Friction-reducing turbocharger

1 . A turbocharger or turbocharger component comprising:

an annular unison ring comprising an outward-facing surface and an outward-facing race disposed on the outward-facing surface;

a first nozzle ring comprising an inward-facing circular wall, the inward-facing circular wall comprising an inward-facing race, the inward-facing race and the outward-facing race defining a bearing race;

a set of ball bearings disposed within the bearing race, wherein, when the turbocharger or turbocharger component is in an operational mode, the annular unison ring rotationally engages the first nozzle ring via the set of ball bearings, wherein the annular unison ring is devoid of direct contact with the first nozzle ring;

a plurality of vane assemblies, each vane assembly comprising a vane, wherein each vane assembly is engaged with the annular unison ring such that rotation of the annular unison ring causes rotation of each vane assembly when the turbocharger or turbocharger component is in the operational mode;

the annular unison ring defining an inner insertion recess; and

the inward-facing circular wall defining an outer insertion recess, wherein the inner insertion recess and the outer insertion recess, when rotationally aligned, define a ball bearing insertion recess through which a ball bearing of the set of ball bearings may be inserted into the bearing race, wherein, in the operational mode, rotation of the annular unison ring relative to the first nozzle ring is limited such that the inner insertion recess and the outer insertion recess cannot be rotationally aligned in this mode.

2 . The turbocharger or turbocharger component of claim 1 , wherein the first nozzle ring has an outer annular nozzle ring surface and an inner annular nozzle ring surface on a first side of the first nozzle ring,

wherein the turbocharger or turbocharger component further comprises:

a plurality of vane apertures extending through the first nozzle ring from the inner annular nozzle ring surface to an opposite annular ring surface disposed on a second side of the first nozzle ring;

a rotational recess disposed in the outer annular nozzle ring surface and disposed adjacent to the annular unison ring;

a plurality of unison pins extending away from a first unison ring surface of the annular unison ring;

an eccentric pin;

a unison crank rotatably having a rotational pin rotatably disposed within the rotational recess, wherein the eccentric pin is coupled to the rotational pin and is offset from a rotational axis of the unison crank such that rotation of the unison crank about the rotational axis causes movement of the eccentric pin, which, in turn, causes the annular unison ring to rotate;

each vane assembly further comprising a proximal shaft with the vane extending away from the proximal shaft, wherein each vane comprises a first wing and a second wing;

the plurality of vane apertures being shaped and sized to receive one of the proximal shafts of the plurality of vane assemblies such that each vane assembly is rotatably disposed in a respective vane aperture about a respective common longitudinal axis; and

a plurality of vane arms, each vane arm having a first end and a second end, each first end pivotally attached to one of the plurality of unison pins of the annular unison ring, each second end fixedly attached to the proximal shaft of one of the vane assemblies such that rotation of the annular unison ring causes each of the plurality of vane arms to pivot and the vane assemblies to rotate about each respective common longitudinal axis.

3 . The turbocharger or turbocharger component of claim 2 , wherein the unison crank further comprising a forked member that engages with the eccentric pin.

4 . The turbocharger or turbocharger component of claim 3 , wherein the rotational pin is integrally formed with at least a portion of the unison crank.

5 . The turbocharger or turbocharger component of claim 3 , wherein the rotational pin is disposed within a rotational pin recess of the unison crank.

6 . The turbocharger or turbocharger component of claim 2 , wherein the eccentric pin is integrally formed with at least a portion of the unison crank.

7 . The turbocharger or turbocharger component of claim 2 , wherein each vane assembly further comprises a distal shaft, the turbocharger or turbocharger component further comprising:

a discrete second nozzle ring;

a turbine housing;

a plurality of fasteners for removably fixing the discrete second nozzle ring with respect to the turbine housing; and

the discrete second nozzle ring comprising a plurality of secondary vane apertures, each secondary vane aperture sized and shaped to receive one of the distal shafts of the plurality of vane assemblies such that each distal shaft is rotatably disposed in a respective secondary vane aperture with each vane disposed between the first nozzle ring and the discrete second nozzle ring,

wherein the first nozzle ring is repositionable and fixable at different rotational orientations with respect to the discrete second nozzle ring.

8 . The turbocharger or turbocharger component of claim 2 , wherein each vane assembly further comprises a distal shaft, the turbocharger or turbocharger component further comprising:

an integrated second nozzle ring comprising a portion of a turbine housing, the integrated second nozzle ring comprises a plurality of secondary vane apertures, each secondary vane aperture sized and shaped to receive one of the distal shafts of the plurality of vane assemblies such that each distal shaft is rotatably disposed in a respective secondary vane aperture with each vane disposed between the first nozzle ring and the integrated second nozzle ring.

9 . A method of assembling the turbocharger or turbocharger component of claim 1 , further comprising an arcuate gap intermediate the inward-facing race and the outward-facing race, the method comprising a first stage assembly mode and a second stage assembly mode:

wherein in the first stage assembly mode, the arcuate gap is sufficiently large to enable insertion of a ball bearing of the set of ball bearings into the bearing race regardless of whether the inner insertion recess is rotationally aligned with the outer insertion recess; and

wherein in the second stage assembly mode, no portion of the arcuate gap is sufficiently large to enable insertion of a ball bearing of the set of ball bearings into the bearing race except through the ball bearing insertion recess formed by rotational alignment of the inner insertion recess in the outer insertion recess.

10 . The method of claim 9 , wherein transition from the first stage assembly mode to the second stage assembly mode is realized as a sufficient number of ball bearings are inserted into the bearing race and positioned to constrain movement of the annular unison ring within the arcuate gap such that no portion of the arcuate gap is sufficiently large to enable insertion of a ball bearing of the set of ball bearings into the bearing race except through the ball bearing insertion recess formed by rotational alignment of the inner insertion recess and the outer insertion recess.