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Fault Diagnosis and Failure Prediction by

Thrust Load Analysis for a Turbocharger Thrust
Bearing

CONFERENCE PAPER · OCTOBER 2010

DOI: 10.1115/GT2010-22320

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 Proceedings of ASME Turbo Expo 2010: Power for Land, Sea and Air
GT2010
June
Proceedings of ASME Turbo Expo 2010: Power 14-18,Sea
for Land, 2010,
andGlasgow,
Air UK
GT2010
June 14-18, 2010, Glasgow, UK

GT2010-22320
GT2010-

Fault Diagnosis and Failure Prediction by Thrust Load Analysis for a

Turbocharger Thrust Bearing

Jizhong Zhang Harold Sun

National Lab. Of Diesel Engine Turbocharging Tech., Ford Motor Company, Michigan, USA
China
Liangjun Hu
Beijing Institute of Technology, Beijing, China
Hong He
National Lab. Of Diesel Engine Turbocharging Tech., China

ABSTRACT Fc Resultant force of compressor side

The axial thrust load of a turbocharger is generated due to Fc1 Axial force at compressor wheel inlet
the pressure differential between the compressor and turbine. Fc2 Axial force at compressor wheel shroud
Changes in compressor and turbine geometry and variations in Fc3 Axial force at compressor wheel back face
test conditions can influence the thrust load. Once the axial Ft Resultant force of turbine side
force exceeds the loading capacity limit of a thrust bearing, Ft1 Axial force at turbine wheel shroud
the balance of the thrust bearing system cannot be maintained, Ft2 Axial force at turbine wheel exit
which may lead to a catastrophic failure of the turbocharger. Ft3 Axial force at turbine wheel back face
In this paper, a fault diagnosis of a turbocharger that FTC Resultant force of turbocharger
experienced a catastrophic failure during flow bench testing is k Ratio of specific heats
analyzed. A detailed analysis of a turbocharger thrust load, mC Compressor mass flow rate
based on empirical formulae and CFD verification, is mT Turbine mass flow rate
presented. The thrust prediction at high rotation speed is pC00 Total pressure at compressor inlet
helpful for further flow bench testing and to avoid the future pC1 Static pressure at compressor inlet
turbocharger failure. pC2 Static pressure at compressor impeller exit
pC5 Static pressure at compressor diffuser exit
NOMENCLATURE pC_shroud(r ) Static pressure distribution along the
c C_a1 Axial velocity at compressor inlet compressor wheel shroud
c T_a6 Axial velocity at turbine exit pC_backface(r ) Static pressure distribution along
Cpa Specific heat of air at constant pressure compressor wheel back face
Cpe Specific heat of Exhaust gas at constant pColl Total pressure at compressor exit
pressure pT00 Total pressure at turbine inlet

1 Copyright © 2010 by ASME

 PT6 Static pressure at turbine exit But high pressure at two sides of turbocharger (compressor
pT_shroud(r ) Static pressure distribution along the and turbine) and variation of operation condition may result in
Turbine wheel shroud an excessive thrust load, or even the failure of the thrust
pT_backface(r ) Static pressure distribution along turbine bearing, and lead to a catastrophic failure of the turbocharger.
wheel back face
TC00 Total temperature at compressor inlet Compressor wheel Turbine wheel

