MAN Diesel & Turbo
Project Guide
TCR
Turbocharger
All data provided in this document is non-binding. This data serves informa­
tional purposes only and is especially not guaranteed in any way. Depending
on the subsequent specific individual projects, the relevant data may be sub­
ject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.
Translation of the original instructions
EN-US
TCR Project Guide
2014-07-16 - de
Date .................................................. 2014-07-16
MAN Diesel & Turbo SE
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-3382
www.mandieselturbo.com
2014-07-16 - de
TCR Project Guide
MAN Diesel & Turbo
Copyright © 2014 MAN Diesel & Turbo
All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
EN-US
Table of contents
1
General .................................................................................................................................................. 6
1.1
1.2
1.3
1.4
1.5
1.6
1.7
2
Overview of series ............................................................................................................................... 12
2.1
2.2
2.3
2.4
2.5
2.6
2014-07-16 - de
3
Range of applications of the TCR Series ................................................................................. 12
Achievable power outputs per turbocharger .......................................................................... 12
Maximum compressor pressure ratios and exhaust gas temperatures ................................ 13
Weights of the subassemblies ................................................................................................. 14
Dimensions ............................................................................................................................... 15
Casing positions ....................................................................................................................... 17
Design – Characteristics of the subassemblies ................................................................................ 18
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19
3.20
4
Characteristics of the TCR Series turbochargers ..................................................................... 6
Exhaust gas turbocharging ....................................................................................................... 7
Layout of the turbochargers on the engine ............................................................................... 8
Performance characteristics ..................................................................................................... 8
Intended use ............................................................................................................................... 9
Type plate ................................................................................................................................. 11
Reference values for pressure specifications in the Project Guide ....................................... 11
Table of contents
MAN Diesel & Turbo
Characteristics of the subassemblies ..................................................................................... 18
Turbine rotor ............................................................................................................................ 19
Compressor wheel ................................................................................................................... 19
Internal bearings ...................................................................................................................... 20
Bearings ................................................................................................................................... 21
Bearing casing ......................................................................................................................... 22
Compressor casing .................................................................................................................. 23
Diffuser ..................................................................................................................................... 24
Silencer with air filter .............................................................................................................. 25
Air intake casing ...................................................................................................................... 26
Gas admission casing .............................................................................................................. 27
Turbine nozzle ring .................................................................................................................. 28
Adjustable turbine nozzle ring ................................................................................................. 28
Gas outlet casing ..................................................................................................................... 29
Waste gate ................................................................................................................................ 30
Gas outlet elbow ...................................................................................................................... 31
Loads on connections and flanges .......................................................................................... 31
Permissible inclination ............................................................................................................ 38
Permissible vibration limit values ........................................................................................... 39
Noise emission ......................................................................................................................... 41
Systems ............................................................................................................................................... 42
4.1
4.2
Lube oil system ........................................................................................................................ 42
Lube oil flow rate ..................................................................................................................... 47
3 (129)
4.3
4.4
4.5
4.6
4.7
4.8
5
Quality requirements on operating media ......................................................................................... 56
5.1
5.2
5.3
5.4
5.5
6
6.3
Containment safety .................................................................................................................. 83
Disassembly dimensions for subassemblies .......................................................................... 83
Exhaust gas system ................................................................................................................. 87
Emergency operation and temporary shutdown ............................................................................... 90
8.1
8.2
4 (129)
Jet Assist .................................................................................................................................. 74
Turbine cleaning ...................................................................................................................... 75
6.2.1 Wet cleaning of the turbine .................................................................................... 76
6.2.2 Dry cleaning of the turbine .................................................................................... 78
Compressor cleaning ............................................................................................................... 80
Engine room planning ......................................................................................................................... 83
7.1
7.2
7.3
8
Quality requirements on fuels ................................................................................................. 56
5.1.1 MDO fuel (marine diesel oil) ................................................................................... 56
5.1.2 MGO fuel (marine gas oil) ...................................................................................... 57
5.1.3 HFO fuel (heavy fuel oil) ......................................................................................... 58
5.1.4 Biofuel ................................................................................................................... 63
5.1.5 Gas ....................................................................................................................... 64
5.1.5.1 Gas types, gas quality ........................................................................................... 64
Quality requirements on lube oil and additives ...................................................................... 64
5.2.1 Lube oil ................................................................................................................. 64
5.2.2 General requirements on lube oil ........................................................................... 65
5.2.3 Specifications ........................................................................................................ 66
Quality requirements on intake air .......................................................................................... 67
Quality requirements on cooling water for compressor wheel cooling ................................. 68
5.4.1 Additives for Cooling Water ................................................................................... 68
5.4.2 Requirements on untreated cooling water ............................................................. 69
5.4.3 Requirement for Effective Use of an Anticorrosive Agent ....................................... 70
5.4.4 Protective Measures ............................................................................................. 71
5.4.5 Analysis ................................................................................................................ 71
5.4.6 Permissible Cooling Water Additives ..................................................................... 71
Quality requirements on turbine cleaning granulate .............................................................. 73
Additional equipment .......................................................................................................................... 74
6.1
6.2
7
Lube oil pressure ..................................................................................................................... 47
Emergency lubrication ............................................................................................................. 49
Pre-lubrication and post-lubrication of the turbocharger ..................................................... 50
Quality assessment of the lube oil .......................................................................................... 52
Water cooling – bearing casing ............................................................................................... 54
Compressor wheel cooling ...................................................................................................... 55
Emergency operation ............................................................................................................... 90
Shutting Down and Restarting Operation ............................................................................... 92
8.2.1 Long-term shutdown for lay-up ............................................................................. 92
2014-07-16 - de
Table of contents
MAN Diesel & Turbo
9
Calculations ......................................................................................................................................... 94
9.1
9.2
Design calculations .................................................................................................................. 94
Turbocharger efficiency ........................................................................................................... 95
10 Speed measurement, matching, checking ........................................................................................ 97
10.1
10.2
10.3
10.4
10.5
Speed measurement ................................................................................................................ 97
Measurement of the air volume ............................................................................................ 100
Matching ................................................................................................................................ 102
Checking surge stability ........................................................................................................ 103
Characteristic maps ............................................................................................................... 103
Table of contents
MAN Diesel & Turbo
11 Quality assurance ............................................................................................................................. 106
11.1 Certification ............................................................................................................................ 106
11.2 Description of the quality criteria .......................................................................................... 109
12 Maintenance and inspection ............................................................................................................ 111
12.1
12.2
12.3
12.4
12.5
Maintenance work ................................................................................................................. 111
Bindingness and adaptability ................................................................................................ 111
Turbocharger on two-stroke engine ..................................................................................... 112
Turbocharger on four-stroke engine ..................................................................................... 112
Personnel and time required ................................................................................................. 113
13 Transportation ................................................................................................................................... 115
13.1 Fastening points ..................................................................................................................... 115
14 Preservation, packaging and storage .............................................................................................. 117
14.1 Corrosion prevention ............................................................................................................. 117
14.2 Packaging ............................................................................................................................... 117
14.3 Storage ................................................................................................................................... 117
15 Environmental protection and disposal ........................................................................................... 118
16 Spare parts ........................................................................................................................................ 119
16.1 Ordering spare parts .............................................................................................................. 119
17 Tools .................................................................................................................................................. 122
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17.1 Tools ....................................................................................................................................... 122
18 Training and documentation ............................................................................................................ 124
18.1 Training programs ................................................................................................................. 124
18.2 Technical documentation ...................................................................................................... 124
19 Addresses .......................................................................................................................................... 125
19.1 MAN PrimeServ ...................................................................................................................... 125
5 (129)
1.1 Characteristics of the TCR Series turbochargers
1
MAN Diesel & Turbo
1
General
1.1
Characteristics of the TCR Series turbochargers
The cost-effective operation of modern engines is inconceivable without tur­
bochargers. Turbochargers from MAN Diesel & Turbo are equally tried and
tested with marine main engines, auxiliary engines and in stationary systems
under the most varied operating conditions. Reliability, easy maintenance
and long inspection intervals have been confirmed throughout decades of
experience.
With the TCR Series, expect not only clear increases in efficiency, but also
substantial improvements in reliability and service life.
Turbochargers of the TCR Series can be used on two-stroke and four-stroke
engines with constant-pressure and pulse turbocharging and engine outputs
from 390 to 7000 kW.
1
2
3
1 Exhaust gases
2 Charge air
3 Fresh air
Figure 1: TCR on in-line engine
1 General
2014-07-16 - de
The modular design of the TCR Series allows for optimal adaptation of the
turbochargers to the conditions for both four-stroke and two-stroke engines.
6 (129)
Project Guide, TCR, EN-US
1
1.2
Exhaust gas turbocharging
The turbochargers of the TCR Series are designed for constant-pressure and
pulse turbocharging.
Constant-pressure turbocharging:
With constant-pressure turbocharging, the engine exhaust gases flow into a
common exhaust manifold, accumulate there and flow with minor pressure
fluctuations to the exhaust turbine.
1 Exhaust gases
2 Charge air
1.2 Exhaust gas turbocharging
MAN Diesel & Turbo
3 Fresh air
Figure 2: Constant-pressure turbocharging
Pulse turbocharging:
1 General
2014-07-16 - de
With pulse turbocharging, the engine exhaust gases of the individual cylin­
ders are channelled into several narrow exhaust gas pipes and transfer the
outlet pressure pulses of the cylinders to the multi-socket gas admission
casing.
Project Guide, TCR, EN-US
7 (129)
1
1.4 Performance characteristics
MAN Diesel & Turbo
1 Exhaust gases
2 Charge air
3 Fresh air
Figure 3: Pulse turbocharging
1.3
Layout of the turbochargers on the engine
In many cases, the present necessity to realize the power adaptation on Vtype engines via two turbochargers can be avoided by the comprehensive
application range of the TCR Series and the higher efficiency of the turbo­
chargers. The characteristic diagrams of the TCR Series turbochargers indi­
cate that a safe distance between surge line and operating characteristic line
can be achieved on V-type engines, even with only one turbocharger.
The modular design of the TCR Series allows for optimal adaptation of the
turbochargers to the conditions for both four-stroke and two-stroke engines.
For individual turbocharger sizes in the TCR Series, both single-connection
as well as double-connection gas admission casings are available, enabling
optimum results to be achieved in terms of design and economy.
1.4
Performance characteristics
▪
Generator curve (constant engine speed)
▪
Fixed-pitch propeller curve (variable engine speed)
▪
Propeller curve at reduced engine speed (high torque)
▪
Combined curve (combination of generator and propeller curve)
▪
Vehicle engine curve.
1 General
Irrespective of the purpose for which the engine is being used, a safe dis­
tance is always required between all possible operating points and the surge
line of the compressor. This is ensured by dimensioning the compressor
accordingly.
8 (129)
Project Guide, TCR, EN-US
2014-07-16 - de
The following operating modes are distinguished:
1
1.5
Intended use
The turbocharger is intended for use on diesel, heavy-fuel-oil, gas-powered
and dual-fuel engines. It draws in the fresh air or air/gas mixture required for
engine operation and compresses it. The exhaust gas temperature must not
exceed the specified maximum values.
Any application beyond this must be discussed with and approved by the
manufacturer of the turbocharger. The turbocharger is not designed for oper­
ation in an explosive atmosphere, i.e. the engine room (room with the engine
and turbocharger) must be continuously vented.
1.5 Intended use
MAN Diesel & Turbo
Each turbocharger is specially adapted to the engine on which it is to be
operated. This means the turbocharger may be operated only on this engine
or one of identical design.
The turbocharger is considered as being implemented in accordance with its
intended use only if the following conditions are additionally fulfilled:
▪
by the engine manufacturer:
The engine manufacturer must ensure that the turbocharger is connected to
a supply of lube oil from the engine or plant. Any connection points in the
plant where an explosive mixture may be present must be appropriately
sealed.
The engine manufacturer must design the engine control system so that the
limit values of the turbocharger (max. permissible rotor speed and exhaust
gas temperature, permissible lube oil temperature and lube oil pressure,
vibrations, use of the specified operating media, max. permissible water
quantity and permissible water pressure) are not exceeded in the anticipated
operating conditions.
▪
by the installation contractor / manufacturer of the complete plant:
The installation location must afford sufficient space for maintenance and
installation/removal of the rotor assembly. The use of lifting equipment must
be possible.
The following flange loads and inclinations must be maintained:
Supply, measuring, control and regulating systems must enable troublefree
operation (design in accordance with the turbocharger manufacturer’s rec­
ommendations and state of the art).
It must be possible for operation to be monitored by means of suitable
measures.
by the user:
The turbocharger may be operated only when in perfect condition.
Work on the turbocharger may be carried out only by trained personnel. All
work is subject to compliance with the operating instructions and the statu­
tory occupational health and safety regulations.
Project Guide, TCR, EN-US
1 General
2014-07-16 - de
▪
The operating parameters (max. admissible rotor speed and exhaust gas
temperature, admissible lube oil temperature and lube oil pressure, use of
the specified operating media) must be observed and may not be exceeded
(see type plate, Chapter 1 - Type plate).
9 (129)
MAN Diesel & Turbo
Malfunctions that could influence safety must be remedied before starting or
resuming operation.
Service and maintenance work must be performed in accordance with the
maintenance schedule (see Chapter 12 - Maintenance and inspection).
Corrosion must be prevented on components that come into contact with an
explosive gas mixture.
2014-07-16 - de
Only original spare parts and fasteners of the specified quality (bolts, nuts,
washers, seals, etc.) may be used for repairs.
1 General
1.5 Intended use
1
10 (129)
Project Guide, TCR, EN-US
1
1.6
Type plate
The type plate is attached to the delivery socket of the compressor casing or
to the sound insulation of the compressor casing near the delivery socket. An
additional type plate is located on the silencer or the intake casing.
1
2
3
4
5
6
1.7
Turbocharger type
Speed n Smax – short-time operation (for test operation only)
Speed n Cmax – max. permissible speed for continuous operation
Works number (serial number)
Max. permissible turbine inlet temperature
Year of ex-works delivery
Reference values for pressure specifications in the Project Guide
NOTE
Reference value for pressure specifications
1 General
2014-07-16 - de
All pressures specified in bar in this planning manual are specified
as relative pressures (bar g).
