Garrettballbearing turbo

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There are a few things to listen and feel for when attempting to diagnose a bad wheel bearing. Some of the sounds that we associate with bad bearings can also be indicators of problems with other parts of the vehicle, but there are a few tricks to test whether the noise is a bearing issue. Here are a few sounds that can indicate a bad bearing:

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Back in the days of horses and carriages, wheels were attached to the carriage by way of a wooden or metal stick axle that was fixed to the carriage, requiring the wheels to rotate on the axle. A major drawback of this setup was that there was a lot of friction between the wheel and the axle, and that friction made it harder to move the carriage, resulting in wasted energy. The other issue was that the friction would cause a lot of wear and tear on the axle and wheel where they joined, so you’d need to do constant maintenance on the joint.

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The deflection is calculated by the equation (2). Δ = 9.74 × 10 − 6 ( F 0 / z ) 2 / 3 d−1/3cos ( α ) − 5 / 3 (2)where Fo, is the load acting on the outer squeeze film damper.

The approach is validated with numerous test data from a Garrett's ball bearing turbocharger on the high-speed balancer, but it is generic and can be applied to any turbomachinery.

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Oct 2, 2024 — Wheel bearings are critical to the vehicle's suspension, steering, and braking systems. Although a small component, the wheel bearing is tasked ...

Since the wheel bearing is the sole point of contact between the car and the wheel, it’s very important that it is functioning properly. A bad bearing will be noisy, could lead to heat damage of other components, and could seize up or cause the wheel to break off the car, leaving the driver stranded.

B : Squeeze film damping [C] : “Shaft-bearing” damping matrix cr : Radial bearing clearance CHRA : Center housing rotating assembly CV : Commercial vehicle d : Ball diameter Δ : Ball radial deflection Fbrg : Bearing load FE : Finite element FRF : Frequency response function {Funb(Ωt)} : Mass unbalance force vector [G] : Gyroscopic matrix HSB : High speed balancer i : Imaginary unit k : Ball stiffness K : Squeeze film stiffness coefficient [K] : “Shaft-bearing” stiffness matrix L : Bearing length LV : Light vehicle [M] : “Shaft-discs-bearing” inertia matrix Neff : Effective speed NL : Load speed Ns : Shaft speed OD : Squeeze film damper clearance R : Journal radius t : Time z : Number of balls { δ } , { δ ˙ } , { δ } : Global DOF vectors (displacement, velocity and acceleration) α : Contact angle ε : Eccentricity ratio Φ : Phase difference between compressor side and turbine side bearings load vectors μ : Fluid viscosity Ω : Rotational speed

If you catch a wheel bearing right when it starts to fail, you probably will have enough time to get to the shop or your home and do the diagnosis and repair. Be aware that driving at highway speeds will intensify any bearing issues and could lead it to fail faster, so be prudent with your route.

Some of these symptoms can also be a result of bad tires, or even a bad CV joint, but a bad bearing will sound worse when it is put under load, like when the car is turning, so use this method to test and see if it is your bearing that’s causing the noise:

Today's modern internal combustion engines are increasingly focused on downsizing, high fuel efficiency and low emissions, which requires appropriate design and technology of turbocharger bearing systems. Automotive turbochargers operate faster and with strong engine excitation; vibration management is becoming a challenge and manufacturers are increasingly focusing on the design of low vibration and high-performance balancing technology. This paper discusses the synchronous vibration management of the ball bearing cartridge turbocharger on high-speed balancer and it is a continuation of papers [1–3]. In a first step, the synchronous rotordynamics behavior is identified. A prediction code is developed to calculate the static and dynamic performance of “ball bearing cartridge-squeeze film damper”. The dynamic behavior of balls is modeled by a spring with stiffness calculated from Tedric Harris formulas and the damping is considered null. The squeeze film damper model is derived from the Osborne Reynolds equation for incompressible and synchronous fluid loading; the stiffness and damping coefficients are calculated assuming that the bearing is infinitely short, and the oil film pressure is modeled as a cavitated π film model. The stiffness and damping coefficients are integrated on a rotordynamics code and the bearing loads are calculated by converging with the bearing eccentricity ratio. In a second step, a finite element structural dynamics model is built for the system “turbocharger housing-high speed balancer fixture” and validated by experimental frequency response functions. In the last step, the rotating dynamic bearing loads on the squeeze film damper are coupled with transfer functions and the vibration on the housings is predicted. The vibration response under single and multi-plane unbalances correlates very well with test data from turbocharger unbalance masters. The prediction model allows a thorough understanding of ball bearing turbocharger vibration on a high speed balancer, thus optimizing the dynamic behavior of the “turbocharger-high speed balancer” structural system for better rotordynamics performance identification and selection of the appropriate balancing process at the development stage of the turbocharger.

