Turbo Chargersdocx

B. Sc.
in Marine
Main Degree Programme Engineering
In accordance with the STCW Regulation 1978 Year: - 2021

OceanUniversity of Sri Lanka as amended in Chapter III
Doc No: -
Engineeringknowladge(MOTOR) TURBOCHARGERS Page 1
11.1.12. Turbocharger
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For Combustion of a fuel, an adequate quantity of air is required. For a Turbocharger system capacity
should beUniversity
Ocean sufficientof to
Sriensure
Lanka that the air demand is met when the turbocharger is not at its optimum
The mass of fuel that can be burnt in the engine depends on the mass of air present in the cylinder at
the end of compression. Hence by increasing the pressure of the scavenging air in the engine, a greater
mass of air for compression can be supplied.
More fuel can then be burnt, the engine is said to be supercharged. Exhaust gas driven blowers or
Turbochargers make use of gas in the cylinder which theoretically could be expanded further, the power
that would be developed could be used for driving an engine driven scavenge pump. In practice it is
more efficient to use this exhaust gas in the turbocharger as further expansion of the gas would require
an increased stroke.
Increased stroke would mean increased engine height with problems of crankshaft construction,
cylinder lubrication and effective scavenging coming into play. The work that could be extracted from
this low pressure gas would be limited and more efficiently extracted in a rotary machine.
By turbocharging an engine, the following advantages are obtained:
Increased power for an engine of the same size OR reduction in size for an engine with the same power
output. Reduced specific fuel oil consumption - mechanical, thermal and scavenge efficiencies are
improved due to less cylinders, greater air supply and use of exhaust gasses. Thermal loading is reduced
due to shorter more efficient burning period for the fuel leading to less exacting cylinder conditions.
Created by RDS Last saved 25.05.2021 Approved by Revision NO 0
Sources of notes from -

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Ocean University of Sri Lanka
Super Charging is a Process of pushing a higher pressure air charge into the cylinder greater than
atmospheric pressure, thus increasing power output of the engine.
6.11.1.12.1 Turbo Chargers Principle
A turbocharger is an exhaust gas-driven compressor used to increase the power output of an internal-
combustion engine by compressing air that is entering the engine thus increasing the amount of
available oxygen.
A turbocharger is a dynamic compressor, in which air or gas is compressed by the mechanical action of
impellers, vane rotors which are spun using the kinetic movement of air, imparting velocity and pressure
to the flowing medium
The mechanical concept of a turbocharger revolves around three main parts. A turbine is driven by the
exhaust gas from a pump, most often an internal combustion engine, to spin the second main part, an
impeller whose function is to force more air into the pump's intake, or air supply.

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The third basic part
)) is a center hub rotating assembly (CHRA) which contains bearing, lubrication,
cooling, and a shaft that directly connects the turbine and impeller. The shaft, bearing,
Revision impeller,
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turbine can rotate at speeds in the tens or hundreds of thousands of RPM (revolutions per minute).
The lubrication system can be either a closed system or be fed from the engine's oil supply. The
lubrication system may double as the cooling system, or separate coolant may be pumped through the
centre housing from an outside source
6.11.1.12.2 Exhaust Gas Turbocharger Arrangement
6.11.1.12.3 Characteristic of Exhaust Gas Turbocharger

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The most common )) exhaust gas turbocharger design incorporates a single stage axial flow turbine driving
a single stage centrifugal air compressor through a common rotor shaft. TheRevision
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outlet
casing is usually high grade cast iron. The inducer and impellor are alloy forgings or casting (Aluminium-
silicon). The rotor is usually constructed in hollow sections of nickel chromium steel. The turbine blades
are Nimonic (Ni-77.8%, Cr-20%, Ti-2.2%) and fixed by the fir tree root method and laced together by
wiring, This method of fixing dampens blade vibrations and leaves room for expansion.
The exhaust gasses enter through the inlet casing and expand in the nozzle ring before flowing through
the blades imparting energy to the shaft through the turbine. The exhaust gasses then flow out through
the gas outlet casing.
The compressor unit consists of the inlet filter / silencer, impeller and diffuser. The air enters through
the filter / silencer to the eye of the impeller. The impeller vanes begin at the eye and extend radially
outwards to the tips. The air is given centrifugal force and leaves the impeller vanes with high velocity to
the diffuser, which comprises of stationary vanes. The air is slowed down in the diffuser, where some of
the kinetic energy is converted to pressure energy. The air then enters the larger area of the volute
casing and is admitted to the engine.
An insulated division plate separates the air and the gas spaces. The rotor assembly consists of the rotor
shaft where the bushes for the bearings and the labyrinth seals are shrunk on. Either sleeve bearings or
roller bearings can support the rotor. When roller bearings are used a combined radial and axial thrust
bearing is used at the compressor end to prevent axial movement, and a radial bearing at the turbine
end. The turbine end of the rotor is free to expand. The bearings are mounted in their housings with
axial and radial damping springs in order to reduce the effects of external hull vibrations affecting the
turbocharger during operation. The damping springs also minimise the effects of vibration damaging the
bearings (brinelling) when stationary.
Rotor assembly
It has a rotor shaft which has exhaust gas turbine blades on one end and air compressor blades on the
other end.
Casings
The exhaust gas turbine blades are housed in a casing which is attached to the exhaust manifold and to
the exhaust pipe. Some casings are fresh water cooled to minimise the heat radiated out into the engine