1.7 Reference values for pressure specifications in the Project
Guide
MAN Diesel & Turbo
Project Guide, TCR, EN-US
11 (129)
2.2 Achievable power outputs per turbocharger
2
MAN Diesel & Turbo
2
Overview of series
2.1
Range of applications of the TCR Series
The turbochargers designed and manufactured by MAN Diesel & Turbo can
be used in a very wide range of applications for the charging of two-stroke
and four-stroke diesel- and gas-powered engines.
Figure 4: Turbocharger application range
Turbochargers of the TCR Series can be used on engines with constantpressure and pulse turbocharging and engine outputs from 390 to 7000 kW.
Achievable power outputs per turbocharger
2 Overview of series
Turbocharger type
12 (129)
Power of the charged engine per turbocharger in kW
2-stroke
4-stroke
le* = 7.0 kg/kWh
le* = 6.5 kg/kWh
TCR10
–
600
TCR12
–
880
TCR14
–
1300
TCR16
–
1850
TCR18
2700
2750
TCR20
4000
4000
TCR22
7000
6850
Table 1: Power of the charged engine per turbocharger
* le = specific air requirements
Project Guide, TCR, EN-US
2014-07-16 - de
2.2
2
2.3
Maximum compressor pressure ratios and exhaust gas temperatures
Turbocharger type
Maximum pressure ratio
Max. permissible exhaust gas temperature upstream of
turbine in °C
2-stroke
4-stroke
(standard)
4-stroke
(high-pressure)
2-stroke
4-stroke
TCR10
–
4.7
5.1
–
650
TCR12
–
4.7
5.2
–
650
TCR14
–
4.7
5.2
–
650
TCR16
–
4.7
5.3
–
650
TCR18
4.55
4.7
5.3
500
650
TCR20
4.55
4.7
5.4
500
650
TCR22
4.55
4.7
5.4
500
650
2014-07-16 - de
2 Overview of series
Table 2: Maximum pressure ratio and permissible exhaust gas temperatures
2.3 Maximum compressor pressure ratios and exhaust gas tem­
peratures
MAN Diesel & Turbo
Project Guide, TCR, EN-US
13 (129)
2.4 Weights of the subassemblies
2
MAN Diesel & Turbo
2.4
Weights of the subassemblies
Weights of subassemblies (without
optional subassemblies)
TCR10
TCR12
TCR14
TCR16
TCR18
TCR20
TCR22
Turbocharger, complete, without
accessories
47.7 kg
77.7 kg
107.7 kg
175.2 kg
305.7 kg
Gas admission casing, 1-channel
15.7 kg
26.2 kg
29.7 kg
45.0 kg
62.0 kg
104.7 kg
227.0 kg
-
-
41.7 kg
-
92.6 kg
154.3 kg
314.7 kg
-
-
-
-
91.8 kg
113.8 kg
-
-
-
-
-
93.8 kg
165.3 kg
-
-
-
23.1 kg
-
24.7 kg
66.8 kg
149.7 kg
13.1 kg
20.0 kg
38.2 kg
56.7 kg
88.3 kg
152.2 kg
351.5 kg
-
-
-
60.7 kg
94.3 kg
160.0 kg
363.4 kg
Adjustable turbine nozzle ring
-
-
-
-
16.0 kg
29.0 kg
64.7 kg
Adjustment device for VTA
-
-
-
-
25.5 kg
39.8 kg
43.2 kg
1.5 kg
2.1 kg
1.6 kg
3.0 kg
4.6 kg
7.8 kg
18.7 kg
13.1 kg
18.3 kg
22.7 kg
38.8 kg
87.8 kg
137.0 kg
290.0 kg
-
-
-
-
169.7 kg
-
183.0 kg
2.7 kg
4.8 kg
7.5 kg
14.2 kg
24.4 kg
42.0 kg
95.4 kg
Insert, compressor side
-
-
12.2 kg
12.7 kg
19.8 kg
34.9 kg
77.0 kg
Insert, turbine side
-
-
-
12.4 kg
20.9 kg
39.0 kg
31.3 kg
Diffuser
0.9 kg
5.4 kg
2.0 kg
3.1 kg
11.5 kg
11.9 kg
24.9 kg
Silencer *
7.2 kg
17.3 kg
31.0 kg
43.5 kg
69.0 kg
82.9 kg
300.5 kg
Air intake casing, 90°
-
-
11.6 kg
24.3 kg
41.3 kg
64.2 kg
141.8 kg
Air intake pipe, axial
-
-
17.9 kg
15.1 kg
24.8 kg
42.5 kg
92.7 kg
Compressor casing
13.8 kg
20.9 kg
32.0 kg
46.0 kg
74.7 kg
126.1 kg
279.5 kg
-
-
-
-
-
-
40.0 kg
4.7 kg
6.1 kg
16.0 kg
9.3 kg
14.5 kg
20.3 kg
53.5 kg
Covering on gas outlet elbow *
-
-
6.8 kg
-
-
30.1 kg
41.9 kg
Covering on gas outlet casing,
without waste gate *
2.6 kg
-
-
15.7 kg
23.7 kg
29.1 kg
53.4 kg
Covering on gas outlet casing,
with waste gate *
-
-
-
17.3 kg
20.9 kg
30.1 kg
53.4 kg
Covering on bearing casing *
-
-
-
1.0 kg
2.8 kg
4.1 kg
5.0 kg
Gas admission casing
504.4 kg 1043.8 kg
2-channel
Gas admission casing
3-channel
Gas admission casing
4-channel
Gas outlet elbow *
Gas outlet casing, without waste
gate *
Gas outlet casing,
Turbine nozzle ring
Bearing casing
Turbocharger foot *
2 Overview of series
Rotor, complete
14 (129)
Emergency lubrication tank *
Covering on gas admission cas­
ing *
Project Guide, TCR, EN-US
2014-07-16 - de
with waste gate
2
Weights of subassemblies (without
optional subassemblies)
TCR10
TCR12
TCR14
TCR16
TCR18
TCR20
TCR22
Sound insulation on compressor
casing
-
-
-
13.4 kg
20.0 kg
22.7 kg
32.4 kg
Cartridge (bearing casing with
rotor)
-
-
30.2 kg
53.0 kg
112.2 kg
179.0 kg
385.4 kg
* Optional
2.5 Dimensions
MAN Diesel & Turbo
Table 3: Weights for TCR turbocharger (approximate values)
2.5
Dimensions
Detailed dimensions can be read from the dimensioned 2D connection draw­
ings and 3D CAD models.
If required, please contact MAN Diesel & Turbo in Augsburg directly.
e-mail: Turbochargers@mandieselturbo.com
TCR for two-stroke engines
B
L
2014-07-16 - de
Type
L in mm
with silencer
L in mm
with air intake bend
L in mm
with air intake pipe
H in mm
B in mm
D in mm
TCR18
1294
1384
1049
1200
730
714
TCR20
1654
1706
1298
1688
852
834
TCR22
1957
2200
1657
1788
1068
996
Project Guide, TCR, EN-US
2 Overview of series
D
H
15 (129)
2
MAN Diesel & Turbo
2.5 Dimensions
TCR for four-stroke engines
B
L
D
H
L in mm
with silencer
L in mm
with air intake bend
L in mm
with air intake pipe
H in mm
B in mm
D in mm
TCR10
860
-
-
410
327
327
TCR12
889
-
-
496
401
401
TCR14
950
995
773
623
534
534
TCR16
1091
1162
887
658
590
590
TCR18
1311
1400
1066
870
730
714
TCR20
1662
1713
1307
970
852
834
TCR22
1990
2234
1691
1320
1068
996
16 (129)
2014-07-16 - de
2 Overview of series
Type
Project Guide, TCR, EN-US
2
Casing positions
For the best possible adaptation to the engine, certain casing assemblies of
the turbocharger can be supplied in any angular position up to 360° relative
to the vertical.
Compressor casing
Bearing casing
Gas admission casing
0°
0°
0°
V˞
0° - 360°
0°
0° - 360°
Other positions in consultation with
MAN Diesel & Turbo
Infinitely adjustable
Infinitely adjustable
Air intake casing
Gas outlet casing
Gas outlet elbow
0°
0°
0°
A˞
0° - 360° 1)
Infinitely adjustable
In the case of the TCR22, depend­
ing on the compressor casing, only
22.5° rotation possible
1)
2014-07-16 - de
Z˞
L˞
T˞
0° - 90° 1)
0° - 45°
270° - 360° 1)
315° - 360°
Infinitely adjustable
Infinitely adjustable
In the case of the TCR22-2 with gas
outlet elbow, only 0° - 45° and 315° 360°
1)
Other positions in consultation with
MAN Diesel & Turbo
NOTE
K˞
Casing positions viewed from the turbine side
Project Guide, TCR, EN-US
2 Overview of series
2.6
2.6 Casing positions
MAN Diesel & Turbo
17 (129)
18 (129)
MAN Diesel & Turbo
3
Design – Characteristics of the subassemblies
3.1
Characteristics of the subassemblies
1
2
3
4
5
Silencer
Diffuser
Semi-floating bearings
Turbine nozzle ring
Gas outlet casing
6
7
8
9
Turbine rotor
Gas admission casing
Compressor wheel
Compressor casing
The view illustrates the advanced design principle of the TCR Series:
▪
High efficiency
▪
Silencer
▪
Optional: Internal Recirculation (IRC)
▪
Easy-to-service compressor wheel with high efficiency
▪
Semi-floating bearings
▪
Integrated lube oil pipe
▪
Profiled turbine nozzle ring with long service life
▪
Standard flanges on gas outlet casing and air intake casing
▪
Easy inspection through large maintenance hatch
The flow-guiding components are developed with the aid of state-of-the-art
CFD calculation programs. Simulation of the complete turbine and compres­
sor stage allows realistic calculation of the operating performance and effi­
ciency of the turbocharger.
This enables a more compact design of many components as well as signifi­
cantly improved adaptation to the engine operating curve.
Project Guide, TCR, EN-US
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
3.1 Characteristics of the subassemblies
3
3
3.2
3.3 Compressor wheel
MAN Diesel & Turbo
Turbine rotor
Figure 5: Turbine rotor
The precision turbine rotor casting is made of a high-temperature resistant
nickel-based alloy and is joined to the rotor shaft by means of friction weld­
ing. CFD simulations, FEM calculations and extensive operational testing with
load measurement on the testbed ensure utmost reliability.
The turbine provides very good access for inspection and cleaning.
Compressor wheel
Figure 6: Compressor wheel
The highly stressed compressor wheel is milled from a forged aluminium
block. It builds up the charge pressure and supplies the engine with the
required amount of air.
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
2014-07-16 - de
3.3
19 (129)
3.4 Internal bearings
3
MAN Diesel & Turbo
3.4
Internal bearings
Figure 7: Internal bearings
For 70 years MAN Diesel & Turbo has been using plain bearings in turbo­
chargers with great success. The resulting wealth of experience has been
integrated into a long-life bearing concept.
The TCR Series combines tried-and-tested aspects of the axial and radial
bearing concept of the NR Series with new detail solutions.
20 (129)
▪
Semi-floating bearings
▪
Compact bearing concept with centrally fitted thrust bearing
▪
Shaft sealing with piston rings and no sealing air
Easy installation and removal of the bearings is ensured by the arrangement
of the radial bearings in the bearing bodies.
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
Characteristics of the bearing concept:
Project Guide, TCR, EN-US
3
3.5
3.5 Bearings
MAN Diesel & Turbo
Bearings
Figure 8: Bearings
The rotor shaft runs in plain bearings which ensure precise centring of the
rotor shaft. The centrally fitted thrust bearing serves for axial positioning and
for taking the axial thrust.
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
These bearings have ideal properties under extremely high axial and radial
forces and ensure a long service life. The high damping of the oil film makes
them insensitive to vibrations and imbalance.
Project Guide, TCR, EN-US
21 (129)
3.6 Bearing casing
3
MAN Diesel & Turbo
3.6
Bearing casing
Figure 9: Bearing casing
The bearing casing is manufactured of ductile cast iron. It contains the distri­
bution ducts for the lube oil, which is also used for cooling the casing.
22 (129)
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
For special applications with high exhaust gas or compressor temperatures,
a water-cooled bearing casing can be ordered.
Project Guide, TCR, EN-US
3
3.7
3.7 Compressor casing
MAN Diesel & Turbo
Compressor casing
Figure 10: Compressor casing
The angular position of the compressor casing is infinitely adjustable.
For the selectable positions of the casing, see Chapter 2 - Casing positions.
The newly calculated flow cross sections and the large outlet surfaces ensure
efficient conversion of the kinetic energy into pressure.
2014-07-16 - de
For special applications, the compressor casing can be sound-insulated.
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
The compressor casing is manufactured of ductile cast iron and has a single
outlet in the standard version. It is fastened to the bearing casing with clamp­
ing claws.
23 (129)
3.8 Diffuser
3
MAN Diesel & Turbo
3.8
Diffuser
Figure 11: Diffuser
The diffuser blank is manufactured of ductile cast iron, from which the vane
profile is then milled.
24 (129)
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
The compressor map can be optimally adapted to the engine by altering the
diffuser cross section (see Chapter 10 - Matching). This provides for optimal
conversion of the speed component into pressure downstream of the com­
pressor wheel.
Project Guide, TCR, EN-US
3
3.9
Silencer with air filter
Turbochargers for marine engines are equipped as standard with silencers
that are surrounded by a filter mat.
Silencer characteristics:
▪
Low intake pressure loss ensures good turbocharger performance
▪
Effective reduction of turbocharger noise emission
▪
Integrated compressor washing device
3.9 Silencer with air filter
MAN Diesel & Turbo
2014-07-16 - de
Filter mat characteristics:
▪
Permanent temperature resistance: up to 100 °C
▪
Air humidity resistance: up to 100%
▪
Reaction to fire: DIN 53 438 fire class F1, self-extinguishing.
▪
Effective filtration keeps the compressor, diffuser and charge air cooler
largely free from dirt particles.
▪
Easy replacement and installation.
▪
It is advisable to exchange the filter mat after 250-500 hours of opera­
tion, but gentle cleaning, including with mild cleaning agents, is possible
and permissible.
For this, rinse with warm water from the inside outwards, vacuum or blow
out with compressed air. If necessary, mild detergents can be added to the
water. Avoid heavy mechanical stress, such as wringing out or applying a
strong water jet.