A finite element analysis of a turbomachine which integrates in a single model the bearing system rotordynamics and the support dynamics can also be used for vibration performance prediction, but it seems to be costly and time consuming for foundation structures that are complex or have nonlinear behavior [9].

Once you’ve done the road test and have an idea of where the sound is coming from, park your car, jack it up, and remove the tire. Don’t forget to use jack stands! With the tire off, rotate the bearing to see if there is undue resistance or if you can feel or hear clicks, grinding or other sounds coming from the bearing. It should be smooth and quiet. You can also try to wiggle it back and forth and there shouldn’t be any play in the bearing.

A “ball bearing-squeeze film damper” model allows to predict the isotropic stiffness and damping coefficients as function of the eccentricity; they are integrated on a rotordynamics code for bearing loads prediction under unbalances; the eccentricity is updated by a converging iterative process.

Cite this article as: K. Gjika, A. Costeux, G. LaRue, J. Wilson, Ball bearing turbocharger vibration management: application on high speed balancer, Mechanics & Industry 21, 619 (2020)

You may find that the car wanders on the road, your tires may wear unevenly, the friction heat from the failed bearing could damage other parts of the car, and the wheel could actually separate from your car.

Subscripts brg : Bearing (bearing load) eff : Effective (effective speed) min, max : Minimum, maximum (bearing clearance) unb : Mass unbalance r : Radial (radial clearance)

Figures 9 and 10 summarize respectively the prediction of the Campbell diagram and OD bearing loads on the speed range up to 210000 rpm; bearing stiffness and damping coefficients are calculated for the converged eccentricity and the housings support is considered rigid. The first bending critical speed occurs at 186000 rpm.

Garrett Performance Turbo

It is well known that high speed automotive turbochargers are sources of high vibration level on vehicles. Moreover, the bearing behavior nonlinearities makes their spectrum very complex including synchronous vibration, self-excited oil whirl and oil whip phenomena, subharmonics, superharmonics, combination frequencies and jump phenomena [4]. On [2] Gjika et al. did a critical analysis of different turbocharger vibro-acoustics mechanisms and sources as per Garrett's experience. There are outlined 9 noise types, which cover a full audible frequency range from 0 to 20000 Hz. Their sources can be rotordynamics or aerodynamics, and the transfer paths structural or gaseous. The turbocharger rotor-bearing system concept & design, assembling & balancing processes, housings and vehicle vibro-acoustics management are becoming a real challenge for both turbocharger manufacturers and OEMs.

Foundation dynamics characteristics can be very well represented by frequency response functions (FRF), which can be obtained by finite element (FE) analysis or test; their quality is a fundamental step on mechanical vibration investigation.

Figure 3 describes a conventional ball bearing cartridge turbocharger for LV and CV applications. The cartridge inner race is press fitted on the shaft and the outer race is prevented from rotating by a pin; the outer oil film behaves as squeeze film damper. This design shows very low power loss for improved fuel economy and transient performance, as well as excellent cold start behavior; Garrett-Advancing Motion identified no shaft motion dynamic instability issues due to missing hydrodynamic oil film. High speed balancing performance is affected by high rotordynamics bearing loads related to the rotating group stiffness and initial unbalance due to the assembly process.

