Technical Documentation

Exhaust Gas Turbocharger

Operating Manual C1

Exhaust gas turbocharger . . . . . . . . . . Edition only for Information

MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Phone ++49 821 3 22--0 : Telex 5 37 96-0 man d

6660 C1--05 E 11.00 101/ 02

. 1999 MAN B&W Diesel AG

All rights reserved, including the reproduction in any form or by photomechanical means (photocopy/microcopy), in
whole or in part, and the translation.

6660 C1--05 E 11.00 102/ 02

Table of contents

N 1 Introduction

: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers

N 2 Technical details

N 2.1 Scope of supply/Technical specification

: : N 2.1.1 MAN B&W Diesel AG’s Scope of Supply/Technical Specification
N 2.2 Exhaust gas turbocharger
: N 2.2.1 Exhaust gas turbocharger Brief description, function
N 2.3 Components/Subassemblies
N 2.4 Systems
: : N 2.4.1 Lube oil system
: : N 2.4.7 Acceleration system ”Jet Assist”
N 2.5 Technical data
: : : N 2.5.1 Rating data
: : N 2.5.2 Operating data, temperatures, pressures
: : N 2.5.3 Weights
: : N 2.5.4 Dimensions
: : N 2.5.5 Gaps and clearances

N 3 Operation/Operating media

N 3.1 Prerequisites
: : N 3.1.1 Prerequisites
N 3.2 Safety regulations
: : N 3.2.1 Safety regulations
: : : N 3.2.2 Destination/suitability of the turbocharger
: : : N 3.2.3 Risks/dangers

Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management

6660 11.00 NR29/S 101 /02

: : : N 3.2.4 Safety instructions
N 3.3 Operating media
N 3.4 Starting the turbocharger
: : N 3.4.1 Preparations for start, Starting, Stopping
N 3.5 Control the operating values
: : N 3.5.1 Control the turbocharger
N 3.6 Operating faults
: : N 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)
: : N 3.6.3 Emergency operation on failure of one turbocharger
: : : N 3.6.7 Behaviour in case operating values are exceeded/ alarms are released
N 3.7 Shut down/preserve the turbocharger
: : N 3.7.1 Shut down/preserve the turbocharger

N 4 Maintenance/Repair

: : : N 4.1 General remarks

: : : N 4.2 Maintenance schedule (explanations)
: : N 4.3 Tools/Special tools
: : N 4.4 Spare Parts
: : N 4.6 Special services/Repair work
: : N 4.7 Maintenance schedule (signs/symbols)
: : N 4.7.3 Maintenance Schedule (Turbocharger)
: : N 4.8 Maintenance work
: : N 4.8.1 Cleaning
: : N 4.8.4 Checking the individual Components
: : N 4.8.7 Check list

N 5 Annex

Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management

6660 11.00 NR29/S 102 / 02

How the Operating Instruction Manual
is organized, and how to use it 1.3

Instructions for use

The operating manual contains written and illustrated information that is

both generally useful and specially significant. This information is thought
to supplement the knowledge and faculties which the persons have who
are entrusted with
- the operation,
- the control and supervision,
- the maintenance and repair
of the engine. The conventional knowledge and practical experience alone
will not be adequate.

The operating instructions should be made available to these persons. The

people in charge have the task to familiarise themselves with the
composition of the operating manual so that they are able to find the
necessary information without lengthy searching.

We attempt to render assistance by a clearly organised composition and

by a clear diction of the texts.

Structure and special features

The operating instruction manual mainly consists of the sections

1 Introduction
2 Technical details
3 Operation/Operating media,
4 Maintenance/Repair, and
5 Annex

The operating manual is limited to the vital subjects. It mainly focuses on:
- Understanding the functions/coherences;
- operating it in routine and emergency modes;
- ensuring operational prerequisites on the turbocharger and the
peripheral systems, and
- Maintaining the operability of the turbocharger/engine,
carrying out preventive or scheduled maintenance work,
doing unsophisticated repair work, and contracting and supervising
more difficult work.