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
Figure 12: Silencer
25 (129)
3.10 Air intake casing
3
MAN Diesel & Turbo
3.10
Air intake casing
Figure 13: Air intake casing, 90° / Air intake casing, axial
The air intake casing is used in the case of operation without a silencer. It
achieves constant distribution of pressure and velocity at the compressor
intake due to optimized flow ducts. The angular position of the air intake cas­
ing is infinitely adjustable relative to the bearing casing.
For the selectable positions of the casing, see Chapter 2 - Casing positions.
26 (129)
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
The air intake casing is available in 90° and axial variants.
Project Guide, TCR, EN-US
3
3.11
3.11 Gas admission casing
MAN Diesel & Turbo
Gas admission casing
Figure 14: Gas admission casing
The gas admission casing is manufactured of silicon-molybdenum alloyed
ductile cast iron. The uncooled casing is heat-insulated with a covering.
2014-07-16 - de
Optimized flow cross sections keep the flow losses at a low level. For pulse
turbocharging, the gas admission casing is available with multiple intake con­
nections for individual turbocharger sizes.
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
The gas admission casing is fastened to the bearing casing with clamping
claws; its angular position is infinitely adjustable.
For the selectable positions of the casing, see Chapter 2 - Casing positions.
27 (129)
3.13 Adjustable turbine nozzle ring
3
MAN Diesel & Turbo
3.12
Turbine nozzle ring
Figure 15: Turbine nozzle ring
The cast turbine nozzle ring with profiled blades largely contributes to the
excellent efficiency of the turbine of the TCR Series.
28 (129)
3.13
Adjustable turbine nozzle ring
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
Optimum adaptation of the turbocharger to the engine is achieved by means
of nozzle ring variants with different cross sections. The turbine nozzle ring is
made of a highly resistant material, which ensures a long service life.
Figure 16: Adjustable turbine nozzle ring
Project Guide, TCR, EN-US
3
The cross section of the turbine nozzle ring can be adapted to the engine
operation requirements by adjusting the guide vanes. A narrower cross sec­
tion of the turbine nozzle ring results in a higher gas admission speed to the
turbine rotor. The turbocharger speed increases, thereby causing the charge
pressure on the compressor side to rise.
The adjustment is carried out by an adjustment device driven by a servomo­
tor. The adjustment device for the turbine nozzle ring is fastened to the bear­
ing casing of the turbocharger.
NOTE
Further information about the adjustable turbine nozzle ring can
be found in the TCR - VTA Project Guide.
Gas outlet casing
Figure 17: Gas outlet casing
The gas outlet casing is manufactured of ductile cast iron. The casing is
uncooled and is heat-insulated with a covering.
2014-07-16 - de
Integrated in the gas outlet casing is an optimized, high-volume and very effi­
cient gas outlet diffuser. Its angular position in relation to the bearing casing
is infinitely adjustable.
For the selectable positions of the casing, see Chapter 2 - Casing positions.
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
3.14
3.14 Gas outlet casing
MAN Diesel & Turbo
29 (129)
3.15 Waste gate
3
MAN Diesel & Turbo
3.15
Waste gate
Figure 18: Gas outlet casing with waste gate
The gas outlet casing can be supplied with a waste gate connection:
30 (129)
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
The waste gate enables the exhaust gas to be diverted in order to prevent
the maximum turbocharger speed from being exceeded. The optimized
waste gate connection, aligned with the turbocharger axis, allows easy
mounting on the engine.
Project Guide, TCR, EN-US
3
3.16
3.17 Loads on connections and flanges
MAN Diesel & Turbo
Gas outlet elbow
Figure 19: Gas outlet elbow
Certain turbochargers of the TCR Series can also be supplied with a gas out­
let elbow.
3.17
Loads on connections and flanges
All turbocharger casing flanges , with the exception of the turbine outlet, may
only be subjected to loads generated by the gas forces. The specified maxi­
mum values must be observed, taking external forces and torques into con­
sideration.
This necessitates the use of compensators directly at the turbine inlet, at the
turbine outlet and downstream of the compressor.
2014-07-16 - de
The compensators must be pre-loaded in such a manner that thermal
expansion of the pipes and casings does not exert forces or torques in addi­
tion to those generated by the air and gas.
▪
Forces and torques according to API Standard 617
▪
Effective direction implemented in accordance with MAN Diesel & Turbo
Standard.
▪
Minimize anticipated loads as far as possible.
▪
Parameters include forces of fluids, masses and compensators.
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
The gas outlet elbow is made of ductile cast iron. The reduced space
requirement and the lower weight are an advantage for assembly.
31 (129)
32 (129)
MAN Diesel & Turbo
Connection of the charge air pipe
Figure 20: Maximum connection loads, compressor casing
Type
Fx in N
Fy in N
Fz in N
Mx in Nm
Mz in Nm
TCR10
1300
2700
2700
2000
1000
TCR12
1600
3200
3200
2400
1200
TCR14
1900
3900
3900
2900
1400
TCR16
2300
4600
4600
3500
1700
TCR18
2800
5700
5700
4300
2100
TCR20
3400
6900
6900
5200
2600
TCR22
3 900
7900
7900
6000
3000
Project Guide, TCR, EN-US
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
3.17 Loads on connections and flanges
3
3
3.17 Loads on connections and flanges
MAN Diesel & Turbo
d
k
D
Figure 21: Compressor casing connection
Type
D in mm
d in mm
k in mm
Bolts
TCR10
125*
84
95*
4
TCR12
146*
100
105*
4
TCR14
150*
121
167
4
TCR16
180
145
200
4
TCR18
231
177
220
8
TCR20
280
213
265
8
TCR22
370
279
350
8
Compensator fastened directly to the turbocharger flange.
2014-07-16 - de
▪
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
* Square connection
33 (129)
34 (129)
MAN Diesel & Turbo
Connection of the exhaust gas pipe (engine side)
Figure 22: Maximum connection loads on gas admission casing
▪
Type
Fx in N
Fy in N
Fz in N
Mx in Nm
Mz in Nm
TCR10
1300
2700
2700
2000
1000
TCR12
1600
3200
3200
2400
1200
TCR14
1700
3500
3500
2700
1300
TCR16
2100
4300
4300
3200
1600
TCR18
2600
5200
5200
3900
1900
TCR20
3100
6300
6300
4700
2300
TCR22
3800
7700
7700
5800
2900
Compensator fastened directly to the turbocharger flange.
Project Guide, TCR, EN-US
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
3.17 Loads on connections and flanges
3
3
3.17 Loads on connections and flanges
MAN Diesel & Turbo
d
k
D
Figure 23: Gas admission casing connection
Type
D in mm
d in mm
k in mm
Bolts
TCR10
128*
84
95*
4
TCR12
154*
100
117*
4
TCR14
150*
111
164
4
TCR16
180
134
195
4
TCR18
233
162
215
8
TCR20
275
195
260
8
TCR22
360
255
340
8
Compensator fastened directly to the turbocharger flange.
2014-07-16 - de
▪
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
* Square connection
35 (129)
36 (129)
MAN Diesel & Turbo
Connection of the exhaust gas pipe (system side)
Figure 24: Maximum connection loads on gas outlet casing / gas outlet elbow
Gas outlet casing
Type
Fx in N
Fy in N
Fz in N
Mx in Nm
Mz in Nm
TCR16
3800
7700
7700
5800
2900
TCR18
4100
8300
8300
6300
3100
TCR20
4400
8900
8900
6800
3400
TCR22
5000
10200
10200
7700
3800
Gas outlet elbow
Type
Fx in N
Fy in N
Fz in N
Mx in Nm
Mz in Nm
TCR10
2100
4200
4200
3200
1600
TCR12
2500
5000
5000
3800
1900
TCR14
3000
6100
6100
4600
2300
Project Guide, TCR, EN-US
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
3.17 Loads on connections and flanges
3
3
Gas outlet elbow
Type
Fx in N
Fy in N
Fz in N
Mx in Nm
Mz in Nm
TCR20
4200
8500
8500
6500
3200
TCR22
4800
9600
9600
7300
3600
d
k
D
3.17 Loads on connections and flanges
MAN Diesel & Turbo
Figure 25: Gas outlet casing / gas outlet elbow connection
Type
D in mm
d in mm
k in mm
Bolts
TCR16
357
256
335
12
TCR18
425
310
395
12
TCR20
540
373
495
16
TCR22
703
487
650
20
2014-07-16 - de
Gas outlet elbow
Type
D in mm
d in mm
k in mm
Bolts
TCR10
250
131
210
8
TCR12
285
157
240
8
TCR14
315
189
270
8
TCR20
490
333
445
12
TCR22
595
436
550
20
▪
Compensator fastened directly to the turbocharger flange.
▪
Flange connection in accordance with DIN 86044.
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
Gas outlet casing
37 (129)
3.18 Permissible inclination
3
MAN Diesel & Turbo
3.18
Permissible inclination
The turbochargers from MAN Diesel & Turbo must be installed horizontally
with respect to the axis of the rotor assembly.
For operation in ships, the turbocharger should be installed along the longitu­
dinal axis of the vessel.
In the case of installation perpendicular to the longitudinal axis of the vessel,
inclination angles may occur that can impair the operating ability of the turbo­
charger.
In the case of an installation position along the longitudinal axis of the vessel,
these limit values are not reached even under unfavorable external condi­
tions.
The following inclination angles can be handled by the turbocharger without
problems.
38 (129)
Inclination
Continuous
α
±25°
β
±25°
Table 4: Permissible inclination angles during operation of the turbocharger
2014-07-16 - de
3 Design – Characteristics of the subas­
semblies
In individual cases, larger inclination angles are also possible. If required,
please contact MAN Diesel & Turbo SE in Augsburg.
Project Guide, TCR, EN-US
3
3.19
Permissible vibration limit values
3.19 Permissible vibration limit values
MAN Diesel & Turbo
1 Silencer front plate
2 Flange of the compressor casing / silencer
3 Flange of the compressor casing / bearing casing, vertical to the turbo­
charger axis
During engine operation, the turbocharger is subject to stress from vibrations
that are generated by the engine and the turbocharger itself.
The excitation emanating from the engine lies within the low-frequency
range.
The resulting vibrations of the turbocharger structure subject the mounted
silencer and the connecting elements between casing parts and turbo­
charger feet to stress.
Natural frequencies of the turbocharger may be in the frequency range
excited by the engine.
2014-07-16 - de
The bearing load resulting from the engine excitation is negligible, as the
rotors of MAN Diesel & Turbo turbochargers are seated in plain bearings.
Vibrations excited by the turbocharger itself are generated by forces of imbal­
ance that are transmitted via the bearings into the casings. The relevant fre­
quency is in the high-frequency range.
The vibrations resulting from the circumferential imbalance forces do not
have a detrimental effect on the structure of the turbocharger casings, but
serve as an indicator of the balance condition of the rotor and thus of the
running behavior.
Imbalances occurring during operation can be caused by irregular dirt
deposits or damaged blades of the compressor wheel and/or turbine rotor.
If erratic running of the turbocharger is observed during operation, the condi­
tion can be improved in most cases by cleaning the compressor (see Chap­
ter Compressor cleaning) and the turbine (see Chapter Turbine cleaning).
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
Figure 26: Vibration acceleration measuring point
39 (129)
MAN Diesel & Turbo
If the running behaviour is still not satisfactory after repeated cleaning, the
rotor must be inspected and a balance check carried out if required. The
maximum permissible vibration acceleration values for both aforementioned
excitation types are listed below.
NOTE
Turbocharger vibration limit values
Turbo­
charger
type
Recommendation
f (Hz)
Meas.
Meas.
Meas.
Meas.
Meas.
pt.
pt.
pt.
pt.
pt.
pt.
mm/s
g
mm/s
g
mm/s
g
mm/s
g
mm/s
g
mm/s
g
TCR10
2.9
2.2
2.9
6.4
3.2
5.8
TCR12
2.6
2.0
2.6
5.8
2.9
5.2
TCR16
3 Design – Characteristics of the subas­
semblies
Consult
Turbochargers@mandieselturbo.com
Meas.
TCR14
40 (129)
The values specified in the following tables are only valid for
measurements on turbochargers installed on the engine. The
engine must be installed at the site of operation in accordance
with its intended use and fastened to the foundation in accord­
ance with the engine manufacturer’s specifications. The values
are not valid for turbochargers on the testbed (shop test).
2.0
3...300
45
1.7
1.6
35
1.4
2.0
45
1.7
4.5
100
3.8
2.2
50
1.9
4.0
90
3.5
TCR18
1.4
1.1
1.4
3.2
1.6
2.9
TCR20
1.2
0.9
1.2
2.6
1.3
2.3
TCR22
0.9
0.7
0.9
1.9
1.0
1.7
Table 5: Turbocharger vibration limit values – measuring points (1) and (2)
Turbocharger
type
Meas. pt.
TCR10 - 22
0.8 g
Table 6: 0-peak, single value measuring point (3)
2014-07-16 - de
3.19 Permissible vibration limit values
3
Project Guide, TCR, EN-US
3
3.20
3.20 Noise emission
MAN Diesel & Turbo
Noise emission
Figure 27: TCR16 noise emission (example)
The noise emission of the turbocharger varies according to the size, precise
specification and service point, in terms of both the dominated frequency
range and the level of noise emission. Typically, the noise spectrum is domi­
nated by the tonal noise components of the compressor; in typical engine
applications, these are in the range 2.5 to 16 kHz (1) for the TCR Series. The
maximum sound pressure levels are to be expected in the area of the filter
silencer (if provided). The turbocharger generally conforms to the IMO noise
limit values for ships’ engine rooms (2). The emission sound pressure level at
a distance of 1 m is less than 105 dB(A) (3).
Sound insulation is optionally available for reducing the noise emissions of
the compressor casing.
2014-07-16 - de
The diagram shows an example of the noise spectrum measured on the tur­
bocharger testbed.
(1)
1/3 octave frequency band
(2)
IMO "Code on Noise Levels on Board Ships"; the design of the engine
room with regard to noise levels is the responsibility of the system user.