The fundamentals of rotordynamics and the associated finite element code are presented at [20]; the equations (5), which govern the synchronous phenomena are detailed in [1]. [ M ] { δ } + [ C ] { δ ˙ } + Ω [ G ] { δ ˙ } + [ K ] { δ }   = { F u n b ( Ω t ) } (5)where {Funb (Ωt)} is the mass unbalance vector.

This paper describes a prediction model and validation aspects for the synchronous forced vibration of ball bearing turbocharger housings, but which can be applied to any other ball bearing turbomachine.

Advice, how-to guides, and car care information featured on AutoZone.com and AutoZone Advice & How-To’s are presented as helpful resources for general maintenance and automotive repairs from a general perspective only and should be used at your own risk. Information is accurate and true to the best of AutoZone’s knowledge, however, there may be omissions, errors or mistakes.

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A model and the associated prediction code for the static and dynamic behavior performance of “ball bearing cartridge-squeeze film damper” are developed. The dynamic behavior of the balls is modeled with Tedric Harris formulas and the squeeze film damper characteristics derive from the Osborne Reynolds equation; the stiffness and damping coefficients are used on a rotordynamics code to predict the bearing loads by converging with the bearing system eccentricity ratio; the OD rotating bearing loads are coupled with foundation transfer functions predicted by FE analysis and the vibration on the housing are predicted.

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In automotive applications, the wheel bearings are usually sealed units that connect the wheel to the suspension of the vehicle. Your wheel studs will typically be part of the bearing and if it is a drive wheel, there can be a hollow in the middle of the bearing where a spindle is inserted from the axle shaft.

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For modelling purposes, the OD (squeeze film damper clearance) bearing loads are applied to two dummy nodes on each bearing locations, featuring two lump mass elements with negligible mass, which are connected to the housing bore by constraint equations. The housing transfer functions are predicted by applying a rotating bearing load unit on each of dummy nodes. The coupling of the dynamic bearing loads with transfer functions allows to predict vibration on the housings.

Figure 11 presents the finite element model of “CHRA housing − HBS fixture”, which is validated by test/prediction transfer functions up to 4000 Hz (Figs. 12 and 13). At high speed range the turbocharger vibration response can be affected by the natural frequency at 2913 Hz.

Figure 2 presents Garrett's semi-floating fluid bearing with integrated thrust bearing that is successfully implemented on light vehicle (LV) turbochargers. Both bearings, compressor side and turbine side, are part of a single bushing, which is prevented from rotation by a pin; the inner oil film acts as hydrodynamic bearing and the outer film is behaving as squeeze film damper. The axial grooves on the bearing inside diameter serving oil on the thrust bearings while improving rotordynamics stability. It is a demonstrated design for very good rotordynamics stability due to the squeeze film damper, low radial power losses due to the small journal diameter and low vibration transmission due to the slender shaft design.

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The structural dynamics of housings can be modeled by any commercial FE prediction code. In this study ANSYS code [21] is used, and the fundamentals of modelling are presented on [1].

Garrett-Advancing Motion considers the bearing system as the heart of the turbocharger. As part of continuous improvement and OEMs needs they have developed different technologies such as fluid bearings and ball bearings [1]. Advanced concepts such air foil bearing [14,15] are now implemented on Two-Stage Electric Compressor and the application on turbocharging technology is being validated.

The squeeze film damper model is derived from the Osborne Reynolds equation for incompressible and synchronous fluid loading [1]. Both the balls and the squeeze film damper are assumed to support the same load (i.e. the cartridge outer race is massless) Thermal model is considered adiabatic and viscosity/temperature is described by Walther's formula [17]. The bearing is assumed infinitely short and the oil film pressure is modeled as a cavitated π film model. The stiffness and damping coefficients can be calculated respectively by equations (3) and (4). K = π μ R L 3 N e f f 30 c r 3 ( ε ( 1 − ε 2 ) 2 ) (3) B = π μ R L 3 N e f f 4 c r 3 N S ( 1 ( 1 − ε 2 ) 1.5 ) (4)where:

If your tires are wearing through quickly or unevenly, or your car seems to drift around on the road, a wheel bearing or alignment issue is to blame. A simple ...