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space. This allows
)) for a cooler engine space, cooler air entering the engine air intake and therefore more
power again. A nozzle ring is fitted inside the casing to direct the flow of exhaust gases
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blades.
The air compressor blades are also housed in a casing which has an air cleaner on the intake side and is
connected to the intake manifold on the discharge side. Where an engine is after cooled, the discharge
side is connected to the after cooler which is then connected to the intake manifold. Both the above
casings are attached to a centre casing which contains the bearings, seals and method of lubrication.
Bearings and lubrication
The shaft may rotate in white metal bearings which can be lubricated from the engine driven oil pump.
This method of lubrication also allows the oil to remove some of the heat in the turbo charger. One
bearing locates the shaft and takes the small residual thrust; the other bearing allows the shaft to move
longitudinally to accommodate the differential thermal expansion of casings and shafting.
Alternatively, the smaller turbo chargers usually incorporate a ball bearing for positioning at the
compressor end and a roller bearing to accommodate axial expansion at the turbine end of the rotor
shaft. The bearings may have their own reservoir which forms part of the turbo charger. These
reservoirs usually have round oil level sight glasses with two horizontal lines marked to indicate the high
and low levels. Seals are fitted to retain the oil.
6.11.1.12.4 Advantages
 Higher plant efficiency.

 Power demand low.
 No separate power source required.
 Attempts to cater for overloading condition.
 More efficient than other forms of supercharging
6.11.1.12.5 Modern Trends in Turbocharger Design for Large Slow Speeds
With the search for ever increasing plant efficiency and power/size ratios, greater demands are made of
the Turbocharger. Some manufactures have answered this by the use of totally water free blowers,
these are fitted with plain bearings and supplied from the main engine lubrication system.
Running the aluminium alloy impeller above the aging temperature (190-200oC) threatens a reduction
in material strength. This temperature can easily be reached at pressure ratio is of 3.7 and above

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depending on suction
)) air temperatures. Progressive creep deformation can occur above 160oC requiring
carefull consideration of stress on the blades. ABB turbos have available an aluminium compressor
Revision Item/No: - 00 with
a pressure ratio of 4.6 units new
designs.
For higher pressure ratios stainless

steel or Titanium is used where
pressure ratios of up to 5.2 have
been possible.
A typical modern design has plain bearings supplied by oil from the main lubrication systesm or from a
dedicated external system. The casing is entirely uncooled relying instead on the lubrication oil to be
splashed around the generously sized bearing space to cool the areas adjacent to the bearings Variable
geometry nozzle rings are available which adjust blade angles depending on load.
The blades are high chord (thick section) meaning that lacing wires can be omitted. Special attention has
to be made on the shaft fitt arangementalloyed aluminium compressor wheel as the rotational speeds
of 500m/s create high centrifugal stresses.
The number of blades in the volute is matched to the number of blades on the compressor to reduce
noise The thrust bearing which is subjected to high loading is mounted outside the radial bearing on the
compressor end fo ease of maintenance
6.11.1.12.6 Types of Exhaust Turbocharging
1. Pulse system
2. Constant pressure system

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Pulse operation
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During the expansion stroke complete expansion of the exhaust gasses from combustion pressure and
temperature to atmospheric pressure and temperature cannot be achieved. At point of exhaust (just
before the blowdown period) the pressures and the temperatures prevailing in the cylinder can be
approximately 4 bars and 500C.
The pulse system attempts to utilise the residual energy in the unexpanded exhaust gasses. During the
blowdown process the exhaust ports act as nozzles and the exhaust gasses are directed to the exhaust
pipes at high velocity. (Pressure energy is converted to kinetic energy) The exhaust pipe is designed to
admit the high velocity exhaust gas as a pulsating pressure wave to the nozzle of the turbocharger. The
exhaust pipe has to be as short and direct as practicable in order to reduce the loss of energy from the
gas due to friction.
Pulse system
Generally four stroke engines use pulse system.
Constant pressure operation
In this system the exhaust gasses are discharged to a common exhaust manifold. No attempt is made to
recover the energy due to unutilized expansion of the exhaust gasses as the energy that can be
recovered is comparatively small compared to the total energy content of the exhaust gas. The exhaust

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manifold is common
)) to all the units and the pressure pulses are damped out in the manifold before
being admitted to the turbocharger. Revision Item/No: - 00

The energy transfer takes place as the exhaust gas expands through the nozzle and over the turbine
blades.
Constant pressure system
In theory pulse turbocharged systems should not require any form of scavenging assistance. However in
practice some form of scavenge assistance is provided in order to alleviate problems associated with
starting and low load operation. Engines with the pulse turbocharged systems respond to load change
very promptly as fuel is increased the increased exhaust energy is immediately available at the turbine.
However the exhaust ducting system can become extremely complicated in pulse systems.
It is important to arrange the ducting such that the exhausting of one cylinder does not interfere with
scavenging of another when several cylinders discharge to one turbine. Systems with up to three units
ducted to one turbine are commonly found. The pulse exhaust system ducting has to be designed
(tuned) to prevent the pressure waves from the turbine nozzle affecting the gas exchange process of
other cylinders.
Constant pressure systems are becoming more common with two stroke engine designs due to its
simplicity. As the engine rating is increased it has been found that the constant pressure system
becomes more efficient resulting in reduced specific fuel consumption.

