A

ACKNOWLEDGEMENT
We owe a great many thanks to a great many people who helped and supported

us throughout the project and led it to a successful completion.

We record our respect and gratitude to supervisor Mr.RAJ KIRAN Asst. Professor,

department of mechanical engineering for his valuable guidance and constant

encouragement in carrying out the project work.

We thankful to coordinator Mr. K. KISHORE KUMAR, Assistant Professor,

Department of Mechanical Engineering for his valuable guidance in carrying out the

project.

We take this opportunity to thank Dr. V. PRABHAKARA RAO, Professor and

head of the department Mechanical Engineering for his encouragement he has given us

throughout the project.

We extremely grateful to Professor Dr. D.V.RAVI SHANKAR Principal of

TKRCET. Who has been a constant source of inspiration, motivation and support.
 We should like to extend our sincere thanks to our project guide Smt.

K.SWETHA, Junior Engineer, Diesel Loco Shed, Kazipet.

A.BHAGAWAN 15K91A0309

B.KISHORE 15K91A0319

D.NAVEEN 15K91A0332

G.SRIKANTH 15K91A0339

G.SHRAVAN KUMAR 15K91A0344

ABSTRACT

Turbo supercharger act as lungs in a CI engine. They enhance the performance of a

CI engine by pushing in more air into cylinder which leads to complete burning of fuel thus

delivering more power to weight ratio.

This work deals with performance of the turbo supercharger used in locomotives.

This includes the role played the by the turbo superchargers in increasing the mean effective

pressure which in turn leads to greater power to weight ratio being developed by the engine.

This on the other hand leads to an effect of increasing the peak temperature of the inlet air

into the cylinders.

The DIESEL LOCO SHED, KAZIPET is providing us all the practical references

and guidance.
 CONTENTS

PAGE NO.

CHAPTER-1

INTRODUCTION 1

CHAPTER-2

LITERATURE AND SURVEY 2

CHAPTER-3

WORKING PRINCIPLE 7

3.1.Main components 9

3.1.1.Turbine 10

3.1.2.Compressor 11

3.1.3.Center hosing 12

3.2.Types of super chargers 13

3.3.Difference between turbo charger and super charger 14

3.4.Overhauling procedure 15

3.5.Preliminaries before dismantling 17

3.6.Turbocharger dismantling procedure 19

3.6.1.Compressor side removal

3.6.2.Turbine side removal 22

3.7.Types of cleaning 24

3.7.1.Dry cleaning

3.7.2.Wet cleaning

3.8.Inspection 25

3.8.1.Pre-cleaning

3.8.2.Application of penetrate 26
 3.8.3.Excess penetrant removal

3.8.4.Application of developer

3.8.5.Inspection 37

CHAPTER-4

DYNAMIC BALANCE 28

4.1.Assembly 30

CHAPTER-5

ADVANTAGES AND DISADVANTAGES OF TURBO

SUPERCHARGER
5.1.Advantages 33

5.2.Disadvantages 34

CHAPTER-6

TROUBLES AND TROUBLE SHOOTING 35

CHAPTER-7

CONCLUSION 38

REFERENCE 39
LIST OF FIGURES

FIGURE NUMBER FIGURE NAME PAGE NO.

3.1 Turbocharger 7

3.1.1 Turbine 10

3.1.2 Compressor 11

3.1.3 Centre housing 12

3.4.1 Super turbo charger 16

3.5.1 Turbine 17

3.6.1. Compressor wheel before overhauling 20

3.6.1(a) Compressor wheel after overhauling 20

3.6.1(b) Turbine blade before overhauling 21

3.6.1(c) Turbine blade after overhauling 21

3.7.1 Dry cleaning of turbo charger 24

4.1 Dynamic balance of super charger 28

4.1(a) Resultant couple force 28

4.1.2 Turbine casing 30

4.1.3 Bearing housing 30

 CHAPTER-1
INTRODUCTION

A turbocharger, or turbo (colloquialism), from Greek "τύρβη" ("wake"), (also

from Latin "turbo" ("spinning top"),) is a turbine-driven forced induction device that

increases an engine's efficiency and power by forcing extra air into the combustion

chamber. This improvement over a naturally aspiratedengine's output results because the

turbine can force more air, and proportionately more fuel, into the combustion chamber

than atmospheric pressure alone.

Turbochargers were originally known as turbosuperchargers when all forced

inductiondevices were classified as superchargers. Nowadays the term "supercharger" is

usually applied to only mechanically driven forced induction devices. The key difference

between a turbocharger and a conventional supercharger is that the latter is mechanically

driven by the engine, often through a belt connected to the crankshaft, whereas a

turbocharger is powered by a turbine driven by the engine's exhaust gas. Compared to a

mechanically driven supercharger, turbochargers tend to be more efficient, but less

responsive. Twincharger refers to an engine with both a supercharger and a turbocharger.

