Charge Air System (Supercharging)

The charge air system in a WDG3A locomotive is a crucial component of its diesel engine. It plays a vital role in improving the
engine's efficiency and performance by optimizing the combustion process. The primary function of the charge air system is to supply
the engine with a dense and compressed air charge, which enhances fuel combustion and power output. Here's how the charge air
system works in a WDG3A locomotive:
Air Intake: The charge air system starts with the air intake, where ambient air is drawn into the system. The intake air may pass
through filters to remove dust, debris, and other contaminants, ensuring that only clean air enters the engine.
Turbocharger: After the air is filtered, it enters the turbocharger, which is a key component of the charge air system. The turbocharger
consists of two main parts: the turbine and the compressor. The turbine is driven by the engine's exhaust gases, and it rotates a shaft
that connects to the compressor. As the turbine spins, it drives the compressor, which compresses the intake air, making it denser.
Aftercooler: The compressed air from the turbocharger is then directed to the aftercooler. The aftercooler is a heat exchanger that
cools down the compressed air before it enters the engine's intake manifold. Cooling the air increases its density, which further
enhances the combustion process.
Air Gallery: The cooled and compressed air is delivered to the engine’s air gallery. The air gallery distributes the air evenly to each
cylinder's intake ports, where it mixes with the injected fuel.
Combustion: The dense and compressed air charge, along with the injected fuel, creates a more efficient and powerful combustion
process within each cylinder. This results in increased engine performance, better fuel efficiency, and reduced emissions.
By providing the engine with a higher volume of oxygen-rich air, the charge air system allows for better fuel combustion, leading to
improved power output and overall locomotive performance. It also contributes to meeting emissions standards and maximizing the
locomotive's fuel efficiency, making it an essential system in modern diesel-electric locomotives like the WDG3A
Charge Air System (Supercharging)
 The method of increasing density of inlet air for increasing power output
of the engine is called supercharging.
 Within the same swept volume greater mass of charge can be introduced
by the method of supercharging.
 Degree of supercharging is limited by thermal & mechanical load on the
engine and strongly depend on the type of supercharger used & design of
the engine.

Objectives of Supercharging Turbosupercharger:

 To reduce of weight of engine per horse-power.
 To reduce space occupied by the engine.
 To reduce the consumption of lubricating oil.
 To increase power output of engine.
 A Turbo supercharger consists of two section namely
Turbine Section & Compressor Section which are coupled
with a common shaft.
 Exhaust gases coming from diesel engine enters in turbine
section.
 Turbine uses the energy contained in exhaust gases to drive
the compressor & inducer which draws the fresh air from the
atmosphere, compress & deliver it to engine cylinder through
after cooler.
Charge Air System (Supercharging)
Working Principles of Turbo Supercharging System
The exhaust gas discharged from all the cylinders accumulate in the common
exhaust manifold at the end of which the TSC is fitted. The gas under pressure
thereafter enters the TSC through the connector and the torpedo shaped bell
mouth and then passes-through the fixed nozzle ring. The exhaust gases passing
through the fixed nozzle ring is directed to the turbine blades at increased
pressure and at a suitable angle to achieve rotary motion of the turbine at
maximum efficiency. After rotating the turbine, the exhaust gases go out to the
atmosphere through the exhaust chimney. The turbine has a centrifugal blower
mounted at the other end of the same turbine shaft and rotation of turbine drives
the blower at equal speed. The blower connected to the atmosphere through a set
of oil bath filters/cyclonic filters suck air from the atmosphere and deliver it at
higher velocity. The air then passes through the diffuser inside the turbo, where
the velocity is defused to increase the pressure of air before being delivered from
turbo.
TSC consists of following main components;-
1. Gas inlet casing 4. Blower casing with diffuser
2. Turbine casing 5. Rotor assembly with turbine and blower on same shaft.
3. Intermediate casing
Charge Air System (Supercharging)
TROUBLESHOOTING FOR LOW BOOSTER PRESSURE CHECK THE RUN DOWN OF TURBO SUPER
1. Any trouble or defect developed in fuel oil system. Watch the FOP CHARGER
gauge indication and rectify if necessary. Performance of TSC is checked by measuring the run-
2. Any defect in the fuel injection system like blocked FIP or fuel rack down test of turbine in the TSC. Following is the method
sticky. Watch for the unusual beat in the exhaust and act accordingly. for testing the run down of turbine.
3. Transition not picking up. Work with manual transition. 1. Engine run at 8th notch for some time.
4. Defects in the excitation system-check the cards for slackness and 2. Engine run at 4th notch for some time to maintain the
wire connection in excitation panel slack/disconnected. engine temperature of 60 ˚C.
5. Oil seal failure.
3. Shut down the engine by trip handle of over speed trip
6. Defects in the air intake system: assembly.
a. Leakage through exhaust elbow gaskets or cracked exhaust elbow.
4. Note the time of stopping the crankshaft.
b. Exhaust manifold cracked.
c. Gas inlet casing cracked or the connectors worked loose. 5. Note down the time of stopping of turbine wheel by
torch light or paper rod.
d. Cyclonic filters/Car body filters/air maze oil bath filters dirty
preventing air passage. Count the difference of both the noted times. This will be
e. Air inlet funnels slack-securing band or ring loose. the actual Turbo run down time.
Time of run down for different Turbo Super Chargers-
f. After cooler gasket joints leaking. Turbo Super TRD time RPM of Turbine
g. Air manifold leaking through inlet elbow gaskets or because Charger
of non-tightness of the lifting eyebolt at the power take-off ALCO 60 to 180 seconds 17,200 to 20,000
end. NAPIER 20 to 60 seconds 18,000 to 24,000
h. BAP gauge pipe leaky or gauge defective. ABB 60 to 180 seconds 18,000 to 24,000