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Advantages:
1. Easily adoptable for any normally aspirated engine, as multi pipe exhaust arrangement is not needed.
2. No of turbochargers required as compared to pulse system can be reduced.
3. Higher turbine efficiencies.
4. Lack of restriction, within reasonable limits, on exhaust pipe length permits greater flexibility in
positioning the turbo blower relative to the engine.
5. As receiver volume is larger exhaust blow down is rapid. So exhaust can be opened a slightly later,
giving more expansive work. So it gives better fuel efficiency.
Disadvantages:
1. Poor performance at part loads, as energy is not sufficient to run turbine efficiently.
2. Systems are insensitive to engine operating conditions due to large volume of results in poor
combustion during transition periods.
3. To offset part load efficiency, some scavenge assistance is essential.
6.11.1.12.7 Materials
 Gas Casing: Cast Iron (may be water cooled)

 Nozzle ring and blades: Chromium nickel alloy or a nimonic alloy.
 Compressor casing: Aluminium alloy
 Compressor Wheel: Aluminium alloy, titanium or stainless steel
6.11.1.12.8 Turbocharger Design
A turbocharger is basically a combination of a compressor and a turbine, both mounted on a common

shaft. Turbocharger uses the exhaust gases of the engine itself, to rotate the turbine which in turn

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moves the compressor.
)) The turbocharger consists of a single stage impulse turbine connected to a
centrifugal impeller via a shaft. Revision Item/No: - 00
TheOcean
turbine is driven
University byLanka
of Sri the engine exhaust gas, which enters via the gas inlet casing. The gas expands
through a nozzle ring where the pressure energy of the gas is converted to kinetic energy. This high
velocity gas is directed onto the turbine blades where it drives the turbine wheel, and thus the
compressor at high speeds (10 -15000 rpm). The exhaust gas then passes through the outlet casing to
the exhaust uptakes.
On the air side air is drawn in through filters, and enters the compressor wheel axially where it is
accelerated to high velocity. The air exits the impeller radially and passes through a diffuser, where
some of the kinetic energy gets converted to pressure energy. The air passes to the volute casing where
a further energy conversion takes place. The air is cooled before passing to the engine inlet manifold or
scavenge air receiver.
Two types of compressors are used in a turbocharger.
 Centrifugal
 Axial flow
Centrifugal compressors are generally used in applications where the size of turbocharger is to be kept
small, for e.g., turbocharger in automotive system.
Axial flow compressors are used in applications of larger radial units where internal modifications
might be needed. They are most efficient with engines using heavy oils
Centrifugal turbochargers are generally cheaper to produce than axial flow. In addition for smaller sized
radial units the effects of blade leakage are less important They are very common in automotive systems
where they are suited to the manufacture of large volumes of standard design. Axial flow may be
selected even when there are centrifugal alternatives as it is better suited to individual modifications
and is able to operate better on heavy fuels. A turbocharger is made basically in two linked parts, the
gas side and the air side.
The gas side is made out of cast iron, is in tow parts and is generally water cooled. The turbine inlet
casing carries the nozzle blade shroud ring and forms the bearing housing. The turbine outlet casing
forms the main part of the blower which includes the mountings. In addition it forms a shroud for the
shaft and contains bled air passageways for supplying air to the labyrinths seals

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6.11.1.12.9 Parts
)) of a Turbocharger:
 Turbine
 Impeller / Compressor
 Central Hub
The wheels of the turbine and compressor are contained in their own conical housing. The amount of air
that is to be submitted depends on the sizes of these wheels. The shaft is contained in the central hub
with the help of bearings and connects the turbine and impeller wheel on the opposite sides. Due to
high speed of rotation, extreme heat is generated in the hub. Water cooling or any other form of cooling
system is provided to prevent temperatures from rising.
Sufficient sealing arrangements are made between the compressor and turbine side to prevent mixing
of gases. A filter is provided on the turbine side to ensure that the air going to the compressor side is
free of any impurities.
Rotor

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This may again ))
be thought of two parts; the gas side and shaft and the air compressor side. They are
usually made of two materials as the conditions that the wheels operate in are very different.
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advantage of making the compressor end of a lighter aluminium alloy material rather than using the
same material throughout, is that it reduces the total mass of the rotor , is more easily cast into intricate
shapes, and the rotational inertia is reduced.
Must be capable of maintaining strength at high temperatures material is usually chromium steel. The
rotor for a smaller blower may be a single piece forging but for a larger blower it may consist of two
separate sections of shaft and turbine wheel with bolted connection.
The impeller is made of an aluminium alloy and for larger compressors may have a separate inducer
section at the eye. Whatever the form of construction it must preserve the rotor balance and that
means refitting, in the same position after removal from the rotor. This is usually achieved by having
one of the connection splines larger than the others.
6.11.1.12.10 Turbine Side
The turbine side is usually made of cast iron material. The inlet side of the turbine have nozzle blade ring
which is used for two purposes -
 To guide the incoming gas onto the turbine wheel

 To house the turbine bearings
The outlet side of the turbine casing consists of blower and air passages to supply air to labyrinths seals.
Nozzle Ring
The nozzle ring is where the energy in the exhaust gas is converted into kinetic energyIn the steady flow
gas turbine, exhaust gases are delivered to the turbine with high pressure energy but small kinetic
energy. Most of this pressure energy is converted into kinetic energy by expansion in the single row of
fixed nozzle vanes, where the gases are accelerated to a high velocity with a large swirl component. It is
fabricated from a creep resistant chromium nickel alloy, heat resisting moly-chrome nickel steel or a
nimonic alloy which will withstand the high temperatures and be resistant to corrosion.