1
 CHAPTER-2

LITERATURE AND SURVEY

Nice karim[1] stated in his investigation that A turbocharged engine produces more power

overall than the same engine without the charging. This can significantly improve the

power-to-weight ratio for the engine (see How Horsepower Works for details). In order to

achieve this boost, the turbocharger uses the exhaust flow from the engine to spin a turbine,

which in turn spins an air pump. The turbine in the turbocharger spins at speeds of up to

150,000 rotations per minute (rpm) -- that's about 30 times faster than most car engines can

go. And since it is hooked up to the exhaust, the temperatures in the turbine are also very

high.

Veltman thomas[2] stated in his investigation that An ideal solution is to produce small

engines which can tolerate high pressure ratios safely, thereby allowing for the greatest

reduction in fuel demand during normal operation without sacrificing maximum power

production. It is a relatively straightforward engineering task to redesign the engine such

that the intake pressure can be raised. It turns out that lowering the compression ratio from

11:1 to 8:1 allows a turbocharger to generate a PR of about 1.6. One could decrease the

displacement of the engine by 34% and still achieve the same power. This reduction in

compression ratio results in a 10% loss in efficiency. As mentioned above, the turbo itself

will increase fuel consumption by approximately 5% owing to exhaust restriction.

Borgwarner[3] stated in his investigation that A turbocharged engine's torque characteristic

can be improved. Due to the so-called "maxidyne characteristic" (a very high torque

increase at low engine speeds), close to full power output is maintained well below rated

2
engine speed. Therefore, climbing a hill requires fewer gear changes and speed loss is

lower.

The high-altitude performance of a turbocharged engine is significantly better. Because of

the lower air pressure at high altitudes, the power loss of a naturally aspirated engine is

considerable. In contrast, the performance of the turbine improves at altitude as a result of

the greater pressure difference between the virtually constant pressure upstream of the

turbine and the lower ambient pressure at outlet. The lower air density at the compressor

inlet is largely equalized. Hence, the engine has barely any power loss.

Smith robert[4] stated in his investigation that Most automotive turbochargers have

a wastegate, which allows the use of a smaller turbocharger to reduce lag while preventing

it from spinning too quickly at high engine speeds. The wastegate is a valve that allows the

exhaust to bypass the turbine blades. The wastegate senses the boost pressure. If the

pressure gets too high, it could be an indicator that the turbine is spinning too quickly, so

the wastegate bypasses some of the exhaust around the turbine blades, allowing the blades

to slow down.

Some turbochargers use ball bearings instead of fluid bearings to support the turbine shaft.

But these are not your regular ball bearings -- they are super-precise bearings made of

advanced materials to handle the speeds and temperatures of the turbocharger. They allow

the turbine shaft to spin with less friction than the fluid bearings used in most turbochargers.

They also allow a slightly smaller, lighter shaft to be used. This helps the turbocharger

accelerate more quickly, further reducing turbo lag.

Nice karim[5] stated in his investigation that The Garrett full ball-bearing turbo is designed

to have clearance between the bearing cartridge and center housing for hydrodynamic

damping in addition to the internal clearances of the bearing cartridge itself. Hydrodynamic
3
damping uses the incompressible properties of a liquid (oil in this case) and the space

around the bearing cartridge to dampen the shaft motion of the rotating assembly. When

the turbo is new, or has not operated for a long period of time allowing most of the oil to

drain out, the rotating assembly will move more in the radial direction than a typical

journal-bearing turbo because there is no oil in the center housing. This condition is normal.

As long as the shaft wheel spins freely and the wheels don't contact their respective

housings, the assembly will function properly.

Richard whitehead[6] stated in his investigation that Forced induction dates from the late

19th century, when Gottlieb Daimler patented the technique of using a gear-driven pump to

force air into an internal combustion engine in 1885. The turbocharger was invented by

Swiss engineer Alfred Büchi (1879–1959), the head of diesel engine research at Gebrüder

Sulzer (now simply called Sulzer), engine manufacturing company in Winterthur, who

received a patent in 1905 for using a compressor driven by exhaust gases to force air into

an internal combustion engine to increase power output, but it took another 20 years for the

idea to come to fruition. The first use of turbocharging technology based on his design was

for large marine engines, when the German Ministry of Transport commissioned the

construction of the "Preussen" and "Hansestadt Danzig" passenger liners in 1923. Both

ships featured twin ten-cylinder diesel engines with output boosted from 1750 to 2500

horsepower by turbochargers designed by Büchi and built under his supervision by Brown

Boveri (BBC) (now ABB). During World War I French engineer Auguste Rateau fitted

turbochargers to Renault engines powering various French fighters with some success. In

1918, General Electric engineer Sanford Alexander Moss attached a turbocharger to

a V12 Liberty aircraft engine. The engine was tested at Pikes Peak in Colorado at 14,000 ft

(4,300 m) to demonstrate that it could eliminate the power loss usually experienced in

internal combustion engines as a result of reduced air pressure and density at high altitude.