TColl Total temperature at compressor exit

TT00 Total temperature at turbine inlet
TT06 Total temperature at turbine exit
rC1t Inlet tip radius of compressor wheel
rC2 Exit radius of compressor wheel
rC8 Radius of seal ring at the compressor wheel
back face
rT4 Inlet radius of turbine wheel
rT4_scallop Radius at turbine wheel scallop
rT6t Exit tip radius of turbine wheel
Thrust Bearing Journal Bearing
rT8 Radius of seal ring at the turbine wheel
back face
WC Power consumed by compressor Fig. 1. The traditional turbocharger arrangement
WT Power delivered by turbine
Accurate prediction of the flow field in centrifugal
ρc2 Air density at compressor impeller exit
compressors and turbines is necessary to properly estimate the
ωc Rotation speed of compressor
axial thrust load. Several types of methods are available for
ηC,ts Total to static efficiency of compressor
predicting the axial thrust, such as empirical method,
ηT,ts Total to static efficiency of turbine
analytical method and numerical method Empirical formulae
have been proposed for single stage and multi-stage
INTRODUCTION
compressors with open, semi-open and closed impellers [2, 3,
Turbocharging is used today more widely than ever in
4]. Hanchi and Chaochen have done some research on an axial
internal combustion engines and is included in most Diesel
thrust of turbocharger by CFD method. A 3-D viscous flow
engines [1]. An automotive turbocharger usually consists of
program Fine/TURBO was used to simulate flow fields of the
three principal components: a centrifugal compressor, a radial
compressor stage and the turbine stage. The leakage gas flow
turbine to drive the compressor and a bearing system to
field between the back plate and impeller back face is solved
support the shaft that connects the turbine wheel and the
by FLUENT software. The axial thrust load can be calculated
compressor impeller. The floating bearing configuration,
from the integration of the pressure field [5]. Zhen-Xue and
which is comprised of floating ring journal bearings between
Paul have developed a numerical algorithm for the
wheels and thrust bearings, is used in almost all turbochargers
computation of the axial thrust load on a centrifugal
of commercial vehicle engines. In this arrangement, a thrust
compressor by CFD method. To calculate the axial thrust load,
bearing is required to withstand the axial force exerting on the
both the flow through the impeller and the leakage flow on the
shaft that is created by a net imbalance in pressure between
back of the wheel have been simulated [6].
the compressor and turbine [1]. Usually, the thrust bearing of
The test data of the axial thrust load for an automotive
an automotive turbocharger must be bi-directional, because
turbocharger, essential for model calibration and calculation
the axial forces of the turbocharger vary from positive to
of thrust load at off-design conditions, is not readily available,
negative at different operation conditions. A cross-sectional
because it is too difficult to measure the axial thrust load of a
schematic of a traditional turbocharger is shown in Figure 1.
small turbocharger directly during the normal operation Even
Obviously, the improvement of engine performance and
if a turbocharger is tested and the axial thrust load is measured
emission regulation require the compressor to provide high
directly, this may not give a true picture of the loads
pressure ratio, high efficiency and wide operation range, while
encountered in service. Such tests were invariably done under
require that the turbine has high expansion ratio and efficiency.

2 Copyright © 2010 by ASME

steady-state conditions. During engine transient operations,
the imbalance between the compressor and turbine may be
greater than the maximum steady state load encountered [1].
The flow bench data and CFD results have to be used to
calculate each axial force of the turbine side and the
compressor side separately.
This paper presents a fault diagnosis of a turbocharger ,
and a modified calculation method for the axial thrust load
based on flow bench data and CFD analysis. The thrust load at
high rotation speed condition is predicted by the modified
bench testing is called cold flow testing. Instrumentation
details of flow bench testing are shown in Figure 2. The
temperatures and pressures are measured at the inlet and outlet
of the turbine and compressor. The test data include two speed
lines (at 52% and 80% of the rated rotation speed,
respectively), total 10 operation points as shown in Figure 3.
Soild line:New design
3.5
Dash line:Original design (test)
3

88%  R ating R otation

calculation method. 10

Pressure Ratio
s peed(P redic tion) 9
2.5
8 Failure
EXPERIMENT AND FAILURE OBSERVATION area
80%  R ating R otation
The new design basing on a Honeywell production GT35 2
s peed (Tes t)

turbocharger has been completed. The compressor and the 6 5 4 3

turbine were redesigned. The original bearing system was still 1.5 2
7
employed in the new design. The pressure ratio of the new 52%  R ating R otation
s peed (Tes t) 1
compressor was higher than the original design target. During 1
0.00 0.05 0.10
C o m p 0.15
r e s s o r 0.20
M a s s F 0.25
l o w R a t0.30
e 0.35 0.40
the flow bench testing, the new design turbocharger was
damaged at 88% of the rated rotation speed, while the flow
Fig. 3. The compressor flow bench map
bench testing of the original turbocharger, which was
conducted for the test rig validation, was completed without
any trouble.

