Rotrex Technical Handbook
Rotrex Technical Handbook
Rotrex Technical Handbook
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6. SUPPORT MATERIAL
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Stage
Phase 1
Description
Milestones
Naming of project
Initial base spec
Technical analysis
Market analysis
Capability analysis
Revised base specification
Project plan
Implementation of product
specification into manufacturing
operation.
Documentation package
0 series production
Control plan
Base
specification
Phase 2
Feasibility
analysis
Phase 3
Design
verification
Phase 4
Production
Phase 5
Market
feedback
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For this
C. Inform your Rotrex supplier of the outcome of your technical and market analysis. The
purpose is to revise key assumptions to provide constructive feedback aimed to prevent
quality and operational issues. Section 6.5 of this document contains a form for this
purpose
D. Create a revised base specification based on the feedback and adjust your initial design
accordingly
E. Create a project plan (including test/validation program and estimated product launch date)
and send a summary copy to your Rotrex supplier in order to coordinate joint efforts and
synchronize key events
F. Design and implement a proper approval process for the application including testing and
documentation verification ensuring product quality. For this purpose you will find useful
information in section 5 of this document
G. Send regular updates along the process. In case of any doubt or difficulty dont hesitate to
contact your distributor or Rotrex
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The picture above shows a standard Rotrex C-type supercharger system highlighting main
components and their location.
Supercharger: Centrifugal air compression through high speed traction drive featuring
internal dry sump dual action oil vane pump
Oil cooler: Acting as main cooling element
Canister: Allowing service. De-foaming and venting of oil system. Acting as a secondary
oil cooling element
Filter: Protecting traction drive from any particles through cellulose and magnetic filtering
Pulley: Connecting the supercharger to crankshaft via belt
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B
C
As the cross section above shows, the supercharger contains three internal subsystems:
A. Input & pump: Connecting the pulley drive to the traction drive and powering the dual
action vane pump. The dual action vane pump sucks oil from the canister, pumps it into
the traction drive, sucks oil from the unit sump and pumps it back out into the canister
through the cooler
B. Traction drive: Multiplying input speed powering the centrifugal compressor. The traction
drive is covered in detail in the section traction drive principles
C. Centrifugal compressor: Providing boost through high efficiency turbo-compressor
design
These interdependent subsystems work together, supported by the lubrication circuit, in order to
deliver optimum performance and reliability.
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Input
rotation
direction
Air inlet
hose
diameter
[mm]
Air outlet
hose
diameter
[mm]
Max impeller
speed
[rpm]
Max pressure
ratio
Max flow
[kg/s]
C8-6
CCW2
34
28
240,000
1.97
0.048
C8-8
CW2
34
28
240,000
2.23
0.065
C8-8
CCW2
34
28
240,000
2.23
0.065
30-55kW
C15-16
CW3
60
45
201,500
2.46
0.15
60-125kW
C15-20
CW3
60
45
180,000
2.94
0.15
C15-60
CW
C30-64
30-55kW
(41-75hp)
(41-75hp)
(82-170hp)
50-120kW
(68-163hp)
90-175kW
60
45
150,000
2.34
0.22
CW3
60
50
120,000
2.68
0.28
C30-74
CW3
60
50
120,000
2.82
0.31
135-255kW
C30-84
CW3
76
50
120,000
2.82
0.32
140-265kW
C30-94
CW3
76
50
100,000
2.52
0.39
C38-61
CW3
76
63
90,000
2.90
0.48
C38-71
CW3
76
63
90,000
2.82
0.55
C38-81
CW3
76
63
90,000
2.85
0.58
C38-91
CW3
76
63
90,000
2.94
0.63
C38-92
CW
89
63
90,000
2.94
0.63
(122-238hp)
120-235kW
(163-320hp)
(184-347hp)
(190-360hp)
145-320kW
(197-435hp)
200-410kW
(272-557hp)
210-455kW
(286-620hp)
220-485kW
(300-660hp)
260-530kW
(354-720hp)
260-530kW
(354-720hp)
79
74
74
70
75
74
72
72
72
71
73
75
72
75
75
Power output is dependent on engine type, cooling of charge air, cam profile and timing, compression ratio etc.
CCW: Counter Clock Wise rotation direction seen from the pulley side
3
CW: Clock Wise rotation direction seen from the pulley side
2
The amount of air delivered by the supercharger and consequently the boost pressure is
determined by the supercharger model and the impeller speed in conjunction with the engine size
and speed. The comparison table above shows the working area of each supercharger model
within the C-range. For compressor maps please refer to the technical datasheets (see section
5.4). If in doubt please contact your Rotrex supplier.