4
Turbochargers were first used in production aircraft engines such as the Napier Lioness in

the 1920s, although they were less common than engine-driven centrifugal superchargers.

Ships and locomotives equipped with turbocharged diesel engines began appearing in the

1920s. Turbochargers were also used in aviation, most widely used by the United States.

During World War II, notable examples of U.S. aircraft with turbochargers — which

included mass-produced ones designed by General Electric[10] for American aviation use

— include the B-17 Flying Fortress, B-24 Liberator, P-38 Lightning, and P-47

Thunderbolt. The technology was also used in experimental fittings by a number of other

manufacturers, notably a variety of experimental inline engine-powered Focke-Wulf Fw

190 prototype models, with some developments for their design coming from the DVL, a

predecessor of today's DLR agency, but the need for advanced high-temperature metals in

the turbine, that were not readily available for production purposes during wartime, kept

them out of widespread use.

[7] In 1918, Sanford Moss, a General Electric engineer on loan to the U.S. Army Air

Service and a man with a keen interest in engines, believed he had solved the problem of

engine power loss at altitude. In order to demonstrate that his solution would work, he too

would find himself climbing Pikes Peak, not to win a race but to perform engine research

in the thin air at the summit.

At the time, Moss’ immediate problem was that his solution worked too well. He had built

a turbo-supercharger, a device that draws energy from an engine’s exhaust gases to drive a

compressor that pumps an extra charge of air to the engine’s intake—supercharging the

cylinders. Moss’ device could easily generate the requisite air pressure in the intake

manifold of a Liberty test engine, but in U.S. Army tests it caused the fuel-air mixture to

ignite prematurely, thereby triggering destructive detonation—a death rattle that could burn

5
or break engine components in seconds. A report filed by two engineers at the Army’s labs

at McCook Field in Dayton, Ohio, neatly summed up the problem: “When using the

supercharger, 470 horsepower [versus a standard Liberty’s 420 horsepower] was developed

at 1700 rpm. It was, however, difficult to make many tests with the supercharger operating.

Even when only subjecting the engine to a small amount of supercharge at this low altitude,

the spark plugs failed and numerous other difficulties developed.”

Hill climb[8] stated in his investigation that Turbine blades are usually a nickel chrome

alloy or a nimonic material (a nickel alloy containing chrome, titanium, aluminium,

molybdenum and tungsten) which has good resistance to creep, fatigue and corrosion.

Manufactured using the investment casting process. Blade roots are of fir tree shape which

give positive fixing and minimum stress concentration at the conjunction of root and blade.

The root is usually a slack fit to allow for differential expansion of the rotor and blade and

to assist damping vibration. On small turbochargers and the latest designs of modern

turbochargers the blades are a tight fit in the wheel.

6
 CHAPTER-3

WORKING PRINCIPLE

Fig. 3.1 Turbocharger

MORE FUEL+MORE AIR=BIGGER EXPLOSION=GREATER H.P”

A turbocharger is a small radial fan pump driven by the energy of the exhaust gases of an

engine. A turbocharger consists of a turbine and a compressor on a shared shaft. The

turbine section of a turbocharger is a heat engine in itself. It converts the heat energy from

the exhaust to power, which then drives the compressor, compressing ambient air and

delivering it to the air intake manifold of the engine at higher pressure, resulting in a greater

mass of air entering each cylinder. In some instances, compressed air is routed through an

intercooler before introduction to the intake manifold. Because a turbocharger is a heat

engine, and is converting otherwise wasted exhaust heat to power, it compresses the inlet

air to the engine more efficiently than a supercharger. The objective of a turbo charger is

the same as a supercharger; to improve upon the size-to-output efficiency of an engine by

7
solving one of its cardinal limitations. A naturally aspirated automobile engine uses only

the downward stroke of a piston to create an area of low pressure in order to draw air into

the cylinder through the intake valves. Because the pressure in the atmosphere is no more

than 1 bar (approximately 14.7 psi), there ultimately will be a limit to the pressure

difference across the intake valves and thus the amount of airflow entering the combustion

chamber. This ability to fill the cylinder with air is its volumetric efficiency. Because the

turbocharger increases the pressure at the point where air is entering the cylinder, a greater

mass of air (oxygen) will be forced in as the inlet manifold pressure increases. The

additional oxygen makes it possible to add more fuel, increasing the power and torque

output of the engine. Because the pressure in the cylinder must not go too high to avoid

detonation and physical damage, the intake pressure must be controlled by controlling the

rotational speed of the turbocharger. The control function is performed by a wastage, which

routes some of the exhaust flow away from the exhaust turbine. This controls shaft speed

and regulates air pressure in the intake manifold.