(3)
A precondition is corresponding design of the engine-side peripherals, such
as suitable dimensioning and insulation of the connected charge air piping,
including that of the charge air cooler; this is the responsibility of the engine
manufacturer. This also applies to the piping on the intake side if the air
intake casing is used. In particular, it must be ensured that the compensa­
tors are sufficiently insulated!
Project Guide, TCR, EN-US
3 Design – Characteristics of the subas­
semblies
* Depending on the ambient acoustic conditions, the data may differ from
those specified.
41 (129)
4.1 Lube oil system
4
MAN Diesel & Turbo
4
Systems
4.1
Lube oil system
The lube oil is fed to the turbocharger from the lube oil system of the engine.
Lube oil connections on four-stroke engines
The turbocharger has two connections for lube oil feed at the bottom of the
bearing casing. The connection that is not required must be sealed off in the
area of the turbocharger bracket.
The connection for lube oil outlet is located between the two feed connec­
tions. The measuring point for the lube oil pressure is located at the top of
the bearing casing.
4 Systems
Type
42 (129)
Inner diameter of lube oil inlet
in mm
Inner diameter of lube oil outlet
in mm
TCR10
10
25
TCR12
12
30
TCR14
14
32
TCR16
16
37
TCR18
18
45
Project Guide, TCR, EN-US
2014-07-16 - de
Figure 28: Connections for lube oil (four-stroke engines)
4
Type
Inner diameter of lube oil inlet
in mm
Inner diameter of lube oil outlet
in mm
TCR20
20
54
TCR22
22
70
Lube oil connections on two-stroke engines
4.1 Lube oil system
MAN Diesel & Turbo
Connections for venting, lube oil feed and lube oil outlet are available on both
sides of the turbocharger foot. The connections that are not required must
be sealed off.
The measuring point for the lube oil pressure is located at the top of the
bearing casing.
1 Measuring point
2 Venting
3 Lube oil supply
4 Lube oil outlet
2014-07-16 - de
Type
Inner diameter of lube oil inlet
in mm
Inner diameter of lube oil outlet
in mm
TCR18
18
45
TCR20
20
54
TCR22
22
65
Project Guide, TCR, EN-US
4 Systems
Figure 29: Connections for lube oil (two-stroke engines)
43 (129)
4
MAN Diesel & Turbo
4.1 Lube oil system
Lube oil diagram for turbocharger on four-stroke engine
1
2
3
4
5
Feed pipe (engine)
Engine bracket
Ring duct *
Bearing casing *
Thrust bearing *
6
7
8
9
Bearing bush *
Pressure gauge
Pressure controller
Outlet pipe
* Scope of supply of turbocharger
Figure 30: Lube oil diagram for turbocharger on four-stroke engine
Function
The highly stressed bearing points in the turbocharger are lubricated and
cooled by means of a lube oil system integrated into the bearing casing of
the turbocharger.
4 Systems
2014-07-16 - de
The lube oil is normally fed from the lube oil system of the engine to the lube
oil system of the turbocharger via the feed pipe (1). The lube oil flows to the
radial and axial lubrication gaps of the turbocharger via the ring duct (3) and
bores in the bearings. On top of the bearing casing (4) is a connection for the
pressure gauge (7) and/or the pressure controller (8) for checking/monitoring
the lube oil pressure.
The oil flows back into the lube oil system of the engine through the outlet
pipe (9).
44 (129)
Project Guide, TCR, EN-US
4
Lube oil diagram for turbocharger on two-stroke engine
1
2
3
4
5
6
7
8
Feed pipe (engine)
Lube oil feed, turbocharger
Turbocharger foot *
Non-return valve *
Bearing casing *
Ring duct *
Thrust bearing *
Bearing bush *
9
10
11
12
13
14
4.1 Lube oil system
MAN Diesel & Turbo
Pressure gauge
Pressure controller
Emergency lubrication tank *
Overflow and ventilation pipe *
Lube oil outlet
Venting pipe
* Scope of supply of turbocharger
Figure 31: Lube oil diagram for turbocharger on two-stroke engine
Function
The highly stressed bearing points in the turbocharger are lubricated and
cooled by means of a lube oil system integrated into the bearing casing of
the turbocharger.
The lube oil flows to the radial and axial lubrication gaps of the turbocharger
via the ring duct (6) in the bearing casing (5) and bores in the bearings. On
top of the bearing casing (5) is a connection for the pressure gauge (9)
and/or the pressure controller (10) for checking/monitoring the lube oil pres­
sure.
The lube oil flows into the lube oil system of the engine via the lube oil outlet
(13).
Project Guide, TCR, EN-US
4 Systems
2014-07-16 - de
The lube oil is fed from the lube oil system of the engine to the lube oil sys­
tem of the turbocharger via the lube oil feed pipe (2). To prevent the lube oil
from flowing back into the lube oil feed pipe (1) in the direction of the engine
in the event of a failure of the oil supply on the engine side, a non-return valve
(4) is installed in the turbocharger foot (3).
45 (129)
4.1 Lube oil system
4
MAN Diesel & Turbo
Lube oil outlet
The outlet pipe should have as steep a gradient as possible, and it should be
amply dimensioned and free of resistances and back pressures.
▪
In the case of marine propulsion systems, the inclination of the outlet
pipe must be at least 5° greater than the maximum possible inclination of
the vessel.
▪
In the case of stationary systems, the outlet pipe must have an inclination
of at least 5°.
Separate lube oil system
If requested by the customer, MAN turbochargers can also be operated with
a lube oil system that is independent of the engine. With plain bearings, such
as those used in all MAN turbochargers, a separate lube oil supply of the tur­
bocharger is not required. The bearings used are designed for applications
with lube oil from the lube oil circuit of the engine. The turbocharger can,
however, be operated with a separate lube oil supply. The advantage of this
system is that the oil ages more slowly and that no combustion residues are
carried into the oil. Since the turbocharger does not require a separate lube
oil supply, MAN Diesel & Turbo does not offer it as an option, but can pro­
vide assistance in the form of a flowchart for the design of such a system.
If required, planning data can also be requested for a lube oil supply of the
turbocharger, independent of the engine lubrication circuit. If required, please
contact MAN Diesel & Turbo in Augsburg directly.
e-mail: Turbochargers@mandieselturbo.com
Venting
46 (129)
▪
The cross section of the venting pipe should correspond to that of the oil
outlet pipe.
▪
The venting pipe must be at least 5 m in length.
▪
In the case of marine propulsion systems, the inclination of the venting
pipe must be at least 5° greater than the maximum possible inclination of
the vessel.
▪
In the case of stationary systems, the venting pipe must have an inclina­
tion of at least 5°.
On TCR turbochargers for two-stroke engines, the venting facility is inte­
grated into the turbocharger foot. The connection for the venting pipe is
attached to the turbocharger foot.
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2014-07-16 - de
4 Systems
Up to 0.2% of the intake air escapes with the lube oil through the oil outlet
pipe via the bearing casing. This air volume can lead to an inadmissibly high
increase of the pressure prevailing in the crankcase.
To prevent this, the oil outlet must be vented. This must take place from a
compartment large enough to permit the oil to settle down. The oil pipe can
be vented by means of separate venting in the oil outlet or sufficiently dimen­
sioned crankcase venting.
4
Shaft sealing
The oil space is sealed on the turbine and compressor sides by piston rings.
For this reason, TCR turbochargers do not require sealing air and can be
pre-lubricated without time limits.
The robust piston ring sealing ensures ease of servicing.
4.2
Lube oil flow rate
The flow rate of the lube oil depends on the viscosity (SAE class) and tem­
perature of the oil. The bearings are rated for use of standard SAE 30 or
SAE 40 engine lube oils and can therefore be directly connected to the lube
oil system of the engine. High-alkaline cylinder oils are not suitable for lubri­
cation of the turbocharger bearings.
Lube oil characteristic/property
Viscosity
4.3 Lube oil pressure
MAN Diesel & Turbo
Characteristic value
SAE 30 or SAE 40
Min. lube oil inlet temperature
40 °C (SAE 40)
Max. lube oil inlet temperature
70 °C (SAE 40)
For information about lube oil quality, see Chapter 5 - Quality requirements
on lube oil and additives.
4.3
Lube oil pressure
The required lube oil pressure of the turbocharger is set in the lube oil feed.
The oil pressure must be set by the engine manufacturer prior to initial startup. The oil pressure must be checked via the measuring connection at the
top of the bearing casing.
The lube oil pressure must be selected so that a pressure of 1.3 – 2.2 bar is
present at this point at full engine load and with the lube oil at service tem­
perature.
The following parameters apply for the monitoring of the lube oil pressure:
Alarm points
Limit value in bar
Alarm
1.0
Direct load reduction of the engine
(slow down)
0.8
Engine shutdown
0.6
For differences in height between the pressure measuring point and the cen­
tre of the turbocharger, a value of 0.1 bar per metre must be taken into con­
sideration.
Example:
If the pressure gauge or the pressure controller is located three meters lower,
the pressure gauge must indicate a pressure 0.3 bar higher or the setting of
the pressure controller must be 0.3 bar higher than the specified operating
pressure. The required lube oil pressure is set by means of a throttle device
in the feed pipe.
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4 Systems
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On start-up and during heating up of the engine, when the lube oil tempera­
ture is relatively low, a lube oil pressure of up to 6.0 bar is admissible for a
short period of time.
47 (129)
4.3 Lube oil pressure
4
MAN Diesel & Turbo
The required lube oil quantity depends on the viscosity of the oil and may
vary in accordance with the temperature.
Oil Pressures (reference point is the turbocharger centreline)
Measuring point
Limit value in bar
Lube oil pressure during operation
(lube oil inlet temperature 40 – 70 °C)
(SAE 40)
Max. lube oil pressure in cold condition
(only permissible briefly)
1.3 – 2.2
<6
Pre-lubrication (up to 10 minutes)
0.2 – 2.2
Pre-lubrication (over 10 minutes)
0.2 – 0.6
Continuous pre-lubrication
0.3 – 0.6
Post-lubrication (10 minutes)
0.2 – 2.2
Post-lubrication (10 – 30 minutes)
0.2 – 0.6
CAUTION
Lube oil pressure immediately after start-up
At low lube oil temperature (after start-up), the lube oil pressure
may briefly exceed the defined operating limits. By the time the
operating temperature has been reached, the lube oil pressure
must have dropped to within the defined range.
4 Systems
2014-07-16 - de
Indication of the pending alarm and the reaction of the engine control system
must occur at the same time. Therefore, the engine control system must
conform at least to category 3 in compliance with ISO 13849-1.
48 (129)
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4
4.4
Emergency lubrication
The worst-case scenario for the turbocharger bearings is a direct engine
shutdown from full load, which can occur in the event of a power failure. In
this phase, the bearings can easily overheat due to a lack of lube oil. To pre­
vent this, the following minimum requirements must be met.
For emergency lubrication, the turbocharger requires an oil pressure greater
than 0.05 bar (reference point: turbocharger centerline) if, in an emergency
situation, the engine initially continues to run at full power following failure of
the main lube oil supply (see Figure Emergency lubrication diagram).
NOTE
For differences in height between the pressure measuring point
and the centre of the turbocharger, a value of 0.1 bar per metre
must be taken into consideration.
4.4 Emergency lubrication
MAN Diesel & Turbo
If the main lube oil pump is not driven by the crankshaft of the engine, the
engine must be shut down no more than 10 seconds after a power failure.
These 10 seconds must be bridged using a separate lube oil tank or an
emergency pump (powered by battery or compressed air). The optional grav­
itation tank is designed to meet this requirement.
The lube oil pressure during emergency lubrication must be above the limit
value of 0.05 bar (reference point: turbocharger centreline) until the turbo­
charger speed has fallen to 20% of the maximum permissible speed indi­
cated on the type plate. Please note that the axial bearing of the turbo­
charger acts like a pump. For this reason, the turbocharger must be supplied
with sufficient lube oil. After this time, the lube oil pressure may fall below this
value. The remaining oil in the bearing casing is sufficient to protect the bear­
ings against damage or increased wear until the rotor has come to a stand­
still.
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The installation height of a gravitation tank above the turbocharger axis must
not exceed 3 m, as refilling of the gravitation tank can no longer be assured
with increasing installation height, with the result that the correct filling height
may no longer be reached.
Project Guide, TCR, EN-US
49 (129)
engine
shut down
MAN Diesel & Turbo
blackout
4.5 Pre-lubrication and post-lubrication of the turbocharger
4
Lube oil pressure at the middle of the
turbocharger shall not drop below
this line at any time.
100%
turbocharger speed
nominal
lube oil pressure
min. post-lubrication
pressure
0,05 bar
20%
turbocharger speed
max.
10 sec.
max.
20 min
30 min
Figure 32: Emergency Lubrication Diagram
Emergency lubrication for two-stroke engines with gravitation tank
In systems with monitoring of the lube oil pressure (alarm and/or engine shut­
down if defined values are exceeded) the emergency lubrication bridges the
response time (max. 10 s) until the engine has shut down.
The gravitation tank is filled via the lube oil system during operation and con­
stantly purged with lube oil. If the pressure in the lube oil system drops, the
non-return valve in the oil feed pipe closes and the lube oil flows out of the
gravitation tank and back to the bearings in the turbocharger.
4.5
Pre-lubrication and post-lubrication of the turbocharger
CAUTION
Danger of fire caused by chimney draught effect!
Continuous pre-lubrication is possible if the chimney draught is
not greater than 15 mbar; a chimney draught can cause lube oil
to be drawn into exhaust gas ducts, leading to coking or fire.
The chimney draught can be eliminated by means of a flap in the
exhaust gas pipe.
4 Systems
Prior to engine start-up, the bearings of the turbocharger must be pre-lubri­
cated. Depending on the engine system, this may take the form of pre-lubri­
cation immediately before start-up, or continuous pre-lubrication. The follow­
ing values are to be observed in this connection:
50 (129)
Pre-lubrication before start-up
Lube oil pressure in bar
Up to 10 minutes
0.2 – 2.2
Over 10 minutes
0.2 – 0.6
Continuous pre-lubrication:
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2014-07-16 - de
Pre-lubrication
4
▪
Lube oil pressure 0.2 ‑ 0.6 bar
Post-lubrication
After shutdown:
Following cooling, the lube oil pressure must reach the post-lubrication value.