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Blade
The high velocity swirling gases impinge on the rotating blade row, which absorbs most of the tangential
momentum, and rejects the gases with low swirl or tangential momentum. Power is generated
according to the rate of change of tangential momentum and is proportional to the mass flow, the blade
speed, and the change in tangential velocity.
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 by, the casting process. Blade roots are of fir tree shape which gives 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.
Lacing wire is used to dampen vibration, which can be a problem. The wire passes through holes in the
blades and damps the vibration due to friction between the wire and blade. It is not fixed to each
individual blade. The wire can pass through all the blades, crimped between individual blades to keep it
located, or it can be fitted in shorter sections, fixed at one end, joining groups of about six blades. A
problem with lacing wire is that it can be damaged by foreign matter, it can be subject to corrosion, and
can accelerate fouling by products of combustion when burning residual fuels. Failure of blading due to
cracks emanating from lacing wire holes can also be a problem. All the above can cause imbalance of the
rotor.

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6.11.1.12.11 Methods of Turbine Blade Attachment
The most common method of fixing turbine blades to the turbine disc is the fir tree root method. Each
blade is fitted to an axial entry groove in the turbine disc and is locked in position by lock washers or
caulked in at the base of the root. Lacing wire or a shroud ring in short lengths run through a hole in
each blade. The end of the wire is welded to the two end blades. The wire is a free fit through the holes
in the remaining blades.
This method of fixing provides a firm connection at the root in order to resist high centrifugal stress.
When rotating at speed the centrifugal force tends to make the wire bear on the top of the blade hole
reducing any vibration.

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Fir tree root method of turbine blade attachment
Turbine casing
The turbine casing is of cast iron. Some casings are water cooled which complicates the casting. Water
cooled casings are necessary for turbochargers with ball and roller bearings with their own integral LO
supply (to keep the LO cool). Modern turbochargers with externally lubricated journal bearings have
uncooled casings. This leads to greater overall efficiency as less heat energy is rejected to cooling water
and is available for the exhaust gas boiler.
6.11.1.12.11.1 Compressor Side

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The compressor side is usually made of aluminium alloys and it also consists of two parts. The inlet part
or casing deals with drawing air from the surrounding areas i.e engine room or deck spaces. If air is
drawn from the deck spaces, special ducting is made for the same. The advantage of drawing air from
the deck spaces is low air temperature and humidity. While the advantage of drawing air from the
engine space is that the air is pressurized and there is no need for long and complex ducting
arrangements.
The main parts on the compressor side are inducer, impeller, diffuser and inlet and outlet casing.
Centrifugal Blower
The air side casing is also in two parts but is made of aluminum alloy. The inlet casing may be arranged
to draw air form the engine room or from the deck , both methods via a filter and silencer arrangement.
The advantage of drawing air form outside the engine room is that it will tend to be cooler and less
humid. An advantage of drawing from the engine room would be simpler ducting arrangements and
that the engine room tends to be slightly pressurized.
The main parts of the Compressor are the Compressor wheel (made up from a separate Inducer and
Impeller on larger designs), the diffuser, and the air inlet and outlet casing.
Impeller
The Function of a centrifugal compressor is to deliver air to the Diesel engine at an increased pressure,
by centrifugal action. The process which takes place in the compressor is that air in the impeller
passages is forced outwards to the periphery, due to rotation of the impeller, and this displacement
creates suction at the entry which induces more air to flow into the impeller from the air intake.

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As the air passes
)) through the impeller to the diffuser, work is done on the air by increasing its
momentum. The amount of work done on the air by the impeller depends on its diameter
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rotation.
The compressor impeller is of aluminium alloy or the more expensive titanium. Manufactured from a
single casting it is located on the rotor shaft by splines. Aluminium impellers have a limited life, due to
creep, which is dictated by the final air temperature. Often the temperature of air leaving the impeller
can be as high as 200°C. The life of the impeller under these circumstances may be limited to about
70000 hours. To extend the life, air temperatures must be reduced. One way of achieving this is to draw
the air from outside where the ambient air temperature is below that of the engine room. Efficient
filtration and separation to remove water droplets is essential and the impeller will have to be coated to
prevent corrosion accelerated by the possible presence of salt water.
Diffuser & output pressure
The impeller discharges high velocity air into the 'diffuser ring, where the kinetic energy is converted
into pressure energy.
Diffuser rings are important components within the pressure development section of the turbocharger.
Simply by changing one diffuser ring for another with different characteristics, the output pressure from
a turbocharger can be altered to suit a particular engine so the diffuser is one of the simplest ways of
matching the output pressure from a turbocharger to that required by a particular engine.
Such matching can therefore be achieved without recourse to changing the shape or size of Impeller or
indeed the frame size of a given turbocharger. There are limits as to how much the diffuser ring can
vary the turbocharger performance, but its capabilities should be borne in mind should any trouble be
experienced with continuous surging or lack of scavenge efficiency.
6.11.1.12.12. Other major parts
6.11.1.12.12.1 Bearings
Bearings are either of the ball or roller type or plain white metal journals. The ball and roller bearings
are mounted in resilient mountings incorporating spring damping to prevent damage due to vibration.
These bearings have their own integral oil pumps and oil supply, and have a limited life (8000 hrs). Plain