The application of a compressor to increase pressure at the point of cylinder air intake

is often referred to as forced induction. Centrifugal superchargers compress air in the same

fashion as a turbocharger. However, the energy to spin the supercharger is taken from the

rotating output energy of the engine's crankshaft as opposed to normally exhausted gas

from the engine. Superchargers use output energy from an engine to achieve a net gain,

which must be provided from some of the engine's total output. Turbochargers, on the other

hand, convert some of the piston engine's exhaust into useful work. This energy would

otherwise be wasted out the exhaust. This means that a turbocharger is a more efficient use

of the heat energy obtained from the fuel than a supercharger.

Purpose

 To increase the output power without disturbing the engine design

8
  To decrease the specific fuel consumption of the engine

 To control the air pollution by decreasing the evolution of the exhaust gases

Indicated horse power is given as

IHP=P L A N K

P=EFFECTIVE MEAN PRESSURE

L=LENGTH OF STROKE

A=AREA OF CROSS SECTION OF CYLINDERS

N=RPM OF ENGINE

K=NUMBER OF CYLINDERS

To increase the indicated horse power without disturbing the engine design mean

effective pressure is to be increased.

This is achieved by increasing the intake air pressure with the help of super chargers

when the turbine is used for the super charging then the system is called turbo super charger.

3.1 MAIN COMPONENTS

The turbocharger has three main components:

1. The turbine, which is almost always a radial inflow turbine(but is almost always a

single-stage axial inflow turbine in large Diesel engines)

2. The compressor, which is almost always a centrifugal compressor

3. The center housing/hub rotating assembly

9
 Many turbocharger installations use additional technologies, such as wastegates,

intercooling and blow-off valves.

3.1.1.TURBINE

Fig. 3.1.1 Turbine

Energy provided for the turbine work is converted from the enthalpy and kinetic

energy of the gas. The turbine housings direct the gas flow through the turbine as it spins

at up to 250,000 rpm. The s ize and shape can dictate some performance characteristics of

10
the overall turbocharger. Often the same basic turbocharger assembly is available from the

manufacturer with multiple housing choices for the turbine, and sometimes the compressor

cover as well. This lets the balance between performance, response, and efficiency be

tailored to the application.

The turbine and impeller wheel sizes also dictate the amount of air or exhaust that

can be flowed through the system, and the relative efficiency at which they operate. In

general, the larger the turbine wheel and compressor wheel the larger the flow capacity.

3.1.2.COMPRESSOR

The compressor increases the mass of intake air entering the combustion chamber.

The compressor is made of an impeller, a diffuser and involute casing.

Fig. 3.1.2 Compressor

3.1.3. CENTER HOUSING

11
 The center hub rotating assembly (CHRA) houses the shaft that connects the

compressor impeller and turbine. It also must contain a bearing system to suspend the shaft,

allowing it to rotate at very high speed with minimal friction. For instance, in automotive

applications the CHRA typically uses a thrust bearing or ball bearing lubricated by a

constant supply of pressurized engine oil. The CHRA may also be considered "water-

cooled" by having an entry and exit point for engine coolant. Water-cooled models use

engine coolant to keep lubricating oil cooler, avoiding possible oil coking (destructive

distillation of engine oil) from the extreme heat in the turbine. The development of air-foil

bearings removed this risk.

Ball bearings designed to support high speeds and temperatures are sometimes used

instead of fluid bearings to support the turbine shaft. This helps the turbocharger accelerate

more quickly and reduces turbo lag. Some variable nozzle turbochargers use a rotary

electric actuator, which uses a direct stepper motor to open and close the vanes, rather than

pneumatic controllers that operate based on air pressure.

3.2 TYPES OF TURBO

SUPER
CHARGERS &PERIODICITY OF OVER HAULING
Table 3.2.1
Figure 3.1.3. Center housing

12
MAKE MODEL HORSE COOLING OVERHAUL

POWER SYSTEM PERIODICITY

ABB VTC304 2600,3100 WATER 2 YEARS

ABB TPR 61 3100 AIR 6 YAERS

NAPIER NAP 295 3100,2600 WATER 2 YEARS

GE SINGLE 3100 WATER 6 YEARS

DISCHARGE

GE DOUBLE 3100 WATER 6 YEARS

DISCHARGE

HISPANO HS 5800 3100 AIR 4 YEARS

SUIZA

ALCO 720 2600 WATER 1 YEAR

13
3.3.DIFFERENCE BETWEEN TURBO CHARGER AND SUPER CHARGER

The design of a turbo charger is very similar to that of the super charger. The difference

being one is exhaust driven (turbo) and other is mechanically driven by belt (super charger).

The general rule is that a turbocharger maximize power band at higher R.P.M because it is

powered by the amount of exhaust being forced through it. On the other hand, a super

charger has little low end torque since it is controlled by a belt directly connected to the

crank shaft. A super charger is already injecting air in to the system even at extremely low

R.P.M.

