation1

FBL2 Sin(B)

Constant

FB Sin(B)

C2

Equation2

(Equation 2) divided by (Equation 1)


tan(B) = C2/C1
B = tan-1(C2/C1)
Substitute B value in Equation 1
FB = C1/ Cos(B)
(OR)
Perform (Equation 2)2 + (Equation 1) 2
(FB )2 = C12 +C22
FB = (C12 +C22)0.5
Substitute FB in Equation 1
B = cos-1(C1)/ FB
BALANCING THE FORCE:
Summation of Horizontal components:
F Cos() + FA Cos(A)

FA Cos(A)

C3

Summation of Vertical components:


45

Equation 3

F Sin() + FA Sin(A)

FA Sin(A)

C4

Equation 4

Equation 4 divided by Equation 3


tan(A) = C4/C3
A = tan-1(C4/C3)
Substitute A value in Equation 3
FA = C3/ Cos(A)
(OR)
Perform (Equation 3)2 + (Equation 4) 2
(FA )2 = C32 +C42
FA = (C32 +C42)0.5
Substitute FA in Equation 3
A = cos-1(C3)/ FA

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

orientation/position at which the resultant of FA and FB is the least needs to be


picked.
Rotate the compressor wheel by 1o with respect to the turbine wheel. This will
result in the values of 1 and 2 change by 1o each. Calculate the new FA and FB
values for the new 1 and 2 and check if the sum of the new FA and FB is lower
than the previous sum of FA and FB. If the new sum is lesser than the old sum, then
the old orientation of the compressor wheel is replaced with the new orientation.
Now repeat the above method by varying 1 and 2 from 0-360o and choose the 1
and 2

2.7 PROGRAM ON PYTHON

Variables used in the python code:


C1 = Constant from Equation 1
C2 = Constant from Equation 2
C3 = Constant from Equation 3
C4 = Constant from Equation 4
F1 & t1: Imbalance and angle at plane 1 (nut plane of compressor wheel)
F2 & t2: Imbalance and angle at plane 2 (hub plane of compressor wheel)
F3 & t3: Imbalance and angle at plane 3 (hub plane of turbine wheel)
F4 & t4: Imbalance and angle at plane 4 (nut plane of turbine wheel)
Fa & ta: Balancing value and angle to be placed at plane A
Fb & tb: Balancing value and angle to be placed at plane B
47

Fres: resultant of Fa and Fb


Fminres: Least value of Fres
T1min & t2min: optimum value of t1 and t2 for which Fres is the least.

2.7.1 FORMULAE USED IN PYTHON


C1 = -1 * (F2 * L2 * cos(t2) + F3 * (L2 + L3) * cos(t3) + F4 * (L2+L3+L4) *
cos(t4))/L2
C2 = -1 * (F2 * L2 * sin(t2) + F3 * (L2 + L3) * sin(t3) + F4 * (L2+L3+L4) *
sin(t4))/L2
tb = tan-1(C2/C1)
Fb = C1/cos(tb)

C3 = -1 * (F1 * cos(t1) + F2 * cos(t2) + F3 * cos(t3) + F4 * cos(t4) + Fb * cos(tb))


C4 = -1 * (F1 * sin(t1) + F2 * sin(t2) + F3 * sin(t3) + F4 * sin(t4) + Fb * sin (tb))
ta = tan-1(C4/C3)
Fa = C3/cos(ta)

Fres = ((Fa * Fa) + (Fb * Fb) + abs((2 * Fa * Fb * cos(ta-tb))))0.5

48

2.7.2 PROGRAM
from math import *
import cmath

F1 = input(" Enter F1 : ")


t1 = input(" Enter t1 : ")
F2 = input(" Enter F2 : ")
t2 = input(" Enter t2 : ")
F4 = input(" Enter F4 : ")
t4 = input(" Enter t4 : ")
F3 = input(" Enter F3 : ")
t3 = input(" Enter t3 : ")

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

while(i < 360):