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journal bearings))are lubricated from the main engine oil supply or from a separate system incorporating
drain tank, cooler and pumps. Oil is supplied in sufficient quantity to cool asRevision
well as lubricate.
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system may incorporate a header tank arrangement to supply oil to the bearings whilst the turbocharger
comes to rest should the oil supply fail. A thrust arrangement is required to locate and hold the rotor
axially in the casing. In normal operation the thrust is towards the compressor end.
Systems may be self-contained with oil pumps at compressor and turbine end directly driven by the
turbocharger rotor, lubrication from the main engine lubricating system or a separate system with a
dedicated header tank and pumps.
Self-contained bearing lubrication system
Sleeve bearings
Plain white metal bearings may be used , these have an indefinite life but require lube oil to be supplied
at pressure. they also require a header system to supply oil in the event of the main supply pump
failure. A common system is by supplying from the main engine lube oil system via a header system
similar to that employed with steam turbines

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))
These bearings provide, through their greater length, a stabilising influence on shaft alignment
and- longitudinal vibration.
They are being adopted in the latest ABB & MAN turbocharger. The bearing bore consists of three
cylinder surfaces that are eccentric in relation to journal. The effect is that the shaft is centred in the
bearing during operation, and the formation of oil wedges of varying thickness can to some extent
eliminate the forces that arise in the event of unbalance, eg as a result of deposits on the turbine
blades. The thrust being taken by a face machined to provide the requisite oil wedges, similar to those
formed in the classic tilting pad thrust block. In fact some models do adopt tilting pad thrust blocks. The
clearance in these must be set so as not to interfere with the rotor to casing clearance mentioned
above.
Plain bearing Lube oil system

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Care should be ))taken to ensure that the bearings are adequately protected when the engine is stopped
as the blower is liable to turn due to natural draught (although modern engines having
Revision hydraulic
Item/No: - 00 exhaust
valve actuation are not susceptible to this as the all valves close after a short period of inactivity).
Locking the blower, isolating the blower from the scavenge belt by use of a slide valve, putting covers
over the blower suction or continuation of supply of lube oil after engine stoppage may be used
6.11.1.12.12.2 Details of labyrinth seal arrangement
These are provided at each ends of the rotor and between the turbine and compressor and serve to
prevent the passage of exhaust gas and also to prevent oil laden air being drawn into the eye of the
impeller from the bearing. Oil seals in the form of thrower plates are also fitted at the bearings to
prevent the passage of oil along the shaft
Labyrinth seals or glands are fitted to the shaft and casing to prevent the leakage of exhaust gas into the
turbine end bearing, or to prevent oil being drawn into the compressor. To assist in the sealing effect, air
from the compressor volute casing is led into a space within the gland. A vent to atmosphere at the end
of the labyrinth gives a guide to the efficiency of the turbine end gland. Discolouring of the oil on a rotor
fitted with a roller bearing will also indicate a failure in the turbine end gland.
A labyrinth arrangement is also fitted to the back of the compressor impeller to restrict the leakage of
air to the gas side Labyrinth seals consist of projections on the rotor which almost touch the casing.

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Labyrinth seal arrangements
Principle of the Labyrinth Gland
The leakage of steam is reduced by the use of labyrinths, these provide a torturous path for the gas to
follow to exit the turbine reducing the pressure across a series of fine clearances Within the cavity
where the flow is turbulent, the velocity of the gas is increased with an associated drop in pressure. The
kinetic energy is the dissipated by the change in direction, turbulence and eddy currents.
Air is bled from the compressor end into the middle of the Turbine glands, this air expands in both
directions and provides a very effective seal. The flow of air in the centre gland also aids cooling and
minimizes the heat transmission form the turbine wheel.
Care must be taken to

ensure that deposits do nit
build up in the seals
otherwise its effectiveness
is lost. Also there is a
possibility of 'rub'
occurring

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6.11.1.12.13 Key Points To Remember
The turbine uses energy from the exhaust gases to convert heat energy into rotational motion. This
rotational motion of turbine drives the compressor, which draws in ambient air from the surrounding
and pumps compressed air with high density and pressure into the intake manifold.
The exhaust gas enters the turbine inlet side of the turbocharger through a pressurized chamber and a
series of filters. The nozzle blade rings concentrates the exhaust gas on to the turbine wheel. The
movement of the turbine wheel rotates the shaft which in turn rotates the impellor of the compressor.
A part of this air goes to the labyrinths seal from the outlet side of the turbine.
As the impeller rotates, air is sucked in through the center of the impeller and due to the heavy
rotational movement, experiences circumferential velocity which pushes it outwards. A radial velocity is
gained which pushes the air further outwards on to the inducer. An additional resultant velocity is
gained due to the accurately designed inducer inlet angle which gives maximum compressor efficiency.
Excessive pressure leads to spoiling or fouling of the impeller and inducer surfaces. These results in
change in angle of incidence and thus drop in efficiency.
All heavy fuel engines are subjected to heavy load variations which results in fluctuation of exhaust gas
pressure. A prolonged fluctuation in pressure leads to detrimental effects on the internal parts of the
compressor. For this reason, constant pressure chambers are provided in most of the engines. The
exhaust gas, instead of directly entering from the engine, first goes to the pressure chamber and from
there it is circulated to the turbine at constant pressure. This reduces the excessive stress that gets
created on the shaft bearing and sealing.