Generally, super chargers cost a little more than turbo kits but a turbo kit is a tougher

to install, as you must typically route your exhaust system as well as add an intercooler.

In theory a turbo charger is more efficient because it is using the “wasted” energy in

the exhaust steam for its power source. on the other hand ,a turbo charger causes some

amount of back pressure in the exhaust system and it also tends to provide less boost until

the engine is running at higher R.P.M. Super chargers are easy to install but tend to be more

expensive.

14
3.4. OVER HAULING PROCEDURE

Unload turbo super charger

from loco

Stripping in section

cleaning

inspec
tion

assembly

Fit ready turbo charger

assembly on loco for final

15
OVER HAULING PROCEDURE

Turbocharger Overhauling

Fig.3.4.1.Superturbo charger

Tools Required for Dismantling

 Open and ring spanner

 Box spanner

 Claw spanner

 Tommy spanner

 Bearing pushing tool

16
  Bearing pulling tool

 Pump disc locking plate

 Pump removing tool set (provided by manufacturer)

 Impeller removing tool set (provided by manufacturer )

 Shaft pushing tool

 Clearance measuring instruments

 Screw driver

3.5. PRELIMINARIES BEFORE DISMANTLING:

 Before dismantling, exhaust gas from the turbine should be bypassed and a blanking

plate should be fitted in turbine inlet casing.

 Drain the lube oil from the built-in sump.

 Remove the turbine side cooling water connection and drain all water.

17
Turbine and Impeller

Fig.3.5.1.Turbine

Fig.3.5.2.Impeller

3.6.TURBOCHARGER DISMANTLING PROCEDURE

3.6.1.Compressor Side Removal:

Dismantling should always be started from the compressor side.

1) First remove the filter silencer assembly or compressor inlet casing from position.

18
2) Remove the compressor end cover and drain plug on the compressor side.

3) Remove the suction cover and measure the critical clearance .It is the distance between

the compressor end cover mounting face and shaft end .Mark it as K.

4) Pull the rotor shaft towards the compressor side until the impeller comes in contact with

the insert and determine K2.

1. Impeller clearance L = K - K2

5) Thrust the rotor shaft towards the turbine side until the turbine disc and nozzle ring

comes in contact with each other and measure K1

1. Disc clearance M = K1 - K

6) The above measured clearance is very important as this will determine the proper

functioning of the labyrinth seal between the impeller and exhaust shield and also the

alignment of the shaft.

7) Remove the lube oil pump assembly after removing the pump locking plate.

8) Remove the bearing nut and bearing nut washer.

9) Fix the bearing pulling tool in position and slowly tighten it. This will pull the ball

bearing assembly out. Care should be taken while removing bearing to avoid any damage

to the bearing and rotor shaft end threads.

10) Mark the position of the bearing in position to put it back as it is while assembling.

11) The ball bearing assembly should not be disturbed in any case. If it is damaged, the

whole assembly should be replaced with the manufacturer's new part.

19
12) Now remove the compressor outlet casing with diffuser.

13) Remove the impeller nut and impeller washer.

14) Remove the impeller and inducer from position.

Compressor Wheel Before and After Overhauling

Fig.3.6.1 Compressor wheel before overhauling

20
 Fig.3.6.1(a)Compressor wheel after overhauling

Turbine Blades Before and After Overhauling

Fig.3.6.1(b) Turbine blade before overhauling

Fig.3.6.1(c) turbine blade after overhauling

21
 Turbocharger turbine side dismantling procedure for overhauling, for repairing

damaged turbine blades, for cleaning cooling water spaces is detailed in the second page of

the article "Overhauling and Repair of a Marine Turbocharger."

3.6.2.Turbine Side Removal

1) Remove the turbine end cover with sight glass on the turbine side.

2) Measure the clearance between the turbine end cover mounting face and shaft end.

3) Check the axial deflection of the pump disc cover. The permissible axial deflection of

the pump cover is 0.05 mm.

4) Check the rotor shaft by turning by hand.

5) Remove the pump disc locking plate.

6) Loosen the lube oil disc cover and pump washer on the lube oil pump disc by removing

the bolt.

7) Remove the outer shaft end nut and tab washer and then remove inner shaft end nut.

8) Remove the lube oil disc from position.

9) Loosen the bearing nut and bearing nut washer and remove from place.

10) Fix the bearing pulling tool on a resilient mounting and slowly tighten it, and this will

pull the roller bearing on turbine side slowly out.

11) Care should be taken while removing the bearing to avoid damage to the shaft outer

end threads and bearing.

22
12) Do not disturb the bearing assembly as improper bearing position may misalign the

rotor shaft.

13) Before removing, put punch mark on the bearing in position so that it can be put back

as it is.

14) Remove the turbine inlet casing from the turbine outlet casing.

15) Now the whole rotor shaft can be pulled out from the compressor side. While pulling

out the shaft, care must be taken to avoid damage to the turbine blades and labyrinth sealing

arrangements on the shaft.