50

C1 = -1 * (F2 * L2 * cos(radians(t2)) + F3 * (L2 + L3) * cos(radians(t3)) +


F4 * (L2+L3+L4) * cos(radians(t4)))/L2

C2 = -1 * (F2 * L2 * sin(radians(t2)) + F3 * (L2 + L3) * sin(radians(t3)) +


F4 * (L2+L3+L4) * sin(radians(t4)))/L2

tb = atan(C2/C1)
Fb = C1/cos(tb)

C3 = -1 * (F1 * cos(radians(t1)) + F2 * cos(radians(t2)) + F3 *


cos(radians(t3)) + F4 * cos(radians(t4)) + Fb * cos(radians(tb)))

C4 = -1 * (F1 * sin(radians(t1)) + F2 * sin(radians(t2)) + F3 *


sin(radians(t3)) + F4 * sin(radians(t4)) + Fb * sin (radians(tb)))

ta = atan(C4/C3)
Fa = C3/cos(ta)

F = ((Fa * Fa) + (Fb * Fb) + abs((2 * Fa * Fb * cos(ta-tb))))


Fres = pow(f , 0.5)
51

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

2.8 TESTING THE METHOD ON KP35 TURBOCHARGERS


1. Test is being conducted on 10 KP35 Turbochargers. 9 of the turbochargers
were assembled in the optimum orientation and one was assembled at a
position 180o opposite to the optimum orientation.

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

Table 4: Compressor wheel imbalance for test turbochargers


MEASURING M/C -Kokusai-016

COMPRESSOR WHEEL (Balancing Spec: 0.1 MMG)


S.NO

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

2.8.2 INDIVIDUAL TURBINE WHEEL IMBALANCE VALUES

54

Table 5: Turbine wheel imbalance for test turbochargers


BALANCING M/C-Chiron ( TEL-1980-048)
MEASURING M/C Kokusai-015

TURBINE WHEEL (Balancing Spec: 0.1 MMG)


S.NO

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

2.8.3 OPTIMUM ORIENTATION OF THE COMPRESSOR WHEEL

Table 6: Optimum Orientation table for test turbochargers

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

2.8.4 RESULTS FROM OPTIMAL ORIENTATION


Assembling the turbocharger at optimum orientation has shown positive results in
all the parameters.
1. Rejection rate = 0%
2. Average Correction Runs = 1 runs per turbocharger
3. Average Number of cuts = 2.22 cuts per turbocharger
4. Average Cycle Time = 67.44 seconds per turbocharger
56

Figure 16 : Graph of optimally oriented turbocharger

2.8.5 ASSEMBLING AT WRONG ORIENTATION

Table 7: Readings for wrong orientation of turbocharger

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.

Table 4: Comparison between methods

RANDOM ORIENTATION

OPTIMAL ORIENTATION

Rejection rate = 24/150 = 16%

Rejection rate = 0%

Average Correction Runs = 1.8

Average Correction Runs = 1 runs

runs per turbocharger

per turbocharger

Average Number of cuts = 3.2


cuts per turbocharger

Average Number of cuts = 2.22


cuts per turbocharger

Average Cycle Time = 109

Average Cycle Time = 67.44


seconds per turbocharger

seconds per turbocharger

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3.1 FUTURE SCOPE


Another method to consider for reducing the initial imbalance is a matching
technique during the assembly of the turbocharger. If the imbalance values of all
the compressor wheels and the turbine wheels are known and recorded prior to
assembly, then it is possible to find out the compressor wheel and turbine wheel
pair that matches the best amongst all the wheels. For example, if there are 10
compressor wheels and 10 turbine wheels in a particular lot. It is possible to find
out the compressor wheel and turbine wheel pair (For e.g. Compressor wheel No1
assembled with Turbine wheel No 6) which will have the least initial imbalance.

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4. REFERENCES

1. Hung Nguyen-Schfer (2012). Rotordynamics of Automotive


Turbochargers Springer Publications.
2. ISO 1940/1, "Balance Quality Requirements of Rigid Rotors." International
Organization for Standardization.
3. ISO 1925, Balancing Vocabulary. International Organization for
Standardization.
4. J.S.Rao, Rotor Dynamics, New Age International (P) Ltd., India, 1996
5. Neville F. Rieger (1986). Balancing of Rigid and Flexible Rotors.
6. R.S Khurmi (2007). Theory of Machines, Chand Publications.

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