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The rotor shaft ))
is sealed at both ends. The compressor end consists of a sealing bush and the turbine
end a sealing bush and two sets of labyrinth seals. In order to prevent exhaust gassesItem/No:
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contaminating the turbine side oil reservoir a channel is provided where the pressures are balanced by
providing an air supply tapped off from the compressor side. In case of a pressure drop in the reservoir
side the labyrinth seals and the air supply pressure prevents exhaust gas leakage.
6.11.1.12.14 Turbocharger Surging
Turbocharger surging is a phenomenon of turbocharger which affects its performance and reduces the
efficiency. Turbo charger surging may be defined as a high pitch vibration of audible level coming from
the blower end or compressor end of the turbocharger.
Whenever the breakdown of gas flow takes place, a reversal of scavenge air takes place through diffuser
and impeller blades into the blower side which causes surging. Surging is to be avoided as it interferes
with the combustion in the main engine and may cause damage to the thrust bearings.

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))
Therefore, the turbochargers are needed to be matched properly with the engine air consumption rate
and pressure across the operating range of the engine and they should not fall in the surge limits.
6.11.1.12.15 What Are the Causes of Turbocharger Surging
The following are the causes of turbocharger surging:
 Improper power distribution between the main engine cylinders may cause turbocharger
surging as one unit is producing more power and other is producing less. Due to this the air
consumption required by both the turbochargers differs, which leads to surging.
 Fouled compressor on turbine side – In this case if the inlet filters are dirty then enough air
cannot be supplied for combustion, which leads to surging. Similarly if the turbine side is also
dirty i. e nozzle, blades etc enough air cannot be produced for combustion.
 Highly fouled exhaust i.e. economizer, if fitted may cause back pressure in the turbocharger and
thus finally lead to surging.

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 Bad weather
)) – This is one more reason for surging. Due to bad weather the engine suddenly
starts racing and sudden load change takes place. This happens because during
Revision bad weather
Item/No: - 00 or
pitching the propeller moves in and out of the water, causing the change in load on the engine.
6.11.1.12.16 How to Prevent Turbocharger Surging
The following are the ways to prevent turbocharger surging. However, it is to note that some points may
vary with design and construction of the turbocharger.
 Keep the turbocharger intake filter clean.

 Water-wash the turbine and the compressor side of the turbocharger.
 Proper maintenance and checks should be done on turbocharger periodically.
 Soot blow should be done from time to time in case of economizer or exhaust boiler.
 Indicator cards to be taken to assess cylinder and power distribution of individual units
6.11.1.12.17 Blower Corrosion
Blower corrosion can take place on the gas, water or air sides. As most water cooled blowers make use
of the engine cooling systems the same problems and solutions exist as in the jacket water system. In
general with modern systems there are few problems if treatment quality and quantity is maintained.
On the gas side deposits depend upon the quality of fuel and combustion.
Carbon from poor combustion, sulphur products from the fuel, Vanadium Pentoxide from the fuel and
Calcium Sulphate from the alkaline additives in cylinder oil all result in deposits and/or corrosion.
Correct attention to operating conditions and matching of cylinder oil alkalinity to sulphur content will
minimize the problem. Pitting corrosion and scale formation will lead to imbalance.
On the air side there is a lesser risk but pitting oxidation of aluminum can take place in the prescience of
salt spray. If air is taken from the deck there is greater risk than if it is drawn from the engine room
because the oil mist in the engine room causes a protective film to form on the aluminum surface.
Regular cleaning of parts is essential to maintain efficiency, minimize corrosion and ensure balance.
Out of service cleaning is relatively straight forward but requires the blower to be stripped down and
time might not allow that. Light deposits on the air side may be easily wiped away, but gas side deposits
require the rotor and nozzle blades to be 'boiled' for about 12 hours in clean water or water containing
chemical; care must be taken in handling chemicals and 'special shipboard mixtures' should be avoided

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as they can be highly
)) corrosive resulting in damage to the rotor. In service cleaning provides an
alternative. Revision Item/No: - 00

6.11.1.12.18 Cleaning Blower and Turbine Sides of a Turbocharger on Ship
Turbochargers of Marine Engines are important part of the system as they utilize the waste heat of the
exhaust in order to supply charge air for scavenging of the engine. The equipment consists of turbine
and blower attached on the same shaft. The rotation of turbine side as a result of the exhaust gases
flowing over it turns the blower and supplies air to the scavenge side. Turbocharger converts the waste
energy of exhaust gas into useful work and hence it is important to maintain the machinery, or else the
reduced efficiency will hamper the power output of the marine engine. The Cleaning of the Turbine side
and blower side is carried out at regular interval of time to remove carbon, soot, and other exhaust
deposits. The cleaning of turbocharger is carried out when the engine is running.
If the turbine side cleaning is not carried out then the fouling may lead to back pressure & surging
resu
lting
in
bre
aka
ge
of
turb
ine
blad
es.
If
the
blo
wer side cleaning is not carried out properly, then the supply of air to engine will be reduced, resulting
in lack of of air and improper combustion with black smoke.