Following interruption of the lube oil supply to the turbocharger, the plain
bearing on the turbine side and the turbine shaft are heated up by the hot
turbine parts. As a result of this, and depending on the oil quality and the
exhaust gas temperature before the interruption, a thin varnish-like coating
forms on the turbine shaft and on the plain bearing. This layer disappears
after approximately 100 operating hours. If, however, there are repeated
power failures within a relatively short time, the layer gets thicker and can
result in increased wear or failure of the plain bearing on the turbine side.
This can be avoided if post-lubrication starts no more than 20 minutes after
the turbocharger has come to a standstill. The later post-lubrication is
started, the longer it should be continued. Two examples:
1. Post-lubrication starts immediately after the turbocharger has come to a
standstill → 10 minutes suffice.
2. Post-lubrication starts 20 minutes after the turbocharger has come to a
standstill → 30 minutes suffice.
These requirements can be met by installing a suitable post-lubrication sys­
tem in the engine room.
The emergency lubrication tank on turbochargers for two-stroke engines can
only meet this requirement in the case of an emergency stop.
Post-lubrication
Lube oil pressure in bar
Up to 10 minutes
0.2 – 2.2
10 – 30 minutes
0.2 – 0.6
4.5 Pre-lubrication and post-lubrication of the turbocharger
MAN Diesel & Turbo
4 Systems
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Duration of post-lubrication: 10 to 30 minutes.
Project Guide, TCR, EN-US
51 (129)
4.6 Quality assessment of the lube oil
4
MAN Diesel & Turbo
4.6
Quality assessment of the lube oil
Lube oil filtration
Filtration of the lube oil, with the size of particles passing through the filters
≤ 0.05 mm, must be assured at the lube oil inlet of the turbocharger. If the
turbocharger is supplied via the lube oil circuit of the engine, the required fil­
tration is usually already assured by the filters installed there; an additional
lube oil filter for the turbocharger is not required in this case. A further pre­
condition is that the engine lube oil is constantly treated by means of separa­
tion and that the water content and solid residues larger than 0.02 mm are
not allowed to build up.
Prior to initial operation of the engine or after major servicing work, the pipes
between the engine filter and the turbocharger are to be pickled, cleaned
and flushed thoroughly.
Clean oil increases the service life of the plain bearings.
Taking an oil sample
The preconditions for obtaining a representative oil sample are as follows:
▪
Take oil sample only while the engine is running at service temperature.
▪
Take oil sample upstream of the turbocharger and always at the same
location.
▪
Fill sample bottle only to 90%.
▪
Provide a special sample removal cock.
Evaluation of the lube oil condition
In the case of turbochargers that are lubricated via the engine lube oil circuit,
the assessment criteria of the engine manufacturer are applicable for evalua­
tion of the lube oil condition.
The lube oil condition must be checked regularly in the case of turbochargers
with their own lube oil system. For routine inspections of the lube oil condi­
tion, the parameters in the table below are sufficient.
The limit values indicated are empirical field values and are based on the
requirements placed on the lube oil by the engine. In order to ensure a long
service life of the bearings, these limit values must not be exceeded.
52 (129)
Oil parameters for routine inspections
Limit value
Viscosity
± one viscosity class
Water content in % by weight
< 0.2 (briefly up to 0.5)
Total contamination in % by weight
≤ 2.0
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2014-07-16 - de
4 Systems
A binding statement on the further usability of the oil can only be derived
from a full analysis where the values are to be determined according to
standardised testing methods.
4
Oil change
4 Systems
2014-07-16 - de
An oil change is required when the chemical/physical characteristics of the oil
have changed to such an extent that the lubricating, cleaning and neutraliz­
ing properties no longer meet the requirements of the engine supplier and
lubricant supplier. The limit values specified in the table and a drop test can
serve only as a guideline.
4.6 Quality assessment of the lube oil
MAN Diesel & Turbo
Project Guide, TCR, EN-US
53 (129)
4.7 Water cooling – bearing casing
4
MAN Diesel & Turbo
4.7
Water cooling – bearing casing
1 Bearing casing
2 Cooling water inlet
3 Cooling water outlet
4 Venting
Figure 33: Diagram, water cooling - bearing casing
Operating conditions
Water cooling of the bearing casing is recommended in the case of:
▪
an exhaust gas temperature upstream of turbine tT > 600 °C or
▪
a large number of load cycles of the engine
Only fresh water from the cooling system of the engine may be used for cool­
ing. If the water contains additives to prevent freezing, the seal must be
made of materials that are resistant to these additives.
Operating parameters
TCR10
Cooling water pressure (inlet)
TCR16
(pout - pin) = 0.017 bar g
Cooling water inlet temperature
tw,in < ( tw,boiling - 20) °C
Heat increase of cooling water
(tw,out – tw,in) < 8°C
0.5 m3/h
0.6 m3/h
1.3 m3/h
2.4 m3/h
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Cooling water flow rate
(informative)
TCR18
max. 6 bar g
Pressure loss (informative)
54 (129)
TCR12
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4
4.8
4.8 Compressor wheel cooling
MAN Diesel & Turbo
Compressor wheel cooling
1 Cooling water return
2 * Cooling water supply
3 * Cooling water leakage outlet
4 Bearing casing
* Connection either
right or left
Figure 34: Diagram, compressor wheel cooling in bearing casing
TCR turbochargers with a high pressure ratio require compressor wheel
cooling. This water cooling is integrated in the bearing casing and lowers the
temperature in the relevant areas of the compressor. The cooling water sup­
ply (2) and cooling water leakage outlet (3) can be connected to the bearing
casing (4) on either the right-hand or the left-hand side.
Caution! Water must be prevented from entering the lube oil circuit of the tur­
bocharger. The leak-tightness of the water cooling must be checked regu­
larly by inspecting the cooling water leakage outlet.
Only treated cooling water (corrosion protection) from the low-temperature
engine cooling system may be used for compressor wheel cooling.
Quality requirements on cooling water for compressor wheel cooling, see
Chapter Quality requirements on cooling water for compressor wheel cool­
ing.
Cooling water inlet temperature
Cooling water pressure (inlet)
2014-07-16 - de
Cooling water flow rate
TCR20
TCR22
max. 35 °C
max. 35 °C
max. < 4 bar
max. < 4 bar
min. 0.82 m3/h
min. 1.4 m3/h
The pipes for cooling water supply, cooling water return and cooling water
leakage outlet are included in the scope of supply of the engine.
Project Guide, TCR, EN-US
4 Systems
Operating parameters for compressor wheel cooling
55 (129)
5.1 Quality requirements on fuels
5
MAN Diesel & Turbo
5
Quality requirements on operating media
5.1
Quality requirements on fuels
The quality of the fuel used to operate the engine influences the composition
of the exhaust gas flowing through the exhaust gas turbocharger. Contami­
nants in the fuel may leave residues in the exhaust gas that could have an
abrasive or corrosive effect on the turbocharger.
5.1.1
MDO fuel (marine diesel oil)
Marine diesel oil is also referred to as diesel fuel oil, diesel oil, bunker diesel
oil or marine diesel fuel.
MDO is offered as a heavy distillate (ISO-F-DMB) or, exclusively for the ship­
ping industry, as a mixture of distillate and small quantities of residual oil
(ISO-F-DMC). The usual designation for the mixture, which is dark brown to
black in color, is “blended MDO”. MDO is manufactured from crude oil and
must be free from organic acids.
The usability of the fuel depends on the design of the engine and cleaning
device, and on compliance with the characteristic values specified below
which refer to the state at the time of supply.
The definitions of the characteristic values are based on the specifications of
ISO 8217‑1996 and CIMAC‑2003. The characteristic values refer to the
specified test methods.
Test method
56 (129)
DMB
DMC
Density at 15 °C in kg/m³
ISO 3675
900
920
Kinematic viscosity at 40°C
in mm²/s=cSt
ISO 3104
< 11
< 14
ISO 3016
<0
<0
<6
<6
ISO 2719
> 60
> 60
ISO CD 10307
0.10
0.10
Water content in % by vol.
ISO 3733
< 0.3
< 0.3
Sulfur content in % by weight
ISO 8754
< 2.0
< 2.0
Ash content in % by weight
ISO 6245
< 0.01
< 0.03
ISO CD 10370
> 0.3
> 2.5
Cetane number
ISO 5165
> 35
> 35
Copper strip test
ISO 2160
<1
<1
Vanadium content in mg/kg
DIN 51790 T2
0
< 100
Aluminum and silicon content in mg/kg
ISO CD 10478
0
< 25
1)
-
Pour point
Winter quality in °C
Summer quality in °C
Flash point (Pensky Martens) in °C
Total sediment content in % by weight
Carbon residue (MCR) in % by weight
Visual inspection
1) In well-lit conditions at room temperature the fuel should appear clear and trans­
parent.
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2014-07-16 - de
5 Quality requirements on operating media
ISO-F specification
Characteristic value
5
Other specifications: British Standard BS MA 100-1987
Characteristic value
Class M2
Class M3
ASTM D 975
2D
4D
ASTM D 397
No. 2
No. 4
Mixing fuels can lead to a reduction in quality. This can result in combustion
with a high degree of residues, which is liable to cause heavy fouling of the
turbocharger. Extreme fouling can damage the turbocharger.
The following points must therefore be observed:
▪
MDO is handled at transshipment facilities and during transportation as
residual oil. It is thus possible for it to become mixed, for example, with
highly viscous fuel oil or interfuel remaining in the bunker boat, resulting
in serious deterioration of the quality.
▪
Different deliveries (bunkers) of blended MDO (ISO‑F DMC) may be
incompatible and should thus not be mixed. The fuel storage tank in
question should therefore be emptied as far as possible before it is refil­
led with a new delivery.
5.1 Quality requirements on fuels
MAN Diesel & Turbo
Sea water in the fuel promotes corrosion in the turbocharger and leads to
high-residue combustion. Solid foreign matter increases mechanical wear in
the turbine nozzle ring and the turbine of the turbocharger.
The following must therefore be observed:
If primarily blended MDO (ISO‑F DMC) is used, we recommend using a cen­
trifugal separator upstream of the fuel filter. This largely eliminates solid parti­
cles (sand, rust, catalyst residues (catalyst fines)) and water, thus extending
the cleaning intervals of the filter inserts.
▪
Separator admission 65% relative to the nominal throughput capacity
▪
Separating temperature 40-50 °C
* For 27/38 engines with 350 or 365 kW/cyl, the viscosity of 6 mm2/s @ 40
°C must not be exceeded, as this would have a detrimental effect on the
service life of the injection system.
5.1.2
MGO fuel (marine gas oil)
The suitability of the fuel depends on the adherence to the properties defined
in these specifications (with regard to the condition on delivery).
In the definition of the properties, particular reference has been made to the
standards DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ). The
properties refer to the specified test methods.
Properties
Testing method
Typical value
kg/m
ISO 3675
≥ 820.0
≤ 890.0
mm2/s (cSt)
ISO 3104
≥2
≤ 6.0
in summer and
in winter
°C
°C
DIN EN 116
DIN EN 116
≤0
≤ -12
Flash point in closed cup
°C
ISO 2719
≥ 60
2014-07-16 - de
Density at 15 ℃
Kinematic viscosity at 40 ℃
Unit
3
Filtering capability*
Project Guide, TCR, EN-US
5 Quality requirements on operating media
Operating data:
57 (129)
5.1 Quality requirements on fuels
5
MAN Diesel & Turbo
Properties
Unit
Testing method
Typical value
% by weight
ISO 3735
≤ 0.01
Water content
% by vol.
ISO 3733
≤ 0.05
Sulfur content
% by weight
ISO 8754
≤ 1.5
Ash
% by weight
ISO 6245
≤ 0.01
Carbon residue (MCR)
% by weight
ISO CD 10370
≤ 0.10
mg/kg
IP 570
<2
mg KOH/g
ASTM D664
< 0.5
Oxidation resistance
g/m3
ISO 12205
< 25
Lubricity
(wear scar diameter)
μm
ISO 12156-1
< 520
–
ISO 5165
≥ 40
Sediment content (extraction method)
Hydrogen sulphide
Acid value
Cetane number or cetane index
Other specifications:
British Standard BS MA 100-1987
M1
ASTM D 975
1D/2D
Table 7: Diesel fuel (MGO) – Properties that must be adhered to
* Determination of the filtering capability to DIN EN 116 is comparable with the cloud point to ISO 3015
5.1.3
HFO fuel (heavy fuel oil)
58 (129)
The quality of heavy fuel oil depends primarily on the quality of the crude oil
and the refining process used. For this reason, heavy fuel oils of the same
viscosity may have different properties depending on their bunker location.
Heavy fuel oil is normally a mixture of residual oil and distillates. The compo­
nents of the mixture are generally the product of modern refinery processes,
such as catalytic cracking or visbreaking. These processes may have a detri­
mental effect on the stability of the fuel and its ignition and combustion prop­
erties. These factors also have a major influence on the required conditioning
of the heavy fuel oil and the operating characteristics of the engine.
Bunker locations with standardized heavy fuel oil qualities are to be prefer­
red. If oils are purchased from independent dealers, it must be ensured that
they also meet the international specifications. Responsibility for the selection
of suitable heavy fuel oils lies with the user of the engine.
Specifications
Fuels that can be used in an engine must comply with the specifications in
order to ensure sufficiently high quality. The limit values for heavy fuel oils are
specified in the table “Fuel specifications and corresponding properties for
heavy fuel oil”.
Observe the entries in the last column of this table, as they contain important
background information.
There are various different international specifications for heavy fuel oils. The
most important specifications are ISO 8217-2010 and CIMAC-2003. These
two specifications are more or less equivalent. Figure “ISO 8217-2010 speci­
fication for heavy fuel oil” shows the specification ISO 8217. All qualities of
these specifications up to K700 can be used, insofar as the fuel conditioning
system has been designed for these fuels. The Technical Service department
at MAN Diesel & Turbo in Augsburg must be consulted before fuels are used
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2014-07-16 - de
5 Quality requirements on operating media
Origin/refinery process
5
that do not meet these specifications (e.g. crude oil). Heavy fuel oils with a
maximum density of 1,010 kg/m3 can only be used if modern separators are
present.