Valve Valve

Mass flow rate Mass flow rate

measurements measurements a b
Flow meter
Compressor exit
Total PColl, Tcoll Heater
Diffuser exit Electrical power
Static PC5 input to heater
Oil inlet
impeller exit Tin Turbine inlet
Static PC2 Total PT00, TT00 Worn-out Over-heated but smooth
on compressor side on turbine side

Bearing
C System T
Compressor inlet Oil outlet Turbine Exit
Total PC00, TC00 RPM Tout Static P T 6, Total TT06
Fig. 2. The schematic diagram of cold test facility
The cold flow bench test was chosen, in order that the test
data available in support of turbine development. The precise
control can be obtained over the operating conditions, because
of reducing the influence of heat transfer in hot testing.
Turbocharger test facilities shown in Figure 2 are open
loops i.e., there are completely separate circuits for
compressor air and turbine gas. A source of turbine gas supply,
where the air is provided by auxiliary compressors and heated
by an electrical heater, must be required. Since TT00 is well
below the normal turbine operation temperature, this flow
c d
Fig. 4. Failed turbocharger parts
The turbocharger failed during transition to 88% of the
rated speed line right after the #10 test point. Diagnosis of the
failure mechanism relied primarily on the inspection during
the turbocharger was overhauled. All the turbine blades were
twisted due to the rubbing with the turbine housing, as Figure
4b shows. The nut of the compressor wheel broke off because
the shaft on the compressor was ruptured. The back face of
the compressor wheel with an arc-groove rubbed by the nut on
the compressor back-plate is shown in Figure 4a. Figure 4c
and Figure 4d indicate clearly that the thrust bearing was
overheated due to the excessive friction and the thrust face on

3 Copyright © 2010 by ASME

 2
the compressor side on the thrust bearing was worn out (Fig. ⎛ r ⎞
p (r ) = p ⋅⎜ ⎟
C _ shroud C2 ⎜ ⎟
4c), while the turbine side was not (Fig. 4d). ⎝ rC2 ⎠ (5)
Initial fault diagnosis was based on the experiential In equation (3), the static pressure distribution along the
analysis, which concluded that the excessive axial force compressor impeller shroud Pc_shroud(r) was calculated from
beyond the loading capacity of the thrust bearing led to the the equation (5). Pc1 and Pc2 are taken from the test data.
turbocharger failure. At certain operation conditions, the In addition, a CFD simulation to validate the empirical
increasing axial force due to a high compressor pressure ratio formulae has been carried out, and the comparison between
or a high turbine expansion ratio, made the whole rotor move CFD simulation result and the empirical formulae is shown in
either towards the compressor or towards the turbine, and Figure 6. A detailed study method on the axial thrust load
finally led to the failure of the turbocharger. prediction of a centrifugal compressor has been presented in
the literature [6, 7]. The axial aero force from CFD result
AXIAL THRUST LOAD ANALYSIS OF TURBINE AND includes the resultant forces of Fc1 and Fc2 calculated from the
COMPRESSOR SIDES equation (2) and (3).
In general, the axial thrust, as shown in Figure 5, is the Usually the flows on the back face of compressor wheel
sum of the axial forces exerting on the compressor and turbine disk and the back face of a radial flow turbine rotor are
rotors, respectively, due to the pressure and momentum forces assumed that there is a weak vortex rotating at fraction of the
[1]. So, the following studies are focused on two parts: the turbo speed. It was suggested that a fraction of 0.5 is
compressor side and the turbine side. For the convenience of appropriate providing the ratio of axial gap to rotor radius is
calculation, the axial force from the compressor towards the small [1, 7]. So the static pressure distribution of compressor
turbine is defined as positive. back face Pc_backface(rc) was calculated by the following
The axial thrust load of turbocharger was calculated using equation (6):
the equation in the literature [7]. The axial force at the ωc2
pc _ backface (rc _ backface ) = pc 2 − ρ c 2 8 (rc22 − rc2_ backface )
compressor side can be approximately considered a resultant (6)
force comprised of three components, as shown in Figure 5. Another test to validate the equation (6), as shown in
Fc1 is an axial force at compressor impeller inlet; Fc2 is an Figure 7, was conducted. Five probes, which were P_2, P_A,
axial force along the compressor shroud; Fc3 is an axial force P_B, P_C, P_D and P_E, were collocated on compressor back
on the back face of compressor wheel. These forces can be plate, and were used to measure the static pressure along the
calculated by the following equations: back face of compressor wheel. Three probes were used to

Ft1 measure the static pressure at the exit of compressor impeller.

Fc2
Fc3 Ft3 Ft2
Fc1 Empirical calculation with test data(Fc1+Fc2)
r r r CFD Results
F =F +F
tc c t 600
(-) (+)

550
80% Rating Rotation speed
Thrust force (N)

500
52% Rating Rotation speed
Fig. 5. The scheme of axial thrusts for a turbocharger

450
F = F + F − F
C C1 C2 C3 (1)

2 400
F = π ⋅ r C 1t ⋅ p + m ⋅c
C1 C1 C C _ a1
(2) 0.00 Surge 0.10 0.20 0.30 C hoke 0.40
Compressor Mass Flow Rate

F C2
=
r
∫r p
C2

C _ shroud
( r ) ⋅ 2 π ⋅ r ⋅ dr =
π
2
⋅
p
2
C2
⋅ (r 2
C2
2
− r C 1t ) Fig. 6. CFD result comparison with empirical
C 1t
r C2 (3)
correlation
rC2
F C3
= ∫r C 8 p C _ backface ( r ) ⋅ 2 π ⋅ r ⋅ dr (4) The axial force on compressor wheel back face at two
different speed lines calculated from equation (6) (as shown in

4 Copyright © 2010 by ASME

Figure 8a) does not agree quite well with the test data (as Calculation result at tip speed=329 m/s and Mass
Calculation result at tip speed=293 m/s and Mass

shown in Figure 8b). With the comparison of the curve P_2 flow range rate=0.0% flow range rate=53%
150 160

and curve P_A in the Figure 8a and Figure 8b, the pressure 140 150

Pressure (kPa)

Pressure (kPa)
approaching the rotor trailing edge drops rapidly at the 130 140

compressor wheel back face. 120 Test data 130 Test data
Calculated pressure by Equation 6 Calculated pressure by Equation 6
Calculated pressure by Equation 7 Calculated pressure by Equation 7
P_2 (73mm) ,3 110 120
70.0 67.0 57.0 53.0 27.0 23.0 70.0 67.0 57.0 53.0 27.0 23.0
Radius at im peller backface(m m ) Radius at im peller backface(m m )

P_A (67mm)
R2=70mm

Calculation result at tip speed=366 m/s and Mass Calculation result at tip speed=476 m/s and Mass
flow range rate=77% flow range rate=100%
160 210

P_C (53mm) P_B (57mm) 200

190
150

Pressure (kPa)

Pressure (kPa)
180
170
P_D (27mm) 140 160
150
Test data 140 Test data
130
Calculated pressure by Equation 6 130 Calculated pressure by Equation 6
P_E (23mm) Calculated pressure by Equation 7 120 Calculated pressure by Equation 7
120 110
70.0 67.0 57.0 53.0 27.0 23.0 70.0 67.0 57.0 53.0 27.0 23.0
Radius at im peller backface(m m ) Radius at im peller backface(m m )

Fig. 7. The static pressure measurement at a

compressor wheel back face
d

The pressure modification including the leakage flow at Fig. 8. The calculation comparison with test data at a
compressor wheel back face, as shown in equation (7), is compressor wheel back face
proposed. The calculation results are shown in Figure 8c. By
0 .5
comparing pressure distribution in Figure 8b with those in pc _ backface = (1 − K s ⋅ K m ) pc 2
ω c2
Figure 8c, the results calculated by equation (7), which − ρc2 ( rc22 − rc2_ backface ) ⋅ (1 .1 − K m ) 2
8 (7)
considers the effects of rotation speed and mass flow rate,
Where:
have better agreement with the test data.
Km : Mass _ Flow _ Ratio
Calculated result by Equation (6) at tip Calculated result by Equation (6) at tip
150 speed=293 m/s 250 speed=476 m/s Ks : Rotation _ Speed _ Ratio

140
An additional comparison, which is calculated and test
200
Pressure (kPa)

Pressure (kPa)

130
pressure vs. the radius on the compressor wheel back face for
120
150
four given flow conditions, are shown in Figure 8d. The curve
110
P_2 P_A Cal P_2 P_A Cal
calculated by Equation (7) is close to test data curve more
P_B Cal P_C Cal P_B Cal P_C Cal
than the curve calculated by Equation (6) obviously.
P_D Cal P_E Cal P_D Cal P_E Cal
100 100
0.0 0.2
Surge<- 0.4 Flow Range
Mass 0.6 0.8
->Choke 1.0 0.0 0.2
Surge<- 0.4 Flow Range
Mass 0.6 0.8
->Choke 1.0

Because there are similar geometry configuration on the

a
radial/mix flow turbine and centrifugal compressor in
Test data at tip speed=293 m/s Test data at tip speed=476 m/s
150 250
automotive turbochargers, which is shown in Figure 1, the
140
axial force calculation at the turbine side, which is shown by
200
Pressure (kPa)

Pressure (kPa)

130
the following equations, is similar to the calculations of the
120
150
compressor side. So the pressure distribution on the turbine
110
P_2 P_A Test P_2 P_A Test
looks like the compressor side.
P_B Test P_C Test P_B Test P_C Test
P_D Test P_E Test P_D Test P_E Test

F =F − ( FT1 + FT 2)
100 100
0.0 0.2
Surge<- 0.4 Flow Range
Mass 0.6 0.8
->Choke 1.0 0.0 0.2
Surge<- 0.4 Flow Range
Mass 0.6 0.8
->Choke 1.0 T T3 (8)
b
r
Calculated result by Equation (7) at tip Calculated result by Equation (7) at tip F T1
= ∫ T4 p ( r ) ⋅ 2π ⋅ r ⋅ dr
T _ shroud
150 speed=293 m/s 250 speed=476 m/s
rT 6 t (9)
140 2
F = π ⋅ r T 6t ⋅ p + mT ⋅ cT _ a 6
200 T2 T6 (10)
Pressure (kPa)

Pressure (kPa)

130

r
= ∫ T 4 _ scollop p
120
F ( ) ⋅ 2π ⋅ r ⋅ dr
T _ backface r
150
T3
110
P_2 P_A Cal P_2 P_A Cal
rT 8 (11)
P_B Cal P_C Cal P_B Cal P_C Cal
P_D Cal P_E Cal P_D Cal P_E Cal
100 100
0.0 0.2
Surge<- 0.4 Flow Range
Mass 0.6 0.8
->Choke 1.0 0.0 0.2
Surge<- 0.4 Flow Range
Mass 0.6 0.8
->Choke 1.0

CALCULATION AND ANALYSIS

c
A conventional calculation method of turbocharger thrust
load was modified by correlated test data and CFD simulation.

5 Copyright © 2010 by ASME

The study is also conducted by a 1D modeling to determine
The axial thrust load at Compressor side
the thrust load at the whole operation conditions of the Static Pressure at impller outlet Resultant force at Compressor side
Fc1 Fc2
turbocharger. 400
Fc3
1000

In order to predict thrust load of the new turbocharger at 200

900

over 88% speed (where the turbo failed), a 1-D compressor

800

0
700

model and a 1-D turbine model were built by COMPAL and

Thrust (N)
-200 88% RPM With 1D 600
52% RPM with test 80% RPM with test
calculation
Rital (Concepts NREC Agile Software) and were correlated to -400
data data 500

the flow bench data. The comparison of a compressor PR -600

400

224kPa 196kPa 300

prediction and the test data is shown in Figure 9. -800

139kPa 135kPa
194kPa
182kPa
229kPa 214kPa
171kPa 200
126kPa
138kPa 130kPa 143kPa
-1000 108kPa
78kPa 100
52% RPM (Prediction)
80% RPM (Prediction) -1200 0
Surge -----------> Choke Surge -----> Choke Surge -------> Choke
88% RPM (Prediction)

8
08

09

12

15

17

22

22

26

30

34

26

28

30

33

34
Compressor Mass Flow Rate

0.

0.

0.

0.

0.

0.

0.

0.

0.

0.

0.

0.

0.

0.

0.
100% RPM (Prediction)
Stall
Pressure Ratio (TS)

52% RPM (Test) Fig. 10. Axial thrust load calculation at compressor
80% RPM (Test)
side

The axial thrust load at Turbine side

Pressure at rotor inlet Resultant force at Turbine side
Ft1 Ft2
Ft3
1000
52% RPM with test 80% RPM with test 88% RPM with 1D
data data calculation

500
Mass Flow Rate

Fig. 9. The compressor prediction comparison with 0

Thrsut (N)

test data
-500

The axial thrust load result on the compressor side is 268kPa 283kPa
213kPa 223kPa 259kPa 275kPa 283kPa
-1000
shown in the Figure 10. The blue line shows the resultant 134kPa 136kPa
134kPa
139kPa
137kPa 140kPa
208kPa 224kPa

forces on the compressor side at different speed lines. The -1500

Low -----------> High Low --------> High Low --------> High
calculation of 52% rated rotation speed and 80% rated rotation

1
6

9
0

3
3

Turbine Mass Flow Rate

43

44

40

41

42

44

44
23

24

39

40
19

19

21

22

0.
0.

0.

0.

0.

0.