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6.11.1.12.19 Procedure
)) for cleaning turbine side
Two methods are used to clean turbine side–
Water Washing
In this method, the engine speed is reduced until the temperature of the exhaust inlet falls below 420
°C. Fresh Water used for washing must be slightly hot and the water is injected through a regulating
valve connected to the turbine side. This is done to avoid thermal shock to the machinery. While
performing water washing the drain is kept open. When the water feed is closed the drain is observed
until no water comes out. The engine is run for further 20 minutes with less rpm to dry out the turbine
from water. Before increasing the rpm, drain is shut and any abnormal vibration must be observed.
Dry Washing
For Dry washing carbon granules are used which are injected inside the turbine through compressed air
system. The engine speed is not reduced as there is no risk of thermal stresses in dry washing.
6.11.1.12.20 Procedure for Cleaning Blower Side
The Blower side of turbocharger is cleaned by fresh water. The engine is run at its full load rpm to
achieve best possible cleaning. A container is fitted with an inlet line coming from the blower discharge
side and the outlet line from the container or cylinder goes for washing blower side.
When the valve in the inlet of cylinder or container is opened, compressed air carry water with pressure
and the kinetic energy of water cleans the blower.
6.11.1.12.21 Key Points for Efficient Turbocharger Operation on Ships
Turbocharger is an integral part of the ship’s marine engine as it reuses the exhaust gases in order to
increase the overall efficiency of the engine. It consists of two parts – blower and turbine sides, which
need equal attention while carrying out routine maintenance procedures.

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As a marine engineer
)) working on ships, you would be required to monitor the performance of
turbochargers during the watch and carry out maintenance whenever required.
Mentioned below are ten points that must be considered while handling turbochargers in ship’s engine
room.
1. Keep a Close Catch on All Turbo Charger Parameters: This is obvious, but watch-keeping officers
often forget to check important parameters while taking rounds or overlook them in haste. While
monitoring the turbocharger, following points must be checked:
 Speed of the turbocharger

 Exhaust gas inlet and outlet temperatures
 Cooling water inlet and outlet temperatures
 Turbocharger lube oil pressure and temperature
 Differential air pressure in manometer at the compressor side
2. Keep a Track On the Sound of Turbo Charger– Sound is one of the best ways to identify any
machinery problem. Any kind of abnormal scratching sound indicates problem in the reciprocating parts

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of the turbocharger.
)) Moreover, howling sound indicates chocked inlet or air passage, which leads to
surging of turbocharger. Revision Item/No: - 00

3. Check Vibration: Turbochargers are high speed rotating machines. In fact, some of them achieve
speed higher than any other machinery onboard ship. Hence, they have natural vibration frequency.
Engine bracing is done near turbocharger to transfer such vibrations to the ship’s structure. If the
vibration increases abnormally, stop the engine as it may be due to worn out bearings, abnormal
“K”value or loose foundation bolts.
4. Check for Exhaust Leakage: Turbocharge handles extremely high temperature gases. The inlet is from
the engine and the outlet connects exhaust pipes to the funnel. These two points are flange-connected
with a distance piece in between. It is important to ensure that there are no exhaust leakage from these
joints as it may lead to fire or smoky atmosphere inside the engine room.
5. Check leakage of Sump Oil: In turbo chargers with separate oil sump, keep constant checks on the oil
level and temperature. In some ships it has been reported that, due to leakage in the turbine side
casing, the oil comes in contact in hot spots on the engine body and with the exhaust gas. Such incidents
have lead to fire in the engine room.
6. Intake Filters: Marine turbochargers come with mesh filters to avoid any particles, moist oily air
mixture etc. from going inside and fouling/damaging the compressor turbine. It is recommended to put
an extra felt filter over the turbocharger compressor to absorb oily air mixture as such filters can be
changed frequently. The fitted mesh filter must be chemically cleaned bi-monthly or as per the running
hours described by the manual.
7. Turbocharger Washing: The Turbocharger turbine and compressor sides must be cleaned regularly as
per maker’s recommendations. The cleaning of the turbine and blower sides is carried out to remove
carbon, soot, and other exhaust deposits.
8. Soot Blow: The turbocharger performance will get affected if the exhaust passage after the
turbocharger is in foul condition (exhaust trunk and economizer). It may lead to surging or even
breakage of turbine blades. Therefore it is recommended to soot blow the exhaust gas boiler tubes on
daily basis.
9. Power Distribution: The turbocharger is driven by the exhaust gases produced by combustion process
inside the engine cylinders. As engine comprises of multiple cylinders, it is important that there is power

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balance among))all the cylinders. If one cylinder is producing more power due to malfunctioning of fuel
valve, it will lead to surging of turbocharger’s turbine side. Proper care mustRevision
be takenItem/No:
to ensure
- 00even
power distribution in the ship’s engine.
10. Check Clearances: When the turbocharger is opened up for overhauling, all important clearances
like casing and blade tip clearances, “K” value of the shaft, which determine the correct alignment of the
shaft, and proper operation of the labyrinth seal which is fitted between the impeller and exhaust shield
must be taken.
The above mentioned are some of the important points that must be considered while handling
turbochargers in the ship’s engine room.
6.11.1.12.22 Turbocharger Maintenance:
To ensure satisfactory operation of turbo-charges during service, general maintenance should be carried
out regularly. The maintenance schedule depends on type of turbocharger, site conditions, operating
conditions and company policies depending upon experience.
However a typical schedule is as follows:
Daily:
 Check oil level.

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 Check performance.
))
 Check cooling system Revision Item/No: - 00
Ocean
After FirstUniversity
100 Hours:of Sri Lanka
 Check holding down and easing bolts.