16) Remove tab washer and remove seal plate to the turbine outlet casing.

17) Remove shroud ring and shaft seal from the turbine outlet casing.

18) Remove nozzle ring assembly from the turbine inlet casing.

Finally remove the air seal adjusting screw, anti-corrosion zinc assembly, sand

cover, and other various accessories in position.

3.7.TYPES OF CLEANING

3.7.1.Dry cleaning

23
 Fig.3.7.1.Dry cleaning of turbocharger

Dry cleaning is carried out using the sand lasting equipment where in highly

pressurized abrasive material is forced on to the component which is to be cleaned

3.7.2.Wet cleaning

Wet cleaning is carried out internally and externally. External cleaning is done using

fully concentrated CR200 and internal cleaning is done using 10% of trisodiumphosphate

with demineralized water using pump at 60 to 80c which is also called descaling.

3.8.INSPECTION

A proprietary nondestructive inspection technique to confirm the presence of cracks

in materials using a fluorescent penetrant.

A fluorescent penetrant used to soak the concentrated part for an appropriate length of

time, after which the part is rinsed and all penetrant is cleaned off the surface. The part is

24
then placed in a fixture that vibrates and is observed under an ultraviolet light. If the

vibration open up a crack that has accepted some of the penetrant, the crack will show up

as a glow in black light.

Main steps of liquid penetrant inspection:

3.8.1. PRE-CLEANING:

The test surface is cleaned to remove any dirt, paint, or oil, grease or any loose scale

that could either keep penetrant out of a defect, or cause irrelevant or false indications.

Cleaning may include solvents, alkaline cleaning steps, vapour degreasing or media

blasting the end goal of this step is a clean surface where any defects presents are open to

the surface, dry and free of contaminants. Note that if media blasting is used. It may work

over small discontinuities in the part and an etching bath is recommended as a post-blasting

treatment.

Applications of the penetrant to a part in a ventilated test area.

3.8.2.APPLICATION OF PENETRANT:

The penetrant is then applied to the surface of the item being tested. The penetrant is

allowed “ dwell time “ to soak into any flaws ( generally 5 to 30 min ). The dwell time

25
mainly depends up on the penetrant being used, material being tested and the size of flaws

sought. As expected, smaller flaws require a longer penetration time. Due to their

incompatible nature one must be careful not to apply solvent based penetrant to a surface

which is to be inspected with a water washable penetrant.

3.8.3. EXCEESS PENETRANT REMOVAL:

The excess penetrant is then removed from the surface. The removal method is

controlled by the type of penetrant used. Water washable, solvent – removable, lipophilic

post – emulsifiers or hydrophilic post – emulsifiable are the common choices. Emulsifiers

represents the highest sensitivity level and chemically interact with the oily penetrant to

make it removable with a water spray. When using solvent on the test surface directly,

because this can remove the penetrant from the flaws. If excess penetrant is not properly

removed, once the developed area that can make indications or defects. In addition, this

may also produce false indications everely hindering your ability to do a proper inspection.

Also the removal of excessive penetrant is done towards one direction either vertically or

horizontally as the case may be.

3.8.4. APPLICATION OF DEVELOPER:

After excess penetrant has been removed a white developer is applied to the sample.
Several developer types are available, including non-aqueous wet developer, dry powder,
water suspendable and water soluble. Choice of developer is governed by penetrant
compatibility ( one can’t use water soluble or suspendable developer with water-washable
penetrant) and by inspection conditions. When using non-aqueous wet developer (NAWD)
or dry powder, the sample must be dried prior to application, while soluble and suspendable
are applied with the part still wet from the previous step. NAWD is commercial available
in aerosol spray cans and may employ, or a propellant that is a combination of the two.
Developer should form a semi-transparent, even coating on the surface.

26
 The developers draws penetrant from defects out on to the surface to form a visible
indication commonly known as bleed out. Any areas that can bleed out indicate the
location, orientation and possible types of defects on the surface interpreting the result and
characterizing the defects from the indication found many require some training and
experience.

3.8.5.INSPECTION:

The inspector will use visible light with adequate intensity 100 foot candles or 1100 lux
is typical for visible dye penetrant. Ultraviolet radiation of adequate intensity along with
ambient light levels for fluorescent penetrant examinations inspection if the test surface
should take time after 10 to 30 min development time depends on product kind. This time
delay allows the bloting action to occur. The inspection may occur the sample for indication
formation when using visible dye. It is also good practice to observe indication as they form
because the characteristics of the bleed out are a significant part of interpretation
characterization of flaws.