Your wheel bearings impact efficiency and keep the wheels attached to your car, so it’s important to use the best possible parts to complete any repair. Replacing your own wheel bearings can be an afternoon or evening job, depending on the make and model of your vehicle, so do a bit of research and don’t be afraid to tackle this important repair yourself.

When it’s time to shop for a new wheel bearing, AutoZone has all the parts and tools you need to keep your car rolling, and we have locations in every state that you can find by using our Store Locator.

Start by listening for clicking, humming, or growling noises and feel for vibrations through the steering wheel. If you can pinpoint where the noises are coming from, the next step is to remove the wheel and do a physical inspection.

Be sure to consult your owner’s manual, a repair guide, an AutoZoner at a store near you, or a licensed, professional mechanic for vehicle-specific repair information. Refer to the service manual for specific diagnostic, repair and tool information for your particular vehicle. Always chock your wheels prior to lifting a vehicle. Always disconnect the negative battery cable before servicing an electrical application on the vehicle to protect its electrical circuits in the event that a wire is accidentally pierced or grounded. Use caution when working with automotive batteries. Sulfuric acid is caustic and can burn clothing and skin or cause blindness. Always wear gloves and safety glasses and other personal protection equipment, and work in a well-ventilated area. Should electrolyte get on your body or clothing, neutralize it immediately with a solution of baking soda and water. Do not wear ties or loose clothing when working on your vehicle.

1 Garrett-Advancing Motion, ZI Inova 3000, 2 Rue de l’Avenir, Thaon-les-Vosges, Capavenir Vosges 88155, France 2 Garrett-Advancing Motion, 2525 W 190th St., Torrance, CA 90504, USA

Depending on the distribution of unbalances on the rotating group, the load vectors on each of the bearings can be different in magnitude and phase. In case of two bearings they can be presented with the equations (7) and (8) where Φ is the phase angle between load vectors on the bearings. ( F b r g ) x = F b r g e i Ω t ( F b r g ) y = F b r g e ( i Ω t + π / 2 ) (7) ( F b r g ) x = F b r g e ( i Ω t + Φ ) ( F b r g ) y = F b r g e ( i Ω t + π / 2 + Φ ) (8)

Cavalca et al. [5] identified the influence of support flexibility on rotordynamics unbalance response; both rotor-bearing system and foundation have been modeled by finite elements. Dakel et al. [6] predicted the rotordynamics performances of a flexible rotor (symmetric and asymmetric) under masse unbalance combined with rigid base excitations; the stability chart, Campbell diagrams, steady-state responses as well as orbits of the rotor are analyzed. On [7] Ewins described how to obtain high quality of experimental FRFs and Yamaguchi et al. [8] made the best use of Fast Fourier Transformation (FFTs) approach on measured FRFs. Nicholas et al. [9] developed a concept of equivalent bearing coefficients based on the combination of experimental foundation FRFs with bearing force coefficients and used that on a rotordynamics code for predicting the critical speed. Xu and Vance [10] improved the model by refining the foundation modal damping from test data. Both studies demonstrated the impact of the flexible foundation on rotor-bearing system critical speed, validated by test data. Vazquez et al. [11,12] analyzed the rotordynamics performance of a three-disc rotor supported by two fluid film bearings on flexible anisotropic supports; the experimental FRFs were used to identify the characteristics of the foundations, an equivalent stiffness matrix was developed, and the damping was considered to be zero; the prediction of the first two critical speeds and of the threshold speed of instability correlates well with the test data. Shaposhnikov et al. [13] suggested a hybrid rotor-foundation model for a 2MW gas turbine engine, which has a very complex support structure. The rotordynamics has been modeled by finite elements and the foundation characteristics (direct, cross-coupling and cross talk dynamic stiffness and damping) obtained experimentally have been integrated into that. It shows better accuracy prediction of the critical speeds and support structural resonances.

