Scavenging • Scavenging is the process whereby air at a pressure greater than

that of atmospheric pressure is used to push the exhaust gas out

of the cylinder of an engine.
• a two stroke diesel engine does not use the piston to push out the
exhaust gas, instead, air enters the cylinder around bottom dead
center and sweeps or scavenges the exhaust gas from the
cylinder.
• When the scavenge ports are uncovered, scavenge air loops
around the cylinder and pushes the remaining exhaust gas out of
the cylinder. This type of engine is known as a loop scavenged
engine. The piston skirt is much longer for these engines. The
skirt has to seal the scavenge and exhaust ports when the piston
is at TDC.
• When the scavenge & exhaust ports are on the opposite side of
the liner the type of scavenging is called cross scavenging.
• Although cross & loop scavenging are simpler in construction with
less moving parts, these engines are not efficient and the liner
construction is very complex as it accommodate both the exhaust
& scavenge ports.
• All modern large 2 stroke crosshead engines now being built are
of the uniflow scavenged type.
 Types of Scavenging

Advantages of Uniflow scavenging

• Highest scavenge efficiency at all scavenge ratios
• Most suitable for pressure charging
• Greater area for air and gas flow
• Possibility of short circuiting and mixing less
• Simple liner design.
Disadvantages
• Complicated cylinder head and increased maintenance

Advantages of Loop/cross
• Simplicity, Reliability and cylinder cover is simplified.
Disadvantages
• Temperature gradient exhaust to scavenge ports is high
• Exhaust back pressure higher with deposits
• Possibility of intermixing air and gases
• Piston and liner distortion and uneven piston ring wear due to ports
• Scavenge efficiency is lower than uniflow scavenge efficiency at all scavenge ratios
• Complex liner design.
 Some important terminology of scavenging
Scavenging Efficiency : This is the ratio of the volume of air (at normal temperature and pressure) contained in the
cylinder at the start of compression to the volume swept by the piston from the top edge of the ports to the top of its
stroke.
• The purity of charge is a measure of the success of scavenging the cylinder from the combustion products of the
preceding cycle.
• It is largely controlled by the shape of the combustion chamber and the scavenging arrangement (cross, loop or
uniflow).
• Scavenging efficiency indicates to what extent the residual gases in the cylinder are replaced with fresh air. If it is equal
to unity, it means that all the gases existing in the cylinder at the beginning of scavenging have been swept out.
Swept volume. This term refers to the volume swept by the piston during one stroke and is the product of the piston area
and stroke length
Clearance volume is the volume remaining in the cylinder when the piston is in the top-centre position.
Compression ratio. This is the value obtained from dividing the total cylinder volume by the clearance volume and will be
from 12 to 18 depending on the engine design. Slow speed direct-propulsion engines have compression ratios of around
14.
Volumetric efficiency. This is the ratio of the volume of air drawn into the cylinder (at normal temperature and pressure)
to the swept volume. In naturally aspirated four-stroke engines the volumetric efficiency will be from 0.85 to 0.95.
Natural aspiration is a term applied to four-stroke engines where the air charge is brought into the cylinder only by the
downward movement of the piston without other aids.
 Supercharging / Pressure charging
• Supercharging is a term used to indicate that the weight of air supplied to the engine has been considerably
increased.
• This allows more fuel to be used per stroke with a consequent increase in engine output power.
• More power is developed by a supercharged engine than by a non-supercharged engine of the same bore,
stroke and speed.
• Super Charging has had the effect of lowering the specific weight of diesel engines, i.e. more horsepower is
obtained per ton of engine weight.
• The term pressure-charging is now used generally instead of supercharging. Where use is made of an
exhaust-gas turbo-driven Compressor, the term turbocharging is often used.
 Supercharging / Pressure charging
The pressurised air needed to "scavenge" the cylinders of the exhaust gases and supply the charge of air for
the next combustion cycle was provided by mechanically driven compressors (Roots Blowers), or by using the
space under the piston as a reciprocating compressor (Under Piston Scavenging). This of course meant that the
engine was supplying the work to compress the air, which meant that the useful work obtained from the
engine was decreased by this amount.

