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Turbocharging Principles An..

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20 views3 pages

Turbocharging Principles An..

Uploaded by

Yoga Yogaswara
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© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Turbocharging Principles and Constuction http://www.marinediesels.info/Turbocharging/turbocharger_principles.

htm

Operational Information
Turbocharging
Principles and Construction

Other The 2 Stroke The 4 Stroke


The Basics Operation Members
Pages Engine Engine

INTRODUCTION

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.

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Turbocharging Principles and Constuction http://www.marinediesels.info/Turbocharging/turbocharger_principles.htm

The turbocharger consists of a single stage impulse turbine


connected to a centrifugal impeller via a shaft.

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.

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.

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, 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.

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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Turbocharging Principles and Constuction http://www.marinediesels.info/Turbocharging/turbocharger_principles.htm

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 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.

The air casing is also of aluminium alloy and is in two parts.

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 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 as well as lubricate. The 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.

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. Discoloring 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

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