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Turbocharger intermediates parts have a complex and delicate structure. If the quality of the intermediates is not good enough, it will lead to turbocharger malfunction. This short article may help you to deepen understanding about the turbocharger intermediates' components and operation principles.
Free-floating, waste-gate and variable-section turbines all consist of a turbocharger intermediate or centre housing and a rotating assembly.
The intermediate body, also known as the rotor assembly, has at least 8 or up to 25 individual fittings. All components have extremely tight dimensional tolerances and are made of the highest-grade materials with special surface coatings, each of which is specially selected for the task and operating conditions.
Turbine shaft is one of the key parts inside the supercharger, and it is a precision part that shoulders high speed and ultra-high temperature. It is the most core technology in turbine manufacturing, with complex processing, high machining precision and material selection requirements. The function of the turbo shaft is to ensure reliable and quiet operation at high speeds.
It generally consists of a high-grade steel shaft and a turbine head. The turbine impeller head is electron beam welded to the shaft with extremely strong and reliable welds.
The blades on the turbine impeller are designed to be aerodynamically shaped, with the exhaust gases entering through the deflector section of the blades and maximising energy transfer through rotation. The profile section strictly conforms to the shape of the turbine housing contour with very small clearances; the exhaust gases end up in the exit deflector from the turbine to the exhaust system.
To ensure that the turbine shaft is reliable and quiet at high speeds, we dynamically balance the turbine shaft, removing metal from the back of the turbine head and the turbine nose, and making the final conformity to our strict balancing specifications.
The engine's daily operation is dependent on oil lubrication and cooling, and poor lubrication can cause seizing and failure between the bearings and the system.
The oil from the engine lubrication system is distributed to the floating bearings and thrust bearings; after the oil has flowed through the two floating bearings and one thrust bearing, the oil is collected by the dump tanks located at the end of the turbine and at the end of the compressor and is returned to the engine oil sump.
At the same time, in order to allow better control of the rotating assembly as well as reliable and quiet operation, the floating bearing needs to be as close to a perfect cylinder as possible. We use micron measurements, where one micron equals one thousandth of a millimetre, and the typical tolerance of this cylinder is just 2.5 microns.
We store and assemble these parts in very clean conditions, and new turbochargers need to be carefully fitted to the engine so that only the correct fresh clean oil is used.
Compressor impellers have a complex aerodynamic design to optimise pressure, flow and efficiency for each application, with ambient air entering through the outlet deflector and leaving at high speed from the exit portion of the blades.
To improve performance, the air passages formed between the large main blades are usually separated by smaller split blades, with the impeller balanced in two planes and with balanced cuts on the nose and back.
The final step of the assembly process involves a number of ‘error-proofing’ devices to help eliminate possible errors caused by incorrect components and incorrect assembly.
In the final stage of the assembly process, the locknuts should be correctly tightened and tested for oil leaks, then the turbocharger intermediates are placed in a high-speed dynamic balancing machine for balance checking; after that, the final balance corrections are made and the turbocharger intermediates are ready for the turbocharger assembly to be completed.
Segmented tightening nuts ensure that the component will not loosen during operation; the application of locking torque ensures that the component is tightened to the specified torque; and the application of precise torsion angle ensures the correct tensioning of the shaft.
In order to achieve perfect dynamic balancing performance, the machine removes the metal from the back and head of the turbine. The alfredturbo turbine shafts are subjected to rigorous dynamic balancing tests to ensure that they are reliable and quiet at high speeds.
The turbocharger assembly process uses a number of error-proofing devices, the intermediates are tested for oil leaks and then entered into a high-speed dynamic balancing machine for balancing checks, and after final balancing corrections are made the intermediates are ready to be assembled into the final turbocharger.