The advantages of pressure charging may be summed up as:

• Substantial increase in power for a given speed and size.
• Better mass power ratio, i.e, reduced engine mass for given output.
• Improved mechanical efficiency with reduction in specific fuel consumption.
• Reduction in cost per unit of power developed.
• An increase in air supply has a considerable cooling effect leading to less exacting working conditions and
improved reliability.
Turbocharging
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.
The Turbocharger uses some of waste heat energy
(about 7% of the total energy or 20% of the waste
heat) to drive a single wheel turbine.
Turbocharging
The turbine is driven by 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.
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.
 Classification of Turbocharger
Pulse system In general the manner in which the energy
content within the exhaust gasses is utilized
to drive the turbo charger may be described
in two ways:
1. Pulse system
2.Constant Pressure system.
Based on Type of turbine
1. Axial Flow.
2. Radial Flow.
Based on bearing support
1. Sleeve Bearing
2. Roller Bearing
Based on Arrangement of turbochargers
1. Parallel Turbocharging
2. Series Turbocharging
Based Turbine Casing Cooling
1. Cooled Turbine Casing
2. Uncooled Turbine Casing.
 Pulse Vs Constant Pressure Turbocharger
Test results by Wartsila indicated that up
to 7 bar BMEP the advantage lies with
pulse system but beyond that constant
pressure system becomes more efficient
Hence all modern 2 stroke manufacture
prefer the later.
In Pulse system the high kinetic energy of exhaust gases is used
to drive turbine.
• System requires short unobstructed flow path.
• Reasonable low load efficiency and good response to change in
load.
• Usually restricted to groups of three cylinders exhausting to
each turbocharger.
The constant Pressure utilizes a large volume receiver to convert
kinetic energy to constant pressure energy, high heat energy
supply to the turbine.
• Due to constant velocity gas flow over the turbine blades
provides more efficient turbine operation.
• But have poor response to load changes, and low loads
operation. Hence require a Motor driven auxiliary blower as
booster at low loads.
• There is no restriction on the number of cylinders that can be
connected to the manifold.
• A greater flexibility in case of location of TC and exhaust
arrangement.
• Eliminates the excitation of turbine blade vibrations by exhaust
gas pulses.
 Roller Bearing Vs Sleeve Bearing Turbocharger

Advantages of Outboard Mounded Bearing: - easy access, suited

to ball/roller type bearings, avoids overhung masses, better
dynamic support for large units.
Advantages of Inboard Mounted Sleeve type
Materials bearings: shorter Machine/Rotor possible, better air
Gas Casing: Cast Iron (may be water cooled) inlet flow – High compressor efficiency,
Nozzle ring and blades: Chromium nickel alloy or a nimonic alloy. Disadvantages: Less accessibility, High operating
( Nimonic 90) temperature, High friction at low load,
Ni 75%, CO 18%, TI 3%, AL 2%, CR 2%
Compressor casing: Aluminium alloy
Compressor Wheel: Aluminium alloy, titanium or stainless steel
 Comparison between Ball/ Sleeve type bearings:-

• Lower Friction losses – Roller contact.

• Higher grade of lubrication requirement – Roller bearing.
• More frequent bearing renewal – Roller Bearing.
• Higher operating temperature of TC possible (uncooled TC) - Sleeve
bearing
• Subject to Brinelling (resilient Mounting) – Roller Contact.
• Minimal Lubrication – Roller contact.
• High friction at low load – Sleeve bearing.
• Greater alignment accuracy – Rolling contact.
• Higher cost – Roller Bearing.
Turbocharger Outboard Roller Bearing
Vs Inboard Sleeve Bearing Lubrication
Parts of Turbocharger