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The first caged bearings for axles were patented in the late 1700s, and the design that has carried forward to modern times is basically a set of steel balls or rollers that are housed within a ring-shaped housing called a race. Most ball bearings will have an inner race, which is grooved and holds the balls on the inside, and a grooved outer race on the outer circumference of the bearing. In a roller bearing, the race has slots that allow the rollers to spin against the axle on the inside and the wheel on the outside.

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The paper describes a prediction method for synchronous vibration management of ball bearing turbomachines; it is a continuation of the papers [1–3].

The rotating bearing loads can be presented by the formulas (6). ( F b r g ) x = F b r g e i Ω t ( F b r g ) y = F b r g e ( i Ω t + π / 2 ) (6)where:

Figure 5 shows a high speed balancer (HSB) for automotive turbocharger. A ball bearing CHRA (center housing rotating assembly) unbalance master, which allows the implementation of unbalances by using small metallic screws, is clamped on the mechanical tooling. The vibrations of the “CHRA-HSB” assembly are measured by an accelerometer implemented on the HSB fixture.

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The dynamic behavior of balls, Figure 4, is modeled by springs; the isotropic stiffness is calculated from Tedric Harris formulas [16], equation (1), and the damping is considered null. k = 3.29 × 10 7 z ( d Δ ) 0.5 cos ( α ) 2.5 (1)with:

Wheel bearings have come a long way since the days when you had to repack them every several thousand miles, but they still do fail on occasion. Keep reading to learn how to identify a bad wheel bearing by the sounds it makes and what to do to avoid a wheel bearing to go bad.

For a non-rotating bearing (case of the squeeze film damper), Njournal = 0 and for unbalance loading, Nload = Ns, then Neff/Ns = 2Ns/Ns = 2.

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Many researches have investigated the vibration interaction between bearing system rotordynamics and housings dynamics [1–13].

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Wheel bearings have come a long way since the days when you had to repack them every several thousand miles, but they still do fail on occasion. Keep reading to learn how to identify a bad wheel bearing by the sounds it makes and what to do to avoid a wheel bearing to go bad.

Figure 7 shows how the experimental transfer functions (γ/F) of free-free rotating group are obtained; Figure 8 demonstrates good test/prediction correlation of natural frequencies that occur up to 7000 Hz.

CHRAs unbalance masters, which is shown in Figure 14, with ODmin, ODmax and ODnom squeeze film damper clearances were run on the high-speed balancer. Test masses have been implemented on different rotor planes (CWnose, CWface, TWface and TWnose) by using small screws and the vibration responses under different unbalance configurations have been collected by the accelerometer on the HSB fixture (see Fig. 4). Figure 15 summarizes 6 cases of test/prediction dimensionless responses; it shows good correlation. The vibration prediction model is validated.

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Figure 1 shows a fully-floating fluid bearing turbocharger. It is the original design, relatively low cost and still in production for commercial vehicle (CV) applications. That incorporates two oil films: the inner film between the shaft and the ring, and the outer one between the ring and the housing. Both behave as hydrodynamic films under unbalance forces. The axial load is supported by a separated hydrodynamic thrust bearing. Such a concept is known for its high damping, which reduces the shaft motion and vibration transmission on the housings. Gas stand shaft motion test is a good predictor of on-engine shaft motion behavior, but the high number of self-excitation frequencies (3 frequencies − inner film whirl, outer film whirl & ring speed) causes the design to be more susceptible to rotordynamics instability. It was found to be difficult to qualify shaft motion for small frame sizes.

The structural rotordynamics model of a ball bearing turbocharger is presented in Figure 6. It includes 44 beam finite elements for the rotating group and 8 for the bearing outer race; the wheel inertia characteristics are attached on their center of inertia; the balls and squeeze film damper are respectively modeled by springs and oil stiffness & damping coefficients.