Important
The fuel properties in the table “Fuel specifications and corresponding prop­
erties for heavy fuel oil” may not be sufficient to determine the ignition and
combustion properties and stability of the fuel, even if they meet the above
requirements. This means that the operational performance of the engine
may depend on properties that are not defined in the specification. This
applies particularly to the propensity of the oil to form deposits in the com­
bustion chamber, injection system, gas ducts and exhaust gas system.
Some fuels have a tendency to be incompatible with lube oil and form
deposits in the fuel pump which can cause blockages in the pumps. It may
therefore be necessary to preclude certain fuels that could cause problems.
Mixtures
The admixture of engine oils (ULO – used lube oil), additives not manufac­
tured from mineral oils (e.g. coal tar oil) and residual products from chemical
processes or other processes, such as solvents (polymers or chemical
waste), is not permissible. Reasons for this include the following: abrasive
and corrosive effects, unfavorable combustion properties, incompatibility with
mineral oils and, not least, harmful effects on the environment. When order­
ing fuel, it is important to specify explicitly what is not permissible, as these
constraints are not contained in the generally applicable fuel specifications.
5.1 Quality requirements on fuels
MAN Diesel & Turbo
The admixture of engine oils (ULO – used lube oil) to the fuel is particularly
hazardous, as the additives in the lube oil act as emulsifying agents, causing
dirt, water and catalyst fines to be transported as a fine suspension. They
thus prevent the required cleaning of the fuel. In our experience, and that of
other manufacturers, this can cause excessive wear, resulting in severe dam­
age to the engine and turbocharger components.
Leaked oil collectors, return pipes and overflow pipes of the lube oil system
must not be connected to the fuel tank. Leaked oil pipes should be dis­
charged into slurry tanks.
2014-07-16 - de
Leaked oil collectors
Project Guide, TCR, EN-US
5 Quality requirements on operating media
The admixture of chemical waste products (e.g. solvents) to the fuel is pro­
hibited for environmental reasons by the resolution of the IMO Marine Envi­
ronment Protection Committee of 1 January 1992.
59 (129)
MAN Diesel & Turbo
Viscosity (at 50 °C)
max.
700
Viscosity/injection viscosity
max.
55
Viscosity/injection viscosity
g/ml
max.
1.010
Heavy fuel oil conditioning
Flash point
°C
min.
60
Flash point
(ASTM D 93)
Pour point (summer)
°C
max.
30
Low-temperature performance
(ASTM D 97)
Pour point (winter)
°C
max.
30
Low-temperature performance
(ASTM D 97)
Carbon residue (Con­
radson)
% by weight
max.
20
Combustion properties
Sulfur content
% by weight
max.
5 or
statutory specifications
Sulfuric acid corrosion
Ash content
% by weight
max.
0.15
Heavy fuel oil conditioning
mg/kg
max.
450
Heavy fuel oil conditioning
% by vol.
max.
0.5
Heavy fuel oil conditioning
Sediment (potential)
% by weight
max.
0.1
Aluminum and silicon
content (total)
mg/kg
max.
60
mg KOH/g
max.
2.5
Hydrogen sulphide
mg/kg
max.
2
Used lube oil (ULO)
mg/kg
max.
Viscosity (at 100 °C)
Density (at 15 ℃)
Vanadium content
Water content
5 Quality requirements on operating media
Acid value
60 (129)
mm2/s (cSt)
Heavy fuel oil conditioning
The fuel must be free from lube
oil (ULO – used lube oil). Fuel is
considered to be contaminated
with lube oil if the following
concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphalt content
% by weight
max.
2/3 of the carbon residue
(Conradson)
Combustion properties
Sodium content
mg/kg
max.
Sodium < 1/3 vanadium,
sodium < 100
Heavy fuel oil conditioning
The fuel must be free from admixtures that are not derived from mineral oils, e.g. vegetable or coal tar oils,
free from tar oil and lube oil (used oil), free from chemical waste, solvents and polymers.
Table 8: Fuel specifications and corresponding properties for heavy fuel oil
2014-07-16 - de
5.1 Quality requirements on fuels
5
Project Guide, TCR, EN-US
5 Quality requirements on operating media
2014-07-16 - de
5.1 Quality requirements on fuels
MAN Diesel & Turbo
5
Project Guide, TCR, EN-US
61 (129)
62 (129)
2014-07-16 - de
5 Quality requirements on operating media
5.1 Quality requirements on fuels
5
MAN Diesel & Turbo
Project Guide, TCR, EN-US
5
5.1.4
Biofuel
Other designations:
Origin
Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying oil
Biofuel is produced from oil plants or used food oil.
Both transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must conform to the standard EN
14214.
Non-transesterified biofuels must meet the specification in Table 1.
This specification is based on experience. Since this experience is limited,
the specification is to be regarded as a recommendation that can be
adapted as required. If future experience shows that this specification is too
strict, or not strict enough to assure safe operation, the specification may be
adapted accordingly.
5.1 Quality requirements on fuels
MAN Diesel & Turbo
Characteristics/properties
Density at 15 ℃
Flash point
Characteristic value
Test method
900 - 930 kg/m
DIN EN ISO 3675,
EN ISO 12185
3
> 60 °C
DIN EN 22719
Lower fuel value
> 35 MJ/kg
(typically: 37 MJ/kg)
DIN 51900-3
Viscosity/50 °C
< 40 cSt (corresponds to
viscosity/40 °C < 60 cSt)
DIN EN ISO 3104
Cetane number
> 40
FIA
Carbon residue
< 0.4%
DIN EN ISO 10370
< 200 ppm
DIN EN 12662
>5h
ISO 6886
Phosphorus content
< 15 ppm
ASTM D3231
Na and K content
< 15 ppm
DIN 51797-3
Ash content
< 0.01%
DIN EN ISO 6245
Water content
< 0.5%
EN ISO 12537
Iodine value
< 125 g/100 g
DIN EN 14111
TAN (total acid number)
< 5 mg KOH/g
DIN EN ISO 660
< 10 °C below the lowest temper­
ature in the fuel system
EN 116
Sediment content
Oxidation resistance (110 °C)
Filterability
2014-07-16 - de
Table 9: Non-transesterified biofuel – specification
DANGER
Incorrect handling of operating media can endanger health, safety
and the environment. The corresponding safety instructions pro­
vided by the suppliers must be observed.
Project Guide, TCR, EN-US
5 Quality requirements on operating media
In the case of operation with biofuel, a lube oil must be used that is also suit­
able for use with diesel oil (see Sheet 010.000.023-07).
63 (129)
5.2 Quality requirements on lube oil and additives
5
MAN Diesel & Turbo
5.1.5
Gas
5.1.5.1
Gas types, gas quality
Natural gases may come from very different sources. They differ not only in
terms of their composition and conditioning, but also of their energy content
and fuel value.
Combustion in engines places particular requirements on the quality of the
gas composition.
Requirements on natural gas The gas must:
▪
conform to the generally applicable regulations for natural gas and the
specifications contained in the table Requirements on natural gas.
▪
be supplied to the engine clean and dry (free from water, hydrocarbon
condensate and oil) and cooled. If the particle concentration is greater
than 50 mg/Nm3, a gas filter must be installed upstream of the supply
system.
The specifications regarding gas quality in the documentation of the engine
manufacturer are of decisive importance for the use of gaseous fuels.
The gas quality influences fouling of the turbine and thus the necessity of
cleaning.
The gas quality can be checked using a gas analysis device.
Fuel
Natural gas
64 (129)
Value
Hydrogen sulfide content
(H2S)
max.
mg/Nm
5
Total sulfur content
max.
mg/Nm3
30
mg/Nm3
Not permissible at engine inlet
%
Not permissible at engine inlet
3
Hydrocarbon condensate
Humidity content
Particle concentration
max.
mg/Nm
50
Particle size
max.
μm
10
Total fluorine content
max.
mg/Nm3
5
Total chlorine content
max.
mg/Nm3
10
3
Table 10: Requirements on natural gas
One Nm³ corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
5.2
Quality requirements on lube oil and additives
5.2.1
Lube oil
Base oil
The base oil must comply with the following limit values, especially with
regard to the aging resistance:
Project Guide, TCR, EN-US
2014-07-16 - de
5 Quality requirements on operating media
Unit
5
Characteristics/properties
Unit
Test method
Characteristic value
–
–
preferably paraffin-based
Low-temperature behaviour, still fluid
°C
ASTM D2500
-15
Cleveland flash point
°C
ASTM D92
> 200
Ash content (oxide ash)
% by
weight
ASTM D482
< 0.02
Conradson carbon residue
% by
weight
ASTM D189
< 0.50
Aging tendency after 100 h heating to
135 °C
–
MAN aging cabinet
–
n-heptane insolubles
% by
weight
ASTM D4055 or
DIN 51592
< 0.2
Evaporation loss
% by
weight
–
<2
Drop test (filter paper)
–
MAN test
There must be no indication that resin­
ous or asphaltic aging products are
released.
Structure
Table 11: Lube oil – characteristic values to be met
Additives
Additives must be dissolved in oil and designed to generate as little ash as
possible on combustion. The ash must exhibit a soft structure. If this require­
ment is not met, increased residues are liable to form in the bearing casing of
the turbocharger. Hard additive ash promotes increased mechanical wear.
5.2 Quality requirements on lube oil and additives
MAN Diesel & Turbo
Lube oil additives
5.2.2
MAN Diesel & Turbo strongly advises against subsequently admixing addi­
tives in the lube oil or mixing different brands of lube oil, as this is liable to
destroy the function of the active agent package matched to itself and the
base oil. It would also exempt the supplier from his responsibility for the lube
oil.
General requirements on lube oil
The specific power achieved by modern diesel and gas engines and the use
of fuels that are increasingly reaching the very limits in terms of quality place
higher requirements on the lube oil and necessitate careful selection of the
lube oil.
2014-07-16 - de
Only lube oils that meet the following requirements may be used:
▪
They must be engine oils
(no turbine, cylinder or gear oils).
▪
They must have been approved for the engine by the engine manufac­
turer.
▪
They must meet the requirements of the engine manufacturer and the
lubricant supplier in every operating state.
Project Guide, TCR, EN-US
5 Quality requirements on operating media
Neither when active nor when consumed may additives intensify clogging of
the filter inserts.
65 (129)
66 (129)
MAN Diesel & Turbo
5.2.3
Specifications
Viscosity
To ensure reliable operation of the turbocharger, the dynamic oil viscosity
limits with a range of 0.03 Pa s – 0.13 Pa s defined by MAN Diesel & Turbo
must be adhered to. For engine oil of viscosity class SAE 40, these limit val­
ues correspond to lube oil inlet temperatures of 40 °C and 70 °C. The same
dynamic oil viscosity limit values also apply to oils of other viscosity classes.
Figure 35: Dynamic viscosity SAE 30 and SAE 40
Base Oil
The base oil (doped lube oil = base oil + additives) must have a narrow distil­
lation range and be refined using state-of-the-art methods. If paraffins are
contained, they must not have a detrimental effect on the thermal stability or
the oxidation stability.
Additives
The additives must be dissolved in the oil and their composition must be
such that they leave as little ash as possible on combustion, even if the
engine is temporarily operated with distillate fuel. The ash must be soft.
Detergency
The detergency must be so great that neither tar nor coke residues pro­
duced by combustion of the fuel can be deposited.
The lube oil must not take up any deposits arising from the fuel.
Reserve alkalinity
The reserve alkalinity (ASTM D2896) must be high enough to neutralise acidic
combustion products. The reaction time of the additives must match the
process in the combustion chamber.
Lube oil additives
It is not permissible to add additives to lube oil or to mix different brands of
lube oil (oils from different manufacturers), as this could interfere with the per­
formance of the carefully coordinated mixture of additives tailored to the spe­
cific base oil.
Project Guide, TCR, EN-US
2014-07-16 - de
5 Quality requirements on operating media
5.2 Quality requirements on lube oil and additives
5
5
Selection of lube oils/
warranty
Most mineral oil companies are in close, permanent contact with engine
manufacturers and can thus specify which oil from their own product line is
approved by the engine manufacturer for the specific application. Irrespective
of this information, the lube oil manufacturers are liable for the quality and
properties of their products. If you have any questions, we would be happy
to provide you with further details.
Lube oil filtration
The turbocharger does not require its own lube oil filter.
Filtration and conditioning of the lube oil are sufficient when the following val­
ues are observed:
5.3
▪
Mesh of lube oil filter < 0.050 mm.
▪
Water content < 0.2% by weight.
Quality requirements on intake air
The quality and condition of the intake air have a decisive influence on the
turbocharger performance. Not only is the atmospheric condition of great
importance, but also the solid and gaseous impurities contained in the air.
5.3 Quality requirements on intake air
MAN Diesel & Turbo
Mineral dusts in the intake air increase wear. Chemicals and gases increase
corrosion.
For this reason, effective cleaning of the intake air (combustion air) and regu­
lar maintenance/cleaning of the air filters are required.
Characteristic values of the
intake air
If the (turbocharger intake) silencer is used, the quality of the intake air sup­
plied (to the turbocharger) should at least conform to filter class G3 (acc. to
DIN EN779). If an air intake casing is used, it is vital to ensure compliance
with this filter class and to take suitable filtration into account when designing
the intake air pipe.
Characteristics/properties
Dust (sand, cement, CaO, Al2O3 etc.)
Concentration
Unit1)
max. 5
Chlorine
max. 1.5
Sulphur dioxide (SO2)
max. 1.25
Hydrogen sulphide (H2S)
max. 5
Salt (NaCl)
max. 1
mg/m3 (SPC)
Table 12: Maximum concentration of particles in the intake air
1)
m3 (SPC) = cubic metre at standard temperature and standard pressure
2014-07-16 - de
When designing the intake air system, it must be ensured that the total pres­
sure loss (filter, silencer, piping) does not exceed 20 mbar.
Exception:
A loss of pressure in excess of 20 mbar has been taken into consideration in
the design (e.g. admixture of gas in the case of gas-powered engines).
NOTE
The intake air must not contain flammable gases. It must be ensured
that the combustion air is not potentially explosive and is not taken
from an ATEX zone.
Project Guide, TCR, EN-US
5 Quality requirements on operating media
The following maximum concentrations of particles in the intake air upstream
of the compressor must not be exceeded:
67 (129)
5
68 (129)
5.4
Quality requirements on cooling water for compressor wheel cooling
As is also the case with the fuel and lube oil, the engine cooling water must
be carefully selected, treated and checked. If this is not the case, corrosion,
erosion and cavitation may occur at the walls of the cooling system in con­
tact with water and deposits may form. Deposits obstruct the transfer of heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
5.4.1
Additives for Cooling Water
Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled “Approved cooling water additives” may be used.