The horizontal rotor - 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 is very different has been constructed in parts and
made hollow out of high alloy nickel chromium steel.
The shaft carries a single stage axial gas turbine wheel at one end
and a radial single stage compressor at the other end.
The shaft rests on slide sleeve bearings or End Roller bearings.
At the compressor end there is a thrust bearing for keeping the rotor
assembly in its true axial alignment while it is free to expand at the
other end.
The rotor shaft is provided with shrunk on bushes for bearings, &
shrunk on labyrinth seal.
The labyrinth seals arc built into that part of the bushing which is
screwed with the casing.
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.
Parts of Turbocharger
• The nozzle ring is where the energy in the exhaust gas is
converted into kinetic energy. 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.
• Turbine blades are usually a nickel chrome alloy or a
nimonic material (a nickel alloy containing chrome,
titanium, aluminum, 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.
• 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.
Parts of Turbocharger
Intake system consisting of an intake silencer, guide ways and impeller
intake guide vanes or inducers. The function of the system is to admit air to
the hub of the impeller without shock and friction.
Air is given a centrifugal force so that it leaves the impeller vane at a high
velocity. The displacement of air creates a suction inducting more air
through the inducer.
For larger engines air filters on the blowers have removable elements. The
filtering medium within the element may be plastic Fiber or a non-rusting
metallic 'wool' material.

The impeller of the centrifugal compressor is made by forging of light alloy

(aluminium -silicon) material.
The physical properties for such a material are lightness, strength together
with toughness and its capacity for a smooth surface finish.

The diffuser is the name given to the fixed guide vanes surrounding the
impeller.
The high velocity of the air leaving the impeller tip enters the fixed
diverging vanes of the diffuser.
The air stream is slowed down in the diffusion process where some of the
kinetic energy is converted to a pressure head.
A grid is provided Parts of Turbocharger
before the inlet to The blower
arrest any large side is
piece of metal-for equipped with
instance broken a silencer.
piston ring ends-
from entering the
turbine and
causing damage to
the blades. The air side casing is also in
two parts but is made of
aluminium alloy. The inlet
casing may be arranged to
draw air form the engine
room via a filter and
silencer arrangement.
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.

The turbine is mounted in a cast iron casing two part casing which comprise of gas inlet housing the nozzle ring and a
gas outlet casing which forms the main part of the frame. Traditionally the casting has been water cooled but the
latest type has moved away from this design in an effort to increase efficiency.
 Turbocharger Sealing arrangement
LABYRINTH SEALS
• 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 from of thrower plates
are also fitted at the bearings to prevent the passage of
oil along the shaft. Labyrinth seals consist of projections
on the rotor which almost touch the casing.
• 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
Principle of the Labyrinth Gland------The minimises the heat transmission form the turbine
leakage of exhaust is reduced by the use wheel.
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
 Series Turbocharging
• The advantages Series Turbocharging with two-stage compression with intercooler are
• stage turbo charging gives higher air pressure and mass. Both charge air coolers can be fresh
water cooled and if a central cooling system with temperature controls is utilized.
• Total energy savings may be made.
• Waste Gate: - In order to improve the part load air supply, and the engine performance the nozzle
area can be reduced at the design stage. However this option will produce excessive pressure at
full load. In order to reduce the scavenge pressure the excess pressure will have to be dumped,
although this option has a slight fuel penalty (+2%)
• Air bypass valve: - In order to achieve better engine to turbocharger matching and a wider load
profile bypassing of engine by the charger air can be carried out. This dumped just after the
compressor to the exhaust gas line. This will increase the air flow through the compressor hence
reducing the possibility of surging.

The Miller cycle is an operating

cycle for internal combustion
engines which is essentially
characterized by the following main
features:
effective compression stroke
shorter than the expansion stroke;
high pressure supercharging;
variable valve timing.
 • Having two turbocharger in parallel, provides the
Parallel Turbocharging following advantages that a single turbocharger
• Fault on the only turbocharger will drastically
reduce the engine output,
• Single large turbocharger will have higher inertia,
and thus longer to respond to load change,
• Cost of replacement of parts more expensive,
 Power Take In Turbine (PTI )
• Power Take In (PTI) : At full load there is more
exhaust gas energy available than that required to
supply scavenge air alone. Thus some of the
exhaust gas can be passed through a radial gas
turbine which can either be used to provide energy
direct into the propeller shaft via gearing, or into
the electrical system.
 Variable Geometry Turbine

• Reduction of SFOC and related emissions at part load

• Elimination of the dependency on ambient conditions
• Stopping blowers at lower load / earlier stage
• Higher flexibility and improved dynamic response

1. turbine casing
2. turbine wheel
3. vanes
4. unison ring
5. adjustable ring
6. lever system
7. compressor wheel
8. compressor casing
9. pneumatic actuator
Turbocharger Generator Motor Advances in high speed generator technology as
well as in high – capacity electronic switching
devices have fostered the practical development of
compact, high – output generators and frequency
convertors suitable for use with turbochargers.
Hybrid turbochargers – in which high seed generator
is attached directly to the turbocharger rotor shaft.

This arrangement has the following advantages.

 Elimination of piping and valves associated with
feeding exhaust gas to a power turbine.
 Control of turbocharger performance by raising
and lowering generator output.
 Use the generator as a motor as a substitute for
the auxiliary blower of two stroke engine, motor
mode can also be applied to accelerate the
turbocharger rotor and improve the turbocharger
performance, particularly at low load range of
the engine.
 Higher efficiency due to energy conversion by the
turbocharger turbine.
 • If the mass flow rate for the given pressure ratio drops then the
Turbocharger surging delivery becomes unstable and surging occurs.
• At a certain point the pressure built up in the air manifold will
blow back through the compressor, causing the surge in
turbocharger revolution, the noise level & vibration.
• The system will now stabilize itself, pressure will; be built up again,
and if the condition causing the surge is still present, the cycle will
repeat itself.
• Depending on the degree of restriction, the frequency can be
anything from a few seconds to a number of minutes.
To minimize the possibility of surging occurring,
• Reduce the engine speed.
• Proper matching of the turbocharger to the engine is very
important i.e. the engine operating line should be far enough to
the right side of the surge line.
• Clean air inlet filter, air cooler & scavenge ports, (to provide
unrestricted passage for scavenge air).
• Clean fouled exhaust grids, nozzle ring & exhaust gas economizers
(prevent back pressure of exhaust).
• A balanced engine.
 Matching of Turbocharger
• The correct matching of a turbo - blower to an engine is extremely important. With
correct matching, the engine operating point should be close to optimum efficiency, as
shown by the blower characteristic curve.
• In this diagram the ordinates indicate pressure ratio; the abscissae show blower
capacity.
• Should the matching be incorrect, the turbo-blower will supply charge air at either too
low or too high a pressure, or surging may occur at the blower.
• Mis-matching can usually be corrected by a change of turbine capacity and/or blower
diffuser.
• A surge margin/leeway is allowed to cater for drop in turbine efficiency due to fouling.

Various reasons for turbocharger surging :- a)Rapid change in

load/ sudden fluctuation of load, b)Insufficient supply of fuel
(Abnormality of fuel system),c) Narrowed scavenge air
passage, d) engine operation on overload, e) Failure of
turbine blade, Nozzle or diffuser,
 Turbocharger cleaning
The turbine must be Dry cleaned
after every 24 to 50 hours of
operation. Turbocharger dry
cleaning can be carried out
without, or with very little,
reduction of the engine load.

Turbine wet cleaning

Carried out every week.
Engine load has to be reduced
Less than half and continued for ½ hour
Before returning the load to normal.

Activated Charcoal
Walnut shell Size 1 to 1.5 mm

Cleaning of impeller & volute casing is done at every 25 to 75 hrs of operation

A fixed quantity of water is injected at the eye of the impeller over a short period of time, to remove
deposit from the surface.
There is no need for reduction of speed during this procedure.