doc– Ball Bearing Turbocharger Technology development Christopher Mitchell
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– Ball Bearing Turbocharger Technology development Christopher Mitchell
Ball Bearing Turbocharger – Technology development Christopher Mitchell Introduction Megatrend CO2 Reduction / Efficiency Improvement Drivers Legislation 95 g/km in 2020 Commercial Oil price, Cost minimisation Consumer Performance and Efficiency 1 Schaeffler Symposium 2014 Christopher Mitchell Average CO2 Emissions Development Target 2 Schaeffler Symposium 2014 Christopher Mitchell Sub-Trends & Main Technologies Megatrend CO2 Reduction / Efficiency Improvement Drivers Legislation 95 g/km in 2020 Commercial Oil price, Cost minimisation Consumer Performance and Efficiency 3 Schaeffler Symposium 2014 Christopher Mitchell Average CO2 Emissions Sub-Trends & Main Technologies Megatrend CO2 Reduction / Efficiency Improvement Subtrends Down-Sizing Down-Speeding Driving Resistance Comprehensive Measurements Main Technology ￭ Low rpm provision of power ￭ Optimised Transmission e.g. ￭ Forced Induction/ Boosting ￭ Stratified DI / HCCI ￭ Variable Valve Train ￭ Continuously Variable Transmission ￭ Dual Clutch Transmission 4 Schaeffler Symposium 2014 Christopher Mitchell ￭ Lightweight Construction ￭ Low Friction Lubrication / Materials ￭ Thermal Management ￭ Electrification Ancillary Components Forced Induction Concepts 5 Schaeffler Symposium 2014 Christopher Mitchell Forced Induction Grandfather Clock Design [Utilising Gear Driven Precompression] Gottlieb Wilhelm Daimler (1824 – 1900) 6 Schaeffler Symposium 2014 Christopher Mitchell Patent DRP 34926 1885 Turbocharger - Origin Exhaust Driven Precompression Alfred Büchi (1879-1959) 7 Schaeffler Symposium 2014 Christopher Mitchell Patent CH 35 259A 1905 Ball Bearing Guided Turbo Charger 8 Schaeffler Symposium 2014 Christopher Mitchell Schaeffler Ball Bearing Cartridge Anti-Rotation Slot Squeeze Film Land Oil Jet Ceramic Balls Metallic Cage Turbine Inner Ring Compressor Inner Ring 9 Schaeffler Symposium 2014 Christopher Mitchell Outer Ring Stationary Ball Bearing Benefits Plain bearing ~50% reduction Ball bearing 400 600 800 1000 Speed [Hz] 10 Schaeffler Symposium 2014 Christopher Mitchell 1200 1400 1600 Source: Honeywell Turbo Technologies Friction power loss [W] Operational Power Loss of Bearing System Source: Honeywell Turbo Technologies Transient Ball Bearing Benefits Ball bearing 11 Schaeffler Symposium 2014 Christopher Mitchell Plain bearing Ball bearing Plain bearing Friction Mechanisms Film Bearing 12 Schaeffler Symposium 2014 Christopher Mitchell Rolling Bearing Flow Regimes Optimally Flooded 13 Schaeffler Symposium 2014 Christopher Mitchell Completely Flooded Optimial Lubricant Flow Completely Flooded Power Loss [W] 14 Schaeffler Symposium 2014 Christopher Mitchell Optimally Flooded Turbo Charger Cartridge Power Loss 60 viscous friction circumferrential gap Power loss [W] 50 load dependent friction 40 catalogue supplement for fully flooded catalogue speed and viscocity 30 20 experiment (max) 10 0 min. max. measurement measurement 15 Schaeffler Symposium 2014 Christopher Mitchell analysis 1-D Fluid Dynamics 1-D Simulation Model Investigated Geometry Oil Jets into Bearing Oil Drain Squeeze Films Investigation on Lubricant Availability throughout Operating Conditions Optimization of Lubricant Supply Paths 16 Schaeffler Symposium 2014 Christopher Mitchell Dynamic Bearing Behaviour 17 Contact Forces Differential Speed Contact Pressure Contact Angle Schaeffler Symposium 2014 Christopher Mitchell Shaft displacement z CABA3D – Bearing Interior Dynamic Simulation Shaft displacement y Ball and Cage Dynamic Behavior Contact Forces (vs. Race and vs. Cage) Spin/Roll; Ball Excursion, … 18 Schaeffler Symposium 2014 Christopher Mitchell BEARINX – Linear Rotor Dynamics z x Eigenfrequencies y Eigenmodes Eigenfrequencies Campbell Diagrams Shaft speed 19 Schaeffler Symposium 2014 Christopher Mitchell FEA and Multi-Body-Structure Pre-Tension Force Axial Contact Modal Reduction for the Simulation Platform 20 Schaeffler Symposium 2014 Christopher Mitchell Installation Effects Contact & Centrifugal Forces Schaeffler Simulation Platform – System Dynamics Simulation Platform Waterfall Diagram BEARINX® Fully Integrated Development Process ￭Direct Integration of Nonlinear BEARINX Subsystem into Full System Dynamic Model ￭ Component Know-How vs. System Know-How 21 Schaeffler Symposium 2014 Christopher Mitchell Combined FEM-CFD Analysis FEM Model CFD Model 22 Schaeffler Symposium 2014 Christopher Mitchell Temperature Temperature of Bearing Parts 23 Schaeffler Symposium 2014 Christopher Mitchell Real World Data Fuel Economy ￭ Friction power loss - 50% in the bearing system ￭ Engine rated power increase + 5% ￭ Fuel consumption - 2.5% (dir. cor. to CO2 emission) ￭ Engine torque increase + 10% @ ISO soot Convenience ￭ "Kick-down" performance + 2% Performance ￭ Cold start improvement + 80% ￭ Applicable to existing hardware ￭ Drive away torque improved ￭ Compatible with low viscosity engine oil ￭ Transient response - 41% to boost @ 1500rpm Data source: Honeywell 24 Performance Schaeffler Symposium 2014 Christopher Mitchell Summary Megatrend CO2 Reduction / Efficiency Improvement Subtrends Down-Sizing Down-Speeding Turbocharger BallComprehensive Bearing Driving Resistance Measurements Main Technology ￭ Low rpm provision of power ￭ Optimised Transmission e.g. ￭ Forced Induction/ Boosting ￭ Stratified DI / HCCI ￭ Variable Valve Train ￭ Continuously Variable Transmission ￭ Dual Clutch Transmission 25 Schaeffler Symposium 2014 Christopher Mitchell ￭ Lightweight ￭ Thermal Management Construction ~ + 5% Power increase ￭ Electrification Ancillary ￭ LowFriction ~ + 20% Torque increase Components Lubrication / Materials ~ - 2.5% CO2 Emission Superior cold start behaviour Superior transient response ‟ We can't solve problems by using the same kind of thinking we used when we created them. ” Albert Einstein 1879-1955 ‟ [Turbo charging is,] briefly spoken, open the throttle today, are ready to go tomorrow. ” Walter Röhrl Rallye Champion 1980 and 1982