Required Approval
A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
“Suitability test of internal combustion engine cooling fluid additives.” The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprüfanstalt (Federal Institute
for Materials Research and Testing), Abteilung Oberflächentechnik (Surface
Technology Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.
Only in Closed Circuits
Additives may only be used in closed circuits where no significant consump­
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of cooling water con­
taining additives. For more information, consult the additive supplier.
Chemical Additives
Sodium nitrite and sodium borate based additives, etc., have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri­
bed cooling water treatment and electrochemical potential reversal can occur
due to the cooling water temperatures which are normally present in engines
nowadays. If necessary, the pipes must be deplated.
Slushing Oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro­
sion without interfering with the transfer of heat and also prevents limescale
deposits on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Project Guide, TCR, EN-US
2014-07-16 - de
5 Quality requirements on operating media 5.4 Quality requirements on cooling water for compressor wheel
cooling
MAN Diesel & Turbo
5
If temperatures below the freezing point of water in the engine cannot be
excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Adequate corrosion protection can be provided by adding the products
listed in the table entitled “Anti-freeze solutions with slushing properties” (Mili­
tary specification: Sy-7025) while observing the prescribed minimum concen­
tration. This concentration prevents freezing at temperatures down to -22 °C
and ensures sufficient corrosion protection. However, the quantity of antifreeze solution actually required always depends on the lowest temperatures
that are to be expected at the place of use.
Anti-freezes are generally based on ethylene glycol. A suitable chemical anti­
corrosive agent must be added if the concentration of the anti-freeze solution
prescribed by the user for a specific application does not provide an appro­
priate level of corrosion protection, or if the concentration of anti-freeze solu­
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Since the antifreeze solutions specified in the table “Anti-freeze solutions with slushing
properties” also contain corrosion inhibitors, which are not generally compati­
ble with other anti-corrosion agents, only pure glycol may be used as antifreeze in such cases.
Simultaneous use of an anti-corrosion agent from the table “Nitrite-free
chemical additives” with glycol is not permissible, as it is no longer possible
to monitor the concentration of the anti-corrosion agent in such a mixture.
Anti-freeze solutions may only be mixed with one another with the consent of
the manufacturer, even if these solutions have the same composition.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Biocides
2014-07-16 - de
If you cannot avoid using a biocide because the cooling water has been con­
taminated by bacteria, observe the following steps:
5.4.2
Limit Values
▪
You must ensure that the biocide to be used is suitable for the specific
application.
▪
The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.
▪
The biocide and its decomposition products must not contain corrosionpromoting components. Biocides whose decomposition products con­
tain chloride or sulphate ions are not permitted.
▪
Biocides that cause foaming of cooling water are not permitted.
Requirements on untreated cooling water
The properties of the untreated cooling water must comply with the following
limit values:
Project Guide, TCR, EN-US
5 Quality requirements on operating media 5.4 Quality requirements on cooling water for compressor wheel
Anti-Freeze Agents
cooling
MAN Diesel & Turbo
69 (129)
5
MAN Diesel & Turbo
70 (129)
Type of water
Properties
Unit
Distilled or fresh water, free from impurities.
Overall hardness
pH value
Chloride ion content
-
max. 10
°dH*
6,5 - 8
-
max. 50
mg/l**
Table 13: Cooling water – properties to be adhered to
*) 1°dH (German hard­ ≙ 10 mg CaO in 1 litre water
ness)
≙ 0.357 mval/l
≙ 17.9 mg CaCO3/l
≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
5.4.3
Requirement for Effective Use of an Anticorrosive Agent
Regular Checks of the Cooling Water State and the Cooling Water
System
Treated cooling water may become contaminated during operation and the
additive thus loses some of its effect. It is thus advisable to check the cooling
system and the state of the cooling water at regular intervals. In order to
detect leaks in the lube oil system, a regular check of the water in the com­
pensation tank is recommended. Signs of oil in the water include discoloura­
tions or a visible film of oil on the surface of the water sample.
Check the concentration of the additive at least once a week with the test kit
specified by the manufacturer. The results must be logged.
Concentrations that are too low can encourage corrosion and must be
avoided. Concentrations that are slightly higher do not cause damage. Con­
centrations that are more than double the recommended concentrations
should be avoided.
A cooling water sample must be sent to an independent laboratory or to the
engine manufacturer every 2 – 6 months in order for a complete analysis to
be performed.
Emulsifiable anticorrosive agents must generally be changed every 12
months in accordance with the instructions of the supplier. When changing
the anticorrosive agent, the entire cooling system must be purged and
cleaned if necessary. The fresh water with which the system is filled must be
treated immediately.
If chemical additives or anti-freeze solutions are used, the cooling water
should be changed after 3 years at the latest.
In the case of high concentrations of solids (rust), the water must be
changed completely and the entire system must be cleaned carefully.
Deposits in the cooling system may be caused by fluids that enter the cool­
ing water, break-up of the emulsion, corrosion in the system, and limescale
deposits due to high water hardness. An increase in the concentration of
chloride ions is generally an indication that seawater has entered the system.
The specified maximum of 50 mg chloride ions per kg must not be
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2014-07-16 - de
5 Quality requirements on operating media 5.4 Quality requirements on cooling water for compressor wheel
cooling
Characteristic/property
5
Loss of water must be compensated for by topping up with water that meets
the quality requirements specified in the section Requirements. The concen­
tration of the anticorrosive agent must then be checked and corrected if nec­
essary.
Checks of the cooling water are required in particular after repairs or mainte­
nance work that involve draining the cooling water.
5.4.4
Protective Measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer’s material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with eyes, rinse them immediately with plenty
of water and seek medical advice.
Anticorrosive agents are generally harmful to the natural water cycle.
Observe the relevant statutory requirements for disposal.
5.4.5
Analysis
We analyse cooling water for our customers in our chemical laboratory. A
0.5 l sample is required for the test.
5.4.6
Permissible Cooling Water Additives
Nitrite-containing chemical additives
2014-07-16 - de
Manufacturer
Product designation
Initial dosing for
1 000 litres
Drew Marine
One Drew Plaza
Boonton
New Jersey 07005
USA
Liquidewt
Maxigard
Wilhelmsen (Unitor)
KJEMI-Service A.S.
P.O.Box 49/Norway
3140 Borgheim
Rocor NB Liquid
Dieselguard
Nalfleet Marine
Chemicals
P.O.Box 11
Northwich
Cheshire CW8DX, UK
Nalfleet EWT Liq
(9-108)
Nalfleet EWT 9-111
Nalcool 2000
Minimum concentration ppm
Product
Nitrite
(NO2)
Sodium nitrite
(NaNO2)
15 l
40 l
15000
40000
700
1330
1050
2000
21.5 l
4.8 kg
21500
4800
2400
2400
3600
3600
3l
3 000
1000
1500
10 l
30 l
10000
30000
1000
1000
1500
1500
Project Guide, TCR, EN-US
5 Quality requirements on operating media 5.4 Quality requirements on cooling water for compressor wheel
exceeded, as the risk of corrosion is otherwise too high. If exhaust gas
enters the cooling water, this can result in a sudden drop in the pH value
and/or an increase in the sulphate content.
cooling
MAN Diesel & Turbo
71 (129)
5
72 (129)
Manufacturer
Product designation
Initial dosing for
1 000 litres
Minimum concentration ppm
Product
Nitrite
(NO2)
Sodium nitrite
(NaNO2)
Nalcool 2000
30 l
30000
1000
1500
TRAC 102
30 l
3000
1000
1500
TRAC 118
3l
3000
1000
1500
Maritech AB
P.O.Box 143
S-29122 Kristianstad
Marisol CW
12 l
1000
2000
3000
Uniservice
Via al Santuario di N.S.
della Guardia 58/A
16162 Genova, Italy
N.C.L.T.
12 l
12000
2000
3000
Colorcooling
24 l
24 000
2000
3000
Marichem – Marigases
64 Sfaktirias Street
18545 Piraeus, Greece
D.C.W.T. Non-Chromate
48 l
48000
400
–
Marine Care
3144 NA Maasluis
The Netherlands
Caretreat 2
16 l
16000
4000
6000
Vecom
Schlenzigstraße 7
21107 Hamburg
Germany
Cool Treat NCLT
16 l
16000
4000
6000
Nalco
Table 14: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)
Manufacturer
Arteco
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Product designation
Initial dosing
for 1 000 litres
Minimum con­
centration
Havoline XLI
75 l
7.5 %
Total Lubricants
Paris, France
WT Supra
75 l
7.5 %
Q8 Oils
Q8 Corrosion Inhibitor
Long-Life
75 l
7.5 %
Table 15: Chemical additives – nitrite free
Emulsifiable Slushing Oils
Manufacturer
Product
(designation)
BP Marine, Breakspear Way, Hemel Hempstead,
Herts HP2 4UL
Diatsol M
Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK
Solvex WT 3
Deutsche Shell AG, Überseering 35,
22284 Hamburg, Germany
Oil 9156
Table 16: Emulsifiable slushing oils
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2014-07-16 - de
5 Quality requirements on operating media 5.4 Quality requirements on cooling water for compressor wheel
cooling
MAN Diesel & Turbo
5
Anti-freeze solutions with slushing properties
Manufacturer
Product designation
BASF
Carl-Bosch-Str.
67063 Ludwigshafen,
Rhine
Germany
Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Int.
Pipers Way
Swindon SN3 1RE, UK
Antifreeze NF, SF
BP, Britannic Tower
Moor Lane,
London EC2Y 9B, UK
Anti-frost X2270A
Deutsche Shell AG
Überseering 35
22284 Hamburg
Germany
Glycoshell
Mobil Oil AG
Steinstraße 5
20095 Hamburg
Germany
Frostschutz 500
Arteco, Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Havoline XLC
Total Lubricants
Paris, France
Glacelf Auto Supra
Total Organifreeze
Minimum concentration
35%
5.5 Quality requirements on turbine cleaning granulate
MAN Diesel & Turbo
5.5
Quality requirements on turbine cleaning granulate
Commercially available granulates that meet the following specifications are
used for dry cleaning of the turbine during operation:
Granulate made of:
▪
Nut shells
▪
Activated charcoal (soft).
Grain size:
1.0 mm (max. 1.5 mm).
2014-07-16 - de
▪
Project Guide, TCR, EN-US
5 Quality requirements on operating media
Table 17: Anti-freeze solutions with slushing properties
73 (129)
6.1 Jet Assist
6
MAN Diesel & Turbo
6
Additional equipment
6.1
Jet Assist
A Starting air cylinder (30 bar)*
B 2/2 way solenoid valve*
C Orifice*
D
E
F
*
Insert
Compressor wheel
Turbocharger
Scope of supply of engine manufacturer
Figure 36: Jet Assist diagram
The “Jet Assist” acceleration system is used when special requirements have
to be met with regard to fast and soot-minimised acceleration and/or the
dynamic load response of the engine.
74 (129)
Jet Assist connections
Type
Jet Assist air pressure 4 bar
Inner diameter of connecting pipe in mm
TCR12
16
TCR14
20
TCR16
20
TCR18
40
TCR20
40
TCR22
50
Project Guide, TCR, EN-US
2014-07-16 - de
6 Additional equipment
The engine control actuates the 2/2 way solenoid valve (B). Compressed air
at 30 bar now flows from the starting air cylinder (A) through the orifice (C),
where the pressure is reduced to a maximum of 4 bar. The compressed air is
now blown at max. 4 bar onto the blades of the compressor wheel (E) via a
ring duct and the inclined bores in the insert (D). On the one hand, this pro­
vides additional air to the compressor while on the other hand, the compres­
sor wheel is accelerated, thus increasing the charge air pressure for the
engine.
6
6.2
Turbine cleaning
The turbochargers of engines operated with Heavy Fuel Oil (HFO), Marine
Diesel Oil (MDO) or Marine Gas Oil (MGO) must be cleaned prior to initial
operation and at regular intervals to remove combustion residue from the
blades of the turbine rotor and turbine nozzle ring. Considerable fouling of
the nozzle ring (e.g. due to combustion residues of heavy fuel oil) may result
in increased vibration excitation and thus to contact of the rotor assembly.
This can cause major consequential damage, including the rupture of turbine
blades, which may result in failure of the turbocharger.
6.2 Turbine cleaning
MAN Diesel & Turbo
As standard, two cleaning methods are available:
▪
Wet cleaning of the turbine
▪
Dry cleaning of the turbine
Both cleaning methods can be used on the same turbocharger, and the
advantages of both cleaning methods complement one another.
NOTE
Observe the cleaning instructions on the instruction plate of the tur­
bocharger and in the operating manual.
Turbine cleaning must be carried out regularly.
The cleaning intervals must be adapted according to the quality of the fuel
(HFO, MDO, MGO, gas) used.
Assignment of cleaning
method to engine type
The cleaning method used depends on the engine type.
Wet cleaning
Dry cleaning
Two-stroke engines (diesel / HFO / dual
fuel)
-
●
Four-stroke engines (diesel / HFO / dual
fuel)
●
●
Gas-powered engines
–
○
● Included in the standard scope of supply of MAN Diesel & Turbo.
○ Offered as an option for all TCRs; not necessary in the case of good and very
good gas quality. Recommended in the case of poor gas quality.
Compressed air connection in mm
TCR10, TCR12
8 x 1.5
TCR14, TCR16
10 x 1.5
TCR18, TCR20, TCR22
12 x 1.5
Project Guide, TCR, EN-US
6 Additional equipment
Type
2014-07-16 - de
Connection sizes for pipes
and lines
75 (129)
6.2 Turbine cleaning
6
MAN Diesel & Turbo
6.2.1
Wet cleaning of the turbine
1 Water supply
2 Exhaust gas pipe upstream of
turbine
3 Gas admission casing
4 Turbine nozzle ring
5 Turbine rotor
6 Sealing air
(extracted downstream of
charge air cooler)
7 Plate with cleaning instructions
A Three-way cock
with sealing air connection
B Pressure gauge *
* Scope of supply of engine
Figure 37: Diagram “Wet cleaning of the turbine”
Wet cleaning is carried out during operation at greatly reduced engine load in
order to avoid overstressing the turbine materials (thermal shock).