 Drain and clean oil sumps.
 Replenish with clean oil
Every 250 Hours:
 Clean air filter element
Every 500 Hours:
 Drain and clean oil sumps and refill with clean oil.
Every 6000- 8000 Hours:
 Dismantle and overhaul.

 Renew Bearings.
6.
6.11.1.12.24 Supercharging:
When the piston of a normal oil engine is beginning the compression stroke, the cylinder is full of air at
atmospheric pressure. If means are adopted to cause the pressure at this point of the cycle to be greater
than that of the atmosphere, the engine is said to be supercharged or pressure-charged.
Thus supercharging is the process of putting a higher pressure of the air charge in the cylinder at the
beginning of the compression stroke. The purpose of supercharging is to increase the power which an
engine of given displacement and speed can develop.
In a diesel engine burning of fuel develops the power. If it is desired to increase the power, more fuel
must be burnt and therefore more air must be available, since each kilogram of fuel requires a certain
amount of air, according to air fuel ratio. Other conditions being same, a given volume or space will hold
a greater weight of air if:
1. Air charge density is increased. Pressure charging and air charge cooling do this.
2. Air charge pressure is increased. Pressure charging does this.
As the power of engine gets a boost by pressure charging, it is also termed as “boosting”.

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))
6.11.1.12.25 Difference in scavenging and supercharging: Revision Item/No: - 00
The scavenging process in 2-stroke engines uses a swish of air to push the spent gases and replace them
with fresh air at approximately atmospheric pressure. But, Supercharging, whether in two-cycle or four -
cycle engines, goes a step further and packs the cylinder with still more fresh air.
Advantages of Supercharging:
1. Higher power output for the same cylinder size, due to higher break mean effective pressure.
2. Less specific fuel consumption due to better combustion efficiency obtained by increasing air
turbulence.
3. Better Mechanical efficiency because output increase is more than mechanical losses.
4. Less weight/power ratio.
5. Less space/power.
6. Less exhaust temperatures for the same power
Disadvantages:
1. Higher initial cost.

2. Higher firing and compression pressures. Hence better and stronger material is required for
engine components.
3. Higher maximum temperatures, which again require better material.
Superchargers:
Supercharge air is provided either by positive displacement rotary blowers or by centrifugal blowers or
by reciprocating piston pumps (not used now a days). These may be driven by:
1. By the engine itself.
2. From a separate power source (electric motor).
3. From an exhaust-gas turbine.
6.11.1.12.26 Rotary Blower:
Commonly used is “Roots” type. It consists of an oblong housing with flat end plates, of which two
accurately machined rotors called “Impellers”, rotate in opposite directions. The impellers are mounted
on two parallel shafts and have extending knobs, called “lobes”, which mesh closely with each other

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(like gear teeth)))when they rotate. The impellers carry two or three lobes each. The blower shown in the
following figure has three lobes. As the rotors turn, the entering air is first trapped
Revisionbetween
Item/No: the
- 00housing
and the valley between the two adjacent lobes and then carried to the outlet port where it is forced out
at sufficient pressure to overcome that in the engine air receiver. The two-lobed impeller gives
maximum capacity from a given size of housing and also consumes the least amount of power.
However, its delivery pulsates (throbs) and it tends to be noisy. For these reasons, three lobes are often
used, and also lobes of spiral shape are more efficient and quiet.
Roots type Blower.
6.11.1.12.27 Centrifugal Blower:
It has a high-speed wheel provided with vanes and enclosed in a carefully shaped casing (volute). Air
entering the wheel near the hub is thrown outward by centrifugal force. The volute is so shaped that the
high velocity of the air is transformed into pressure. Centrifugal blowers run at relatively high speeds
(more than 4000 - 5000 rpm) and are, therefore, driven more readily from a separate motor or a turbine
rather than from engine.
The positive displacement rotary blower finds particular favor in applications where the blower is driven
by an engine, which is required to deliver full torque over a wide-speed range (as in automotive service).
Its advantage over an engine driven centrifugal blower in such applications is that the positive
displacement blower delivers practically the same amount of air per revolution regardless of speed or

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working pressure.
)) A centrifugal blower, on the other hand, develops a pressure proportional to the
square of the speed; hence a centrifugal blower driven by the engine itself (through

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In accordance with the STCW Regulation 1978 Year: - 2021

By turbocharging an engine, the following advantages are obtained:

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6.11.1.12.1 Turbo Chargers Principle

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6.11.1.12.2 Exhaust Gas Turbocharger Arrangement

6.11.1.12.3 Characteristic of Exhaust Gas Turbocharger

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Bearings and lubrication

 Higher plant efficiency.

6.11.1.12.5 Modern Trends in Turbocharger Design for Large Slow Speeds

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For higher pressure ratios stainless

6.11.1.12.6 Types of Exhaust Turbocharging

2. Constant pressure system

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Constant pressure system

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2. No of turbochargers required as compared to pulse system can be reduced.

3. Higher turbine efficiencies.

3. To offset part load efficiency, some scavenge assistance is essential.

 Gas Casing: Cast Iron (may be water cooled)

6.11.1.12.8 Turbocharger Design

A turbocharger is basically a combination of a compressor and a turbine, both mounted on a common

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Two types of compressors are used in a turbocharger.

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6.11.1.12.10 Turbine Side

 To guide the incoming gas onto the turbine wheel

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