CHAPTER-4

DYNAMIC BALANCE

27
 Fig. 4.1 Dynamic balancing of super charger

Fig. 4.1.(a) Resultant couple force

A rotating system of mass is in dynamic balance when the rotation does not produce any

resultant centrifugal force or couple. The system rotates without requiring the application

of any external force or couple, other than that required to support its weight. If a system is

28
initially unbalanced, to avoid the stress upon the bearings caused by the centrifugal couple,

counterbalancing weights must be added. This is commonly done, for example: in the case

of an automobile tire, where the imbalance is due to imperfections of manufacture that

make the tire composition inhomogeneous

Rotating shaft unbalanced by two identical attached weights, which causes a

counterclockwise centrifugal couple Cd that must be resisted by a clockwise couple Fℓ =

Cd exerted by the bearings. The figure is drawn from the viewpoint of a frame rotating with

the shaft, hence the centrifugal forces.

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4.1 ASSEMBLY

Fig. 4.1.1Bearing housing Fig. 4.1.2 Turbine in casing

a) fit core hole covers with new gaskets and test to be conducted with 0.2kg/cm

b) assemble the turbine end bearing consisting of(bearing housing, end disc and floating

bush)and tighten the socket screws and torque 5-8 N.M

c) fit the bearing (turbine end with the bearing casing and tighten the socket screws with

torque value 25-35NM)

d) fit the cover plate and the seal ring cover with new gasket ring in the bearing casing and

tighten the hexagonal headed screw to 25to35NM.and lock locking plate discs.

e) fit the cap to bearing casing fit lock washers and bolts tighten bolts to 13 to 20 N.M and

lock locking plate.

30
f) apply grease to piston ring grove on shaft and fit piston ring in groove properly.

g) apply oil to rotor shaft turbine end bearing and insert rotor shaft from turbine side.

h) with the extractor carefully slide the trust bearing on the shaft upto the shaft holder

from compressor end.

i) check the press fit measure ”K” is the distance between the pressed thrust bearing and

the shaft end, the limit is 170.50 to 170.65mm.

j) assemble the compressor end bearing consisting of plain bearing, auxillary bearing

floating bush and tighten the socket screws and locking washers.

k) apply oil and fit the compressor end bearing assembling into the bearing casing.

l) fit the sealing cover with the gasket into the bearing casing with socket screws and

locking washers .torque the screw to 25-35N.M

m) the piston ring to be placed correctly and centered with higher vacuum grease in the

groove of compressor wheel bush.

n) carefully slide the compressor wheel on shaft.

o) press the compressor wheel on shaft with help of assembly, disassembly device and

hydraulic pump.

p) check thrust clearance limit is 0.12 to0.32mm.(0.005” to 9.013”.)

q) check radial clearance limit is 0.47 to 0.93mm.(0.19” to 0.037”).

r) fit hexagonal headed collar screw and the disc spring tighten hexagonal headed screw

to torque 50-80N.Mand tighten cap.

s) fit diffuser to compressor outlet causing and tighten screws.

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t) fit air outlet casing assembly on bearing casing with hex headed screw and lock washer,

tighten the bolt to 45 to 70N.M.

u) fix nozzle ring in gas inlet casing with hex headed bolts with locking plate tighten the

bolt to 25 to 35N.Mand lock the lockplate.

v) fix the cover ring in gas inlet casing assembly into gas in let casing. Fix hex headed

screw with locking plate, tighten the hex screw to 25 to 35 N.M and provide lock plate.

w) fit chimney on turbine casing with gasket and tighten the hex headed screw 45 to 75N.M.

x) before coupling on loco, check water oil pipelines for condition change in necessary.

y) the following new gaskets to be fitted.1)turbo to manifold gasket,R1and L1bellow

gasket.2)turbo to after cooler expansion joint rubber ‘0’ ring and gasket.

z) lift the turbo with sling and with overhead crane and lower the turbo on loco. The

following connecting to be given.

1) turbo to manifold.

2) R1 and L1 bellow connector.

3) turbo to after cooler expansion joint connections.

4) water pipe line connection.

5) lube oil pipe line connection.

6) turbo foundation bolt to be tightened.

7) clamps to be provided to water and lube oil pipes.

CHAPTER-5

32
ADVANTAGES AND DISADVANTAGES OF TURBO
SUPERCHARGER

5.1.Advantages
If you charge added power, again it is accessible for you to use. Depending aloft the kit

and added add-ons, you can see up to a 40% access in power. This can be absolutely

accessible for casual someone, traveling up long, abrupt roads, or if you reside in a aerial

area.

Decrease in emissions. Accompanying turbo kits use the bankrupt (wasted energy), to

actualize new activity (compressed air) to ability the turbo. Essentially it is a anatomy of

recycling. By application the exhaust, instead of just spewing it out, you are abbreviating

your carbon emissions, which is acceptable for the environment.

With decreased emissions, and recycling the exhaust, you should see an access in your

gas mileage, and that is consistently a plus! It has been estimated that you can get up to

20% bigger ammunition economy. So you are accepting both added ability and added

ammunition efficiency.