One significant advantage of wet cleaning over dry cleaning is:
▪
Better cleaning effect and thus longer cleaning intervals.
76 (129)
▪
Use fresh water without any chemical additives whatsoever.
▪
Washing duration (interval cleaning): 10 x 0.5 minutes washing with 1
minute drying time between each cycle.
The water is sprayed into the gas admission casing (3) or the exhaust gas
pipe (2) before the turbine at a pressure of 2 to 3 bar. The flow of exhaust
gas transports the water droplets and distributes them over the turbine noz­
zle ring and turbine rotor. Fouling and deposits are removed from the blades
of the turbine nozzle ring and turbine rotor by the impact of the water drop­
lets.
The washing water is entrained as steam due to the high flow velocity in the
gas outlet casing/elbow and is emitted from the turbine via the chimney
flange.
Project Guide, TCR, EN-US
2014-07-16 - de
6 Additional equipment
The cleaning frequency depends on the type of fuel and on the operating
mode; we recommend that wet cleaning of the turbine should be carried out
every 150 operating hours.
6
The sealing air (6) prevents clogging and corrosion of the piping. For this pur­
pose, a small amount of air is extracted downstream of the charge air cooler
and fed continuously through the corresponding piping system.
The sealing air (loss) flow rate required for turbine cleaning is 0.05 – 0.15 %
of the compressor flow rate (applies to both wet and dry cleaning).
Advantages of wet cleaning of the turbine:
▪
Better cleaning effect and thus longer cleaning intervals
The maximum permissible exhaust gas temperature during wet cleaning is
320 °C. It may thus be necessary, under certain circumstances, to reduce
the turbocharger speed.
6.2 Turbine cleaning
MAN Diesel & Turbo
Quantity of washing water for turbine cleaning
The max. permissible cleaning conditions, u2 = 300 m/s, TvT = 320 °C and
P water max. = approx. 3 bar, give the following flow rates:
Type
Flow rate of washing water
in l/min
TCR10
3
TCR12
5
TCR14
7.5
TCR16
7.5
TCR18
10
TCR20
13.5
TCR22
20
u2 = peripheral speed of the turbine rotor
TvT = exhaust gas temperature upstream of turbine
P water max. = water pressure
Connections for wet cleaning of the turbine
2014-07-16 - de
6 Additional equipment
Water supply: 16 x 2 mm
Project Guide, TCR, EN-US
77 (129)
6.2 Turbine cleaning
6
MAN Diesel & Turbo
6.2.2
Dry cleaning of the turbine
1
2
3
4
Tank
Screw plug
Pipe
Connection point
5 Exhaust gas pipe upstream of
turbine
6 Gas admission casing
7 Turbine nozzle ring
8 Turbine rotor
9 Compressed air pipe
10 Sealing air
(extracted downstream of
charge air cooler)
11 Plate with cleaning instructions
A Stop cock
B Three-way cock
with sealing air connection
Figure 38: Diagram “Dry cleaning of the turbine”
Dry cleaning of the turbine is carried out during operation at normal operating
load of the engine.
This can be performed in addition to wet cleaning of the turbine.
The advantage of dry cleaning of the turbine over wet cleaning is that dry
cleaning can be carried out during operation at full load.
78 (129)
Cleaning with granulate every one to two days is recommended. When using
fuels that produce heavy deposits, the cleaning frequency should be
increased to twice daily.
The turbine cleaning with granulate may briefly result in sooty deposits from
the funnel. This must be taken into consideration particularly in the case of
passenger ships.
The granulate container is fitted with an opening for filling, a compressed air
supply pipe and a pipe leading to the gas admission casing.
Project Guide, TCR, EN-US
2014-07-16 - de
6 Additional equipment
Shorter cleaning intervals must be observed than for wet cleaning of the tur­
bine, however, as heavier deposits will not otherwise be removed.
6
▪
The standard cleaning device is fastened directly to the frame of the tur­
bocharger. There is also an out-of-line cleaning device that can be fas­
tened at a suitable point (e.g. gallery) and operated from there.
▪
The granulate container must be installed in a suitable location, not lower
than 1 m below the connecting flange.
▪
The pipe may not be longer than 6 m and must be supported against
vibrations. An unobstructed flow must be ensured.
▪
The piping should have as few bends as possible, and these should be
of large radius.
▪
Maximum operating temperature of the stop cock (exhaust
gas): ≤ 150 °C.
▪
The connecting flange can be installed either on the intermediate piece of
the exhaust pipe or directly on the gas admission casing. In the case of
the exhaust pipe, the distance to the gas admission casing must be no
more than the turbine inlet diameter d.
▪
Granulate injection time approx. 3 minutes.
▪
The sealing air (10) prevents clogging of the piping. For this purpose, a
small amount of air is extracted downstream of the charge air cooler and
fed continuously through the corresponding piping system.
6.2 Turbine cleaning
MAN Diesel & Turbo
The sealing air flow rate required for turbine cleaning is 0.1 – 0.3% of the
compressor flow rate (applies to both wet and dry cleaning).
Granulate quantity
Cleaning operation
Type
Granulate quantity in l
TCR10
0.15
TCR12, TCR14, TCR16
0.3
TCR18, TCR20
0.4
TCR22
0.5
Use only commercially available granulates from nut shells or activated char­
coal (soft) with a grain size of 1.0 mm (max. 1.5 mm).
The granulate from the tank (1) is blown in through the connecting pipe (4)
with compressed air. The flow of exhaust gas in the gas admission casing
transports the granulate and distributes it over the turbine nozzle ring and
turbine rotor. Fouling and deposits are removed from the blades of the tur­
bine nozzle ring and turbine rotor by the impact of the granulate particles.
The loosened dirt and the granulate are carried out by the exhaust gas flow
through the gas outlet casing/elbow.
2014-07-16 - de
Sealing air connection for turbine cleaning
Dry cleaning: 6 x 1 mm
Wet cleaning: 10 x 1 mm
Dimensioned 2D connection drawings and 3D CAD models can be provided
on request.
If required, please contact MAN Diesel & Turbo in Augsburg directly.
e-mail:
Turbochargers@mandieselturbo.com
Project Guide, TCR, EN-US
6 Additional equipment
The compressed air supply pipe and the pipe to the gas admission casing
are both fitted with stop cocks. The granulate container is filled with cleaning
granulate and then shut tightly.
79 (129)
6.3 Compressor cleaning
6
MAN Diesel & Turbo
6.3
Compressor cleaning
During operation, deposits and oily debris films increasingly form on the
blades of the compressor wheel and the diffuser. This contamination reduces
the efficiency of the compressor.
We thus recommend cleaning the compressor every 100 to 200 operating
hours. For this purpose, a cleaning device with pressure sprayer is provided
by MAN Diesel & Turbo.
Assignment of cleaning
method to engine type
The cleaning method used depends on the engine type.
Wet cleaning
Dry cleaning
Two-stroke engines (diesel / HFO / dual
fuel)
○
–
Four-stroke engines (diesel / HFO / dual
fuel)
●
–
Gas-powered engines
–
–
● Included in the standard scope of supply of MAN Diesel & Turbo.
○ Offered as an option for all TCRs
▪
Cleaning of the compressor is carried out with water during operation at
full load.
▪
Cleaning is to be performed with fresh water only; do not use seawater,
chemical additives or detergents.
▪
Blow in washing water for approx. 30 seconds.
▪
The cleaning intervals for washing the compressor should be determined
in accordance with the degree of contamination of the respective sys­
tem.
▪
The compressor cleaning device is connected to the silencer/air intake
casing or the corresponding connection coupling.
80 (129)
2014-07-16 - de
6 Additional equipment
Cleaning
Project Guide, TCR, EN-US
6
6.3 Compressor cleaning
MAN Diesel & Turbo
1
2
3
4
Handle
Pressure sprayer
Relief valve
Nipple
5
6
7
8
Coupling
Hand valve
Turbocharger (compressor)
Plate with cleaning instructions
Figure 39: Diagram "Wet cleaning of the compressor with pressure sprayer"
Functional description
The pressure sprayer (2) is filled with fresh water. Pumping with the han­
dle (1) generates an overpressure in the water tank of the pressure
sprayer (2). By pressing the pushbutton on the hand valve (6), water is
sprayed into the compressor (7) by the pressure sprayer (2). Due to the high
speed of the rotor, the injected water droplets hit the blades of the compres­
sor wheel and the diffuser at high velocity, thus removing the dirt deposits
mechanically.
Turbochargers without cleaning device
Type
Water volume in l
TCR14 – TCR18
0.5
TCR20 – TCR22
2
2014-07-16 - de
A syringe is available for the TCR10 and TCR12 turbochargers.
Project Guide, TCR, EN-US
6 Additional equipment
Turbochargers without a compressor cleaning device should only be cleaned
with a soapy water and a vinyl brush during scheduled maintenance work or
general overhaul.
81 (129)
82 (129)
2014-07-16 - de
6 Additional equipment
6.3 Compressor cleaning
6
MAN Diesel & Turbo
Project Guide, TCR, EN-US
7
7
Engine room planning
7.1
Containment safety
The turbocharger is one of the most highly loaded components on state-ofthe-art diesel engines. The high rotor speeds of a turbocharger result in high
centrifugal force stresses at the same time as high component temperatures.
External influences on the rotor, such as foreign bodies for example, may
cause the rotor components to rupture. This leads to the release of very high
kinetic energy, which must be absorbed by means of suitable deformation
zones in the casings. The use of state-of-the-art simulation methods in com­
bination with validation tests ensures that ruptured fragments are safely con­
tained in the casings.
Turbochargers manufactured by MAN Diesel & Turbo meet the requirements
of the EU Machinery Directive and comply with the containment safety
requirements according to the rules of the classification societies.
In the case of highly stressed machines, such as turbochargers, there is nev­
ertheless a certain residual risk. This can be minimized by observing the fol­
lowing:
7.2
▪
Under no circumstances are persons permitted to be near the turbo­
charger without reason during operation.
▪
A safety clearance of 2.50 m around the turbocharger must be main­
tained during operation. If it is possible to walk in this area, the area must
be clearly indicated with barrier tape or similar. Furthermore, a clearly
visible warning sign must be attached.
▪
All cleaning and maintenance work must be performed regularly, in
accordance with the maintenance schedule, by trained personnel/MAN
Service.
▪
Inadmissible operating states, such as frequent surging, must be
avoided.
▪
Corrosive and erosive agents in the exhaust air must be avoided.
7.2 Disassembly dimensions for subassemblies
MAN Diesel & Turbo
Disassembly dimensions for subassemblies
2014-07-16 - de
Disassembly dimension A for the silencer and disassembly dimension B for
the gas outlet casing, as shown in the graphic, are required for removal of
the silencer and the gas outlet casing from the turbocharger. The minimum
clearance of the silencer to a bulkhead or between-deck should not be less
than 100 mm. We recommend planning an additional 300 to 400 mm as
working space.
Disassembly dimension H is required for lifting the turbocharger safely
upwards off the engine:
Project Guide, TCR, EN-US
7 Engine room planning
Hoisting rails with a traversable crane trolley in axial direction above the tur­
bocharger must be provided. Lifting tackle with the appropriate minimum
load-bearing capacity is inserted into the hoisting rails for lifting of the com­
ponents so that the prescribed maintenance work can be carried out.
83 (129)
7
7.2 Disassembly dimensions for subassemblies
MAN Diesel & Turbo
Figure 40: Disassembly dimensions
Amin in mm
Bmin in mm
Hmin in mm
TCR10
429
536
330
TCR12
481
598
400
TCR14
481
609
510
TCR16
669
677
627
TCR18
772
787
760
TCR20
891
949
740
TCR22
1074
1216
1201
84 (129)
2014-07-16 - de
7 Engine room planning
Type
Project Guide, TCR, EN-US
7
7.2 Disassembly dimensions for subassemblies
MAN Diesel & Turbo
Figure 41: Dimensions of hoisting rails
Dimensions C1 and C2 for the two hoisting rails, as well as their minimum
load-bearing capacity (Fc1 and Fc2), are indicated in the following table:
Type
Dmax in mm
C1 min in mm
Fc1 in kg
C2 min in mm
Fc2 in kg
H1 min in mm
TCR12
37
246
1500
297
1500
450
TCR14
45
361
1500
355
1500
550
TCR16
54
440
1500
430
1500
627
TCR18
66
524
1500
510
1500
760
TCR20
80
629
1500
611
1500
950
TCR22
105
782
1500
814
1500
1201
2014-07-16 - de
For the purpose of minimising danger to persons and material property
(SOLAS 2000, Amendments Jan. / July 2002, Chapter II-1, Part C, Reg. 26,
Chapter II-2, Reg. 4), the routing of pipes and the installation of tanks carry­
ing or containing flammable liquids (lube oil, fuel, hydraulic oil, etc.) above the
turbocharger, and in particular above the turbocharger silencer, is to be
avoided.
If this is not possible for design reasons, the pipes and/or containers must be
designed in such a way that there is no risk of danger due to loss of stability,
bearings coming loose or flammable liquids escaping.
Sufficient space must be provided above the gas outlet casing or elbow for
the exhaust gas system.
NOTE
Weights of subassemblies, see Chapter 2 - Weights of the Sub­
assemblies
Project Guide, TCR, EN-US
7 Engine room planning
It must be ensured that the silencer and the gas outlet casing can be
removed either upwards, downwards or sideways and set down so that the
turbocharger can be accessed for additional servicing.
85 (129)
7.2 Disassembly dimensions for subassemblies
7
MAN Diesel & Turbo
Casing positions
The gas outlet casing can be installed in various angular positions (see also
table in Chapter 2 - Casing positions):
b
Figure 42: Casing position, gas outlet casing
86 (129)
2014-07-16 - de
7 Engine room planning
For these cases, ensure sufficient clearance b between the flange/exhaust
gas system and the engine room walls!
Project Guide, TCR, EN-US
7
7.3
Exhaust gas system
Exhaust gas resistance has a very large influence on the fuel consumption
and thermal load of the engine.
The pipe diameter depends on:
▪
the volume of exhaust gas
▪
the length and routing of the pipe
Sharp bends result in very high resistