The turbocharger includes a turbine housing, a compressor housing, an intermediate housing, a turbine, a pump wheel, a floating bearing, an exhaust bypass valve and an actuator. The turbine and pump wheel are assembled on the same shaft and are mounted in the turbine housing and the compressor housing by two floating bearings. There are oil channels for lubricating and cooling the bearings in the intermediate body, as well as sealing devices to prevent oil from leaking into the compressor or turbine, etc.

The turbine impeller, compressor impeller and sealing sleeve and other parts are mounted on the supercharger shaft to form the turbocharger rotor. The exhaust gas pressure from the exhaust manifold makes the turbine rotate at high speed, the pump wheel on the coaxial followed by rotation, the inlet pressure into the cylinder. The rotor becomes particularly hot and rotates at high speed due to the direct impact of the exhaust gas, so it must be heat and wear resistant, i.e. the turbine is made of super heat resistant alloy or ceramic.

The rotor rotates at more than 100,000r/min up to 200,000r/min, therefore, the balance of the rotor is very important. The supercharger shaft is subjected to bending and torsional alternating stresses during operation, so it is generally made of ductile, high-strength alloy steel.

The structure of the supercharger bearing is one of the keys to the reliability of automotive turbochargers. Modern automotive turbochargers are using floating bearings. The floating bearing is actually a ring on the shaft. There is a gap between the ring and the shaft as well as between the ring and the bearing housing, forming a double layer of oil film, i.e. the ring floats between the shaft and the bearing housing. The floating bearing is made of tin-lead bronze alloy, and the bearing surface is coated with a layer of lead-tin alloy or metal indium with a thickness of 0.005~0.008mm. In the supercharger work, the floating bearing in the middle of the shaft and bearing seat rotation.

The supercharger works to generate axial thrust, which is carried by the thrust bearing set on the side of the compressor. In order to reduce friction, there are four oil grooves machined on the thrust surface at each end of the integral thrust bearing; there are also oil inlet holes machined in the bearing to ensure lubrication and cooling of the thrust surface.