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 The manual does not deal with:
- The moving and erection of the turbocharger,
- Steps and checks when putting the engine into operation for the first
time,
- Difficult repair work requiring special tools, facilities and experience and
the
- Behaviour after fire, inrush of water, severe damage and average.

What is also of importance

The sheet “Scope of supply” The content of the operating manual and structural details of it can be
seen at a glance from the table of contents. We would like to draw your
particular attention to the sheet “Scope of supply” in Section 2. The sheet
named “Scope of supply” lists and briefly describes all the items that were
supplied by MAN B&W Diesel AG. This sheet shows for which
components you may expect to receive assistance and spare parts
supplies from us. This is the scope to which our information, our
maintenance schedules and specifications refer to. Where problems are
encountered with systems for which we have supplied but a few items, it
will possibly be more helpful to consult the system supplier directly, unless
MAN B&W’s scope of supply is mainly concerned, or similar, obvious
reasons apply.

Engine design The operating manual will be continually updated, and matched to the
design of the engine as ordered. There may nevertheless be deviations
between the sheets of a primiarily describing/illustrating content and the
definite design.

Technical details Technical details of your engine are included in

- the “Technical Data” in Section 2,
- in the work cards in Volume C2, and
- the test run or commissioning certificate included in Volume C5.

Maintenance schedule/ The maintenance schedule (turbocharger) is closely related to the work
work cards cards of Volume C2. The work cards describe how a job is to be done, and
which tools and facilities are required for doing it. The maintenance
schedule, on the other hand, gives the periodical intervals and the average
requirements in personnel and time.

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Lube oil system 2.4.1

Lube oil system The turbocharger rotor is guided in radial direction through 2 floating bearing
(see figure 1) bushes (4) arranged between turbine wheel and compressor wheel in the bearing
casing. The locating bearing (5) on the compressor side serves both for axial
positioning and for taking the axial thrust.
The turbocharger bearings are lubricated by the lube oil circuit of the engine via a
common feed pipe (2). The lube oil serves as well for the cooling of the bearings.

Designs/possibilities The figure 1 shows several possibilities of lube oil supply. The scope required
for the installation of the respective engine system can be selected by the
following criteria:
- For engines ... that are primed immediately prior to start--up (standard design)
Feed pipe (2), throttle point (3), discharge pipe (6), sight glass/venting box (7),
venting pipe (8), connection for pressure monitoring (9, 10).
- For engines ... being primed at intervals or continuously (e.g. stand--by engines)
Feed pipe (2) with non--return valve (14), throttle point (3), additional feed
pipe (12) with non--return valve (13), discharge pipe (6), sight glass/venting
box (7), venting pipe (8), connection for pressure monitoring (9, 10).
The non--return valve (14) is to be fitted as closely to the feed pipe (1) as
possible, and it should be in closed position during priming and after the lube oil
pumps have been switched off. Tis prevents overlubrication of the turbocharger
on priming on the one hand, and a draining of the feed pipe (2) causing air to
enter, on the other.
- For engines ... with retarded engine shut--down in case of dropping lube oil pressure (special
design)
Further to the two possibilities mentioned above, a connection of the
hydro--pneumatic accumulator (15) is necessary. Moreover, engines being primed
immediately prior to start--up a non--return valve (14) which, however, is to open
at minimal priming pressure already.

Lube oil pressure The measuring connection at the top of the bearing casing is to be used for
controlling and monitoring the lube oil pressure.
The lube oil pressure is to be so adjusted that a pressure of 1.5 – 0.2 bar prevails at
this point at full engine load and with the lube oil at service temperature (inlet
temperature max. 75 •C).
On start--up and during heating up of the engine, when the lube oil temperature is
relatively low, a lube oil pressure of up to 2.0 bar is admissible for a short period of
time.
The necessary lube oil pressure is set by means of a throttle point (3, e.g. an orifice
or pressure reducing valve) in the feed pipe (2).
In case of engine lube oil pressures  2.5 bar, we recommend the installation of a
pressure reducing valve with outlet control.

Differences in hight Differences in height between the indicating instrument and turbocharger
centreline must be made allowance for with – 0.1 bar per 1.0 metres difference.
Example: If the pressure gauge (9) and/or the pressure controller (10) is located
3.0 metres lower, the pressure gauge must indicate a by 0.3 bar higher pressure
and/or the setting of the pressure controller must by 0.3 bar be higher than the
operating pressure specified above.

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Alarm/engine shut--down The alarm point is to be adjusted to a value of 1.0. When an alarm is triggered,
the engine performance has to be reduced simultaneously (without delay) to half
load (engine slow--down).
If the oil pressure continues to drop, the engine is to be stopped and the causes
are to be remedied. The limit value for engine shut--down is at 0.8 bar lube oil
pressure.

If it is not allowed to stop the engine for an important reason, damages of the
turbocharger are to be expected.

Lube oil flow rate The required lube oil flow rate depends on the viscosity of the lube oil and may
differ from that stated in the Operating data (see sheet 2.5.2).

Lube oil quality The plain bearings are rated for use of standard engine lube oils SAE30 or
SAE40 and can therefore be directly connected to the lube oil system of the
engine.

Lube oil filtration The turbocharger does not require its own lube oil filter. The filtration which
nowadays is the standard for engines is adequate, provided that the fineness is
smaller than/equal to 0.05 mm. A precondition is that the engine lube oil is
permanently treated by separation and excessive concentrations of water of more
than 0.2 % portion by weight and solid residues larger than 0.02 mm are avoided.
Prior to initial operation of the engine or after major servicing work, the pipes
between the filter and turbocharger are to be cleaned, pickled and flushed
carefully.

Priming Prior to engine start--up, the bearings of the turbocharger must be primed, which,
depending on the lube oil system of the engine system, is done by priming
immediately prior to start--up, or by interval or continuous priming.

Post lubrication For cooling the plain bearings, the turbocharger has to be lubricated after engine
stop with a lube oil pressure of min. 0.3 bar. The engine lube oil pumps or the
auxiliary pumps must therefore continue running for 10 ... 30 minutes.

Lube oil drain The discharge pipe (6) should have a gradient as steep as possible, and it should
be amply dimensioned and free of resistances and back pressures. On ships, the
inclination of the line should be not less than 5• more than the maximum possible
inclination of the vessel.
The oil discharge pipe must have a venting facility from a sufficiently large
compartment permitting the oil to settle down, e.g. a sight glass/venting box (7).
The cross section of the venting pipe (8) should be approximately that of the oil
discharge pipe (6).

Shaft sealing The oil space is sealed on the turbine and compressor sides by labyrinths fitted
on the rotor shaft. The radial labyrinth clearance should be such that the rotating
labyrinth tips slightly dig into the softer sealing cover layer. At higher speeds, the
rotor is slightly lifted corresponding to the lubricating film, so that the labyrinth tips
come clear. The rotor will be lowered when the turbocharger stops. The labyrinth
tips will then come down into the grooves in the sealing covers, providing better
sealing during priming. Local running--in grooves in the bore of the sealing covers
are therefore desirable and no reason for replacement of parts.

Sealing air For the shaft sealing on turbine side, sealing air (compressed air) is additionally
required:
- against entry of exhaust gas into the oil space,
- against trickle of lube oil into the turbine (oil coke)
During operation, the sealing air (11) is withdrawn downstream of the compressor
wheel and led to the labyrinth seal on the turbine side via ducts drilled into the
bearing casing.

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 1 Feed pipe (engine) 6 Discharge pipe 12 Feed pipe
2 Feed pipe (turbocharger) 7 Sight glass or (interval priming)
3 Throttle point (orifice or venting box 13 Non--return valve
pressure reducing valve) 8 Venting pipe 14 Non--return valve
4* Bearing bush 9 Pressure gauge 15 * Hydro--pneumatic
5* Locating bearing 10 Pressure controller accumulator
11 * Sealing air
* Scope of supply of turbocharger
Figure 1. Lube oil system, Turbochargers NR/S

Retarded engine shut--down (special design)

Retarded engine shut--down In engine systems with lube oil pressure monitoring (alarm and/or engine stop
when the set points are fallen below), a retarded engine shut--down leaves a
moment to decide whether the engine should be stopped to avoid damage to the
engine and turbocharger, or whether a necessary manoeuvre should be continued
to avert major damage. An oil pressure accumulator providing for temporary
lubrication of the turbocharger is required for this purpose.

Pressure accumulator A hydro--pneumatic accumulator (15) with a nominal capacity of 10 litres permits
the decision of engine shut--down to be retarded by a maximum of 10 seconds. If
retarded longer, operational safety will be jeopardised, and the turbocharger must
be expected to suffer damage.The hydro--pneumatic accumulator (15) is to be
appropriately positioned max. 2.0 metres below the highest point of feed pipe (2),
between the throttle point (3) and the non--return valve (14).
The service temperature is max. +80•C.

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Pressure control and The accumulator comprises an elastic bladder containing nitrogen, which is
supplementing the charge compressed as the oil pressure rises and displaces the oil which the accumulator
of the bladder holds as the oil pressure drops, so that the oil proceeds to the turbocharger. A
valve provided on the top of the accumulator under a protecting cap serves for
pressure control and supplementing the charge of the bladder.

▲▲▲ Danger! Nitrogen exclusively is to be used for recharging the bladder

to the necessary pressure, never use oxygen, because of the danger of
explosion.

Charge pressure of the bladder 0.5 ... 0.6 bar, with unpressurised lube oil
system.

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Faults/Deficiencies
and their causes (Trouble Shooting) 3.6.1

Preliminary conditions

Operating faults Operating faults normally manifests itself by abnormal readings (exhaust
gas temperature, charge--air pressure and speed), by distinct running
noice or by leaks in the oil pipes.

Possible consequential Should anomalies turn up on the turbocharger on starting or during engine
damage operation, the cause is to be traced immediately, if possible, and the fault
is to be eliminated. Otherwise, there will be risk of minor initial faults
causing consequential damage to the turbocharger, and also to the
engine.

First preparations In case of faults, the engine load should be reduced, if possible, or the
engine should be shut down completely and not be restarted before the
cause of faults has been eliminated.

Important! Unsystematic trying out should be avoided because it

will lead to success in rare cases only.

Fault--finding chart The fault--finding chart (refer to page 2) is thought to contribute to reliably
recognising trouble that turns up and finding the cause it is due to, and to
taking prompt remedial action.

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Exhaust gas temperature before turbine too high
Charge air pressure too low TROUBLES
Charge air pressure too high EXPERIENCED
Speed too low
Speed too high
Lubricating oil pressure too low
Lubricating oil losses
Sluggish starting or short run--down time
Abnormally high noise level
Turbocharger developing vibrations
Compressor surging

POSSIBLE CAUSES
Silencer or air filter fouled
Compressor fouled
Turbine wheel heavily fouled
Turbine nozzle ring slightly fouled / narrowed
Turbine nozzle ring heavily fouled / narrowed
Trust ring, labyrinth ring or locating ring damaged
Labyrinth seals defective
Seals damaged, leaking connections
Defective bearings, imbalance of the rotor
Rotor rubbing
Foreign bodies before or in turbine
Foreign bodies before or in compressor
Turbine or compressor wheel damaged
Sealing air ineffective, oil coke behind turbine wheel
Large erosion on turbine wheel/shroud ring, nozzle ring
High air inlet temperature
Low air inlet temperature
Intercooler fouled
Leaking charge air pipe
Charge air temperature too high
Lubricating oil inlet temperature too high
Lubricating oil pressure too high
Dirty lubricating oil filter
Lubricating oil pressure gauge disturbed
Excessive pressure in oil discharge or crankcase
Deposits on inlet or exhaust valves / slots of engine
Leaking exhaust gas pipe
Exhaust gas backpressure after turbine too high
Fuel injection system on engine disturbed

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