0.
0.

0.

0.

0.
0.

0.

0.

0.

speed is based on the flow bench data, and the calculation of

88% rated rotation speed is based on the 1-D COMPAL
model. At 52% rated rotation speed (low rotation speed), with
a compressor running from surge to choke condition, the
forces Fc2 and Fc3 decrease with the decrease of static pressure
at the impeller exit. The resultant force Fc, the axial thrust load
on compressor impeller, is near or below zero at all operation
conditions at the speed line. When the rotation speed increases
to 80% rated rotation speed and the compressor approaches
choke point, the resultant force Fc, the axial thrust load of
compressor impeller, becomes positive value and increases to
110N. It means that the resultant force direction of the axial
thrust load at the compressor side is from the compressor side
to the turbine side and its value increases rapidly when the
compressor is approaching choke condition. From the 1D
model prediction , the force Fc should be even higher at 88%
rated rotation speed and near choke condition.
The axial thrust load result on the turbine side is shown in
Figure 11. With the rotation speed increasing, the axial thrust
load increases in the positive direction.
Fig. 11. Axial thrust calculation at turbine side
The axial thrust load, the resultant forces of compressor
side and turbine side, are shown in Figure 12. Red bar is the
turbine side resultant force, and blue bar is the compressor
side’s one. With the rotation speed increasing, the axial force
of turbocharger increases in the positive direction. When a
turbocharger runs from surge to choke condition at the
different speed line, because the axial force at compressor side
varies from negative value to positive value, the axial thrust
load of the turbocharger varies from negative value to positive
value as well. Especially at the deep choke points, such as the
choke point at 80% rated rotation speed, the axial force
reaches the maximum value.
When the new designed turbocharger runs at the high
speed and the choke condition, the axial force due to
aerodynamic flow at the compressor side and the turbine side
could exceed the thrust loading capacity of the original thrust
bearing. Once the axial force balance was broken, the whole
rotor would move to the turbine side. Since the oil film on

6 Copyright © 2010 by ASME

thrust bearing collar was broken, the thrust loading capacity When the turbine inlet temperature increases, the expansion
should decrease rapidly, and the thrust bearing surface on the ratio should decrease to keep the same turbine power. Low
compressor side would be quickly worn out. Finally, the turbine expansion ratio means the decrease of static pressure
compressor wheel rotating at high speed would rub against the at turbine rotor inlet. So according to the equation (11), a
back plate and the turbine wheel against the turbine housing. lower turbine inlet pressure can decrease the axial force on the
When the rotor suddenly came to a stop, the compressor turbine back face Ft3, and thus the resultant force on
wheel would be twisted off from the rotor shaft. turbocharger thrust bearing in this case (cold flow bench
Axial thrust load of Turbocharger testing).
400
Resultant force at Turbine side Resultant force at Compressor side
In addition, the increased pressure ratio of the compressor
350
52% RPM with 80% RPM with 88% RPM with344(N) 358(N)
300
test data test data
268(N)
1D Cal. is one of the reasons of increasing the thrust load of
248(N)
250
157(N)
193(N) turbocharger. The compressor power calculation is given by
Thrust (N)

176(N)
200
150 85(N) 96(N) the equation (13). At the same mass flow rate condition,
100
24(N)
higher pressure ratio means more power is required by the
50 -10(N) -11(N)-9(N) -4(N) 6(N)
0 compressor. So the power delivered by turbine increases
-50
-100
accordingly, more expansion ratio at the same turbine inlet
Surge
0.089 0.094 -----------> Choke
0.125 0.156 0.177 0.220 Surge
0.229 --->
0.266 0.300Choke
0.340 Surge ----->
0.263 0.284 Choke
0.305 0.335 0.348
Compressor Mass Flow Rate temperature condition. Finally, the increase in compressor
Fig. 12. Axial thrust load calculation of turbocharger pressure ratio will lead to the increase in the thrust load of
the turbocharger. Figure 3 shows that the pressure ratio of
Another thrust load calculation, with elevated turbine inlet
the new design compressor is higher than the original one.
temperature and high rotation speed, has been carried out. The
Therefore, it is not hard to understand why during the cold
comparison of thrust load between cold and hot flow
flow bench testing the new design turbocharger had
conditions is presented in Figure 13. The axial thrust load of
catastrophic failure, while the original turbocharger survived
turbocharger, as predicted by the 1D model, decreases about
without any damage on the thrust bearing.
20% with 200K increase of the turbine inlet temperature at the
hot flow.
CONCLUSIONS
Turbocharger thrust load comparison of a cold and hot condition The calculation method, which evaluates rapidly the
400

350
80% RPM
Hot prediction condition
88% RPM
variation of thrust loading at the operation condition of
300 Cold test condition turbocharger, was presented. Combining with mean line or
250
CFD, the thrust loading of turbocharger can be predicted by
Thrust (N)

200

150 this method. By increasing thrust loading capacity or adjusting

100

50
the turbocharger operation range, the turbocharger failures due
0 to an insufficient thrust load capacity will be avoid.
-50
This study shows that in the flow bench testing of a
-100
Surge
0.229 ----------->
0.266 0.300 Choke
0.340 Surge 0.284
0.263 ---------------->
0.305 0.335 Choke
0.348
Compressor Mass Flow Rate turbocharger, the combination of three things will for sure
lead to the catastrophic failure of a turbocharger: the cold
Fig. 13. Calculation Comparison at hot test and cold turbine inlet, the deep choke on compressor side when
test condition running at high rotation speed and the high compressor
pressure ratio.
)η
pT 6 ( k −1) k
W = mT ⋅ c pe ⋅T T 00 ⋅ (1 − ( ) First, when the compressor performance is just focused on,
T pT 00 T ,ts
(12)
the hot flow bench testing, which is well matched to actual
W C
= mC ⋅ c pa ⋅ T C 00 ⋅ ((
p Coll ( k −1) k
p C 00
) − 1) η C ,ts engine operation condition, should be chosen. When the cold
(13)
flow bench testing for turbine development is processed, the
In general, the turbine power is calculated by the equation
thrust bearing of the higher load capacity should be used as
(12). In order to gain the same compressor aero performance
possible.
at the different turbine inlet condition in the turbocharger,
Secondly, the deep choke should be avoided in the flow
whatever the cold test condition or the hot test condition on
bench testing, because the measurement which the
turbine side is, the compressor consumes the same power.
compressor efficiency is below 60% at the choke condition is

7 Copyright © 2010 by ASME

 unnecessary. Figure 14 shows that the axial thrust load of a
turbocharger working at choke condition is about 2 times of
the thrust load under normal operation condition at the high
rotation speed.
3.5
157(N)
-----------------> High

88%  R ating R otation

193(N)
s peed(P redic tion)
3 248(N)
Pressure Ratio

85(N)
80%  R ating R otation 96(N) 344(N)
2.5
s peed (Tes t)
176(N)

52%  R ating R otation

2 358(N)
s peed (Tes t)
-11(N) -9(N)
-10(N) -4(N)
1.5
6(N)
268(N)
Low

24(N)
1
0.00 0.05Low --------------------------------->
0.10 0.15 0.20 0.25 0.30 High0.35 0.40
Compressor Mass Flow Rate

Fig. 14. Axial thrust load of turbocharger

ACKNOWLEDGEMENTS
The financial support from Ford Motor Company and
DOE (under grant DE-FC26-07-NT43280) and computing
facilities provided by Ford Motor Company are greatly
appreciated. The authors also want to extend the gratitude to
Dave Hanna for his valuable suggestions on this project.

REFERENCES
[1] Nicholas C. Baines, 2005, Fundamentals of
turbocharging, Concepts NREC Inc., Vermont.
[2] Lobanoff, V. S., and Ross, R. R., 1985, Centrifugal
Pumps Design & Application, Gulf Publishing Company,
Houston.
[3] Loewenstein, L. C., and Crissey, C. P., 1911, Centrifugal
Pumps. Their Design and Construction, D. van Nostrand
Company, New York.
[4] Stepanoff, A. J., 1948, Centrifugal and Axial Flow
Pumps, John Wiley & Sons, Inc., New York.
[5] Hong Hanchi and Ma Chaochen, 2006, Numerical
Solution of Axial Thrust of Turbocahrger, VEHICLE
AND POWER, 2006-2.
[6] Zhen-Xue Han and Paul G. A. Cizmas, 2001, A CFD
Method For Axial Thrust Load Prediction of Centrifugal
Compressors, ASME Paper No. 2001-GT-0568.
[7] Wang Yansheng, Huang Yousheng, 1984, Turbocharging
for the vehicle engine, National Defense Industry
Publishing Co. China.

8 Copyright © 2010 by ASME