Regardless of the supercharger type and model, always make sure to run it within its appropriate
operating speed range specified in the technical datasheet. Exceeding these speed values will
void warranty.
The optimum supercharger for a given application will depend on lots of variables of which many
are hard to know accurately (i.e. volumetric efficiency or how this will be affected under boost
conditions). This can very well be modelled using advanced engine calculation tools and theory.
However, using a simple rule of thumb along with the information provided here and in the
flowcharts will be adequate in many cases.
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hp supercharged
1200
Since the target power in this example is 150hp, we have the following flow:
150
= 0.125
1200
The approximate pressure ratio needed to produce this power on the given engine can be
approximated from the formula below. The pressure losses through the filter, pressure pipes,
intercooler and intake system including the power to drive the supercharger are approximated to
about 15%, thus multiplying by 1.15 in the formula.
PR
hp supercharged
hp naturally aspirated
1.15
This is true only when the engine runs under low to moderate boost (up to 0.7 bar PR 1.7) and
assuming the air entering the engine has been cooled to a temperature no more than 30 C above
ambient temperature. Any other restrictions in the system (i.e. restrictive exhaust system, inlet
filter, valve size, ducting etc.) will reduce the expected boosted power output.
Entering the values from this example we have the following PR:
150
1.15 = 1.64
105
After studying the supercharger selection table (above) and flowcharts in the technical datasheets,
we can conclude that the C15-60 is a good match with an adiabatic efficiency above 72% at the
point of 0.125 kg/s and PR 1.64.
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RPMimpeller
Note:
C8 drive ratio:
C15 drive ratio:
C30 drive ratio:
C38 drive ratio:
1 : 12.52
1 : 12.67
1 : 9.49
1 : 7.50
Example:
Engine max speed: 7200rpm
Supercharger: C15-60
Impeller speed: 142krpm
Ratio of C15: 12.67:1
Crank pulley: 123mm
(7200*12.67*123)/142000=79
By rounding up we get the
appropriate pulley diameter to
be 80mm
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Alternator
Tensioner travel:
Minimum 3% of total
belt length
Tension force:
75-120N pr. belt rib
Dynamic
tensioner
Crankshaft
Supercharger
Belt span:
Minimum 75mm (~3)
Maximum 300mm (~12)
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Idler
Supercharger runs
off the back side of
the belt
Supercharger
Counter clockwise
engine rotation
Crankshaft
Tensioner on slack
side of the belt
Dynamic tensioner
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Angular misalignment
A good rule of thumb to keep in mind is that noise which occurs at idling and low speeds is likely to
be due to pulley misalignment. Noise that occurs at high speeds is likely to be due to belt tension
problems. To identify or recreate the noise it is important to find the true cause and to cure the
problem: Use a spray bottle filled with water to mist the belt lightly. If the noise level recedes for
several seconds, then returns louder, a misalignment problem is likely. If the noise immediately
increases after the belt is sprayed, slip is likely. Besides noise, belt dust and burnt rubber smell
are other typical signs of misalignment, wrong belt tension or other problems in the drive.
In order to avoid bearing problems with the supercharger or any other front end accessory it is
imperative that the belt runs within the specified design window. A maximum allowed belt force
overhang is defined as; the middle of the belt must run at a maximum of 23mm from the
supercharger bracket face. See section 6.1 for a specification of the belt overhang limitations.
Correct belt placement
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Aluminum canister
Aluminum
with breather &
canister with
dipstick
<2.5 meters>
breather &
dipstick
Dual action
filter
Dual action
(magnet-paper)
filter (magnetMounting
Mounting
brackets
brackets
Cooler
Cooler
fittings
fittings
SX100
traction traction
fluid
fluid
<1 liter>
<1 liter>
Oil cooler
Oil
cooler
The picture shows the Rotrex universal oil set. It contains everything needed (hoses, fittings, filter,
cooler and canister) for your application development and commercialization. We strongly
recommend using these oil sets as they have gone through extensive testing before approval.
Consult your distributor or Rotrex if you need to modify the standard oil set in any way (even if the
change seems trivial). Any deviation from the universal oil set and its standard setup needs to be
approved by Rotrex in writing for the supercharger to be covered by warranty.
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Max
mounting
angle 15
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2.
3.
4.
5.
6.
7.
9.
10.
Please note: the above procedure is a general Rotrex procedure that may not apply to your
specific installation. Contact your Rotrex supplier for more detailed information about your
installation.