Twin turbo kits, back they accept two turbochargers, reduces the lag time that it takes

the agent to ball up and be accessible to action properly. Basically, this agency that you can

get up to turbo speeds quicker than a approved turbo charger.

33
5.2.Disadvantages

They do not accommodate an actual ability addition if you footfall on the gas. It takes

a moment for the addition to bang in, but as mentioned above, this bulk of time is bargain

with accompanying turbo kits. If the turbo engine does bang in, you may feel a lurch.

If you accept a fuel-injected engine, you may accept to do added modifications to access

the ammunition arrangement to access the best account of the Turbocharger. This may be

all-important because sometimes in the fuel-injected engine, the arrangement that controls

the ammunition to oxygen allowance can malfunction and not accommodate abundant

ammunition to the turbo engine. This does not consistently happen, but is acceptable to be

acquainted of as a aboriginal affair to analysis if you do not get the accepted performance.

34
 CHAPTER-6

TROUBLES AND TROUBLE SHOOOTING

Exhaust gas temperature higher than normal

With unchanged output and engine speed. High temperature of incoming air when

running without charge air cooler

Engine

 Fault in injection system

 Air receiver leaking

 Gas leakage between engine and turbine

Turbo charger

 Lack of air,e.g.filter choked with dirt

 Dirty compressor

 Exhaust back pressure too high

 Turbine blade damaged

Charge air cooler

 Dirty insufficient water, temperature of cooling water too high

 Insufficient venting

Charge air pressure lower than normal

With unchanged output and engine speed and normal intake conditions

35
Turbocharger

 Pressure gauge reading wrong

 Dirty air filter accounting for pressure drop

 Labyrinth seals damaged

 Blading of nozzle ring damaged

 Exhaust back pressure too high

Charge air pressure higher than normal

With unchanged output and engine speed and normal intake conditions

Vibrations due to revolution frequencies of the turbo charger rotor

 Unbalancing of rotor as a result of severe dirt in the compressor or the turbine

 Damage turbine blading or damping wire

 Defective bearings

Noise during run out, run out time too short or hesitant runup

 Damaged bearings.

 Rotor touting

 Turbo charger dirty

 Foreign bodies inside the turbo charger

36
Leakage from casing

 Cracks are produced by the thermal stresses due to

 -lack of air relief

 -lack of cooling water

 -excessive furring

Loss of lubricating oil

 Damaged or worn out piston rings

 Opening to the seating air ducts blocked

 damaged gasket rings

Repeated surging by the turbo charger

 increased air flow resistance ex.due to dirt in the charge-aircooler,the silencer,the

compressor or the turbine

 detective non return valves on two stroke engine

37
 CHAPTER-7

CONCLUSION

Despite of its disadvantages the necessity of a turbo super charger has increased in

modern day to day to life because of many advantages like decreasing in pollution, decrease

in specific fuel consumption high H.P without changing engine design.

As most of the parts are imported from abroad countries like U.S.A, france, cost of

turbo increased many more times than production cost. so government of India should take

measures to encourage entrepreneurs in this field.

As it is mandatory for doctors to serve one year in rural areas such laws should be

even implemented to engineers as to work in any government industry of his specialization

atleast for an year .So that he will encounter practical problems and ability to solve them.

38
 REFERENCE
[1] Nice, Karim (4 December 2000). "How Turbochargers Work"

(http://auto.howstuffworks.com/turbo.htm).Auto.howstuffworks.com. Retrieved 1 June

2012.

[2]Veltman, Thomas (24 October 2010). "VariableGeometry

Turbochargers"(http://large.stanford.edu/courses/2010/ph240/veltman1/). Coursework for

Physics 240. Retrieved 17 April 2012.

[3] "BorgWarner turbo history" (http://www.turbodriven.com/en/turbofacts/default.aspx).

Turbodriven.com. Retrieved 2 August 2010.

[4] Smith, Robert (January–February 2013). "1978 Kawasaki Z1RTC: Turbo Power"

(http://www.motorcycleclassics.com/classicjapanesemotorcycles/

kawasakiz1rtczm0z13jfzbea.aspx). Motorcycle Classics 8 (3). Retrieved 7 February 2013.

[5]Nice, Karim."How Turbochargers Work" (http://auto.howstuffworks.com/turbo3.htm).

Auto.howstuffworks.com. Retrieved 2 August 2010.

[6] Richard Whitehead (25 May 2010). "Road Test: 2011 MercedesBenz CL63 AMG"

(http://www.thenational.ae/lifestyle/motoring/roadtest2011mercedesbenzcl63amg).

Thenational.ae. Retrieved 1 June 2012.

[7] Turbocharger From Wikipedia, the free encyclopedia‖

http://en.wikipedia.org/wiki/Turbocharger#History Retrieved 4 july 2015.

[8] "Hill Climb" (http://www.airspacemag.com/historyofflight/climb.html?c=y&page=1).

Air & Space Magazine. Retrieved 2 August 2010.

39