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Bolts
securing
compressor
housing to
gear housing
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Supercharger
Intercooler
Recirc. valve
Throttle body
Manifold
A re-circulation valve is optional, but recommended in most applications to prevent surge under
deceleration. It is critical to use an appropriate size for the specific installation and install it
correctly. Surge can occur when the supercharger increases pressure ratio at low air flow (left
border of the flow map, see technical datasheets). Under surge, air flow through the compressor
can no longer be maintained and momentary backflow occurs resulting in a characteristic chirping
sound. Surge can be caused by a blocked inlet air stream, such as a throttle valve or a clogged air
filter. Continuous operation in surge will cause damage to the supercharger. To prevent surge, it
is necessary to relieve the system from excessive pressure through recirculation or blow-off. A
re-circulation valve will prevent surge by allowing air to circulate from outlet to inlet of the
supercharger under vacuum conditions.
The crankcase ventilation system (Positive Crank Ventilation PCV) is to be connected to the inlet
of the supercharger to prevent pressurizing the crankcase. If the vehicle is equipped with an air
mass meter (AMM), the crankcase ventilation must be connected downstream of the AMM to
prevent oil vapours from corrupting the signal of the AMM.
Valve
direction
Intake
manifold
EFI
Valve
direction
Servo
assisted
brake
Carbon
canister
Fuel tank
SUPERCHARGED
Crankcase
ventilation
Flow
Min
150mm
Flow
Min 150mm
Air mass
meter
Recirc.
It is recommended to have at least 150mm unrestricted flow before and after the air mass meter to
avoid problems with the readings caused by turbulent flow from recirculation valves and other
ducting that may cause turbulent air flow.
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Design
Test
Design
Verification
Testing
(DVT)
Approval
and release
Rotrex recommends taking the following steps during the testing phase:
A. Verify proper oil conditions: the exact amount of oil needed depends on the components of
the oil circuit chosen. Determine the appropriate oil amount needed for the application
during the testing phase. Remember to use the correct oil level check procedure described
in section 4.4.2 of this document. Adjust oil accordingly and document the amount needed
since this information will be very important to include in your application documentation
(refer to section 5.2). Once oil flow and level are verified, it is necessary to check that the
oil remains below the maximum temperature during harsh climate and operating
conditions.
Dedicated desert/hot climate testing is highly recommended.
Rotrex
recommends installing a monitoring/logging system of the oil canister temperature during
all testing, placing the sensor as far down in the canister as possible. The temperature
values measured must not exceed 80C (176F) under any condition
B. Verify vehicle performance: check that the vehicle performs as desired on the dyno and in
the field and double-check that the supercharger is running within the allowed speed range.
Keep a close eye on electronic control performance over time and under different variables
such as fuel grades and altitude. Rotrex recommends building a monitoring/logging
system into the test vehicles to make sure the most important parameters are well within
acceptable values. To ensure performance uniformity, perform tests under the most typical
configuration variations (i.e. common modifications such as air filters, exhaust system
changes etc.)
C. Belt routing and tension: despite all efforts to get a good routing during the design phase
you may need to make adjustments. A proper belt drive is very important to prevent issues
such as boost loss due to belt slippage, short belt drive life and noise. During the test
phase mentioned above you can check for evidence of misalignment or wrong tension by
listening, smelling and watching the supercharger operate at different points. Burned
rubber smell, belt dust, belt oscillation and unstable boost are typical signs of a problem.
Excessive belt tension and misalignment can eventually cause a failure in the belt and/or
supercharger pulley
D. Installation, safety and maintenance: it is important to check that your application is user
friendly and safe to use, both for the installer and for the final user. Remember to
document installation procedures since every step should be included in your application
documentation (refer to section 5.2)
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Customer information
Company
Address
Engineering contact
Date
Tel
Email
Purchasing contact
Tel
Email
Basic assumptions
Base power
Expected power
Chosen supercharger
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Complementary attachments *
Please attach to this form as many of the following documents as possible:
Belt drive diagram
Drawings/sketch of main bracket
Picture of engine bay including bracket attachment points and oil
circuit diagram
Others (please specify)
* If 3D models are included please make sure they are in STEP or IGES formats
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Filled in by Rotrex
Filled in by Rotrex
Filled in by Rotrex
Company
Please state your company
Main contact
Please write the name of your main contact regarding this claim
Phone number
Telephone number where the main contact can be reached
Installation date
Date of S/C installation (Year and Month)
Vehicle Brand/Model/Type/Engine
State the details on the application vehicle
Climate conditions
region
Plastic
Oil cooler
Does the application use an oil cooler if so state type
Tensioner type
What type of tensioner does the drive belt run with
Run-in period
Approximate run in period
min
Aluminium
Drive type
None
Fixed
None
OE paper type
None
Km or
Oil volume
Full
Custom
None
Unknown
max C/ F
Other
Auto
Open type
Miles
Empty
Claim description
Please describe as
comprehensibly as possibly
the reason for your claim
and the circumstances
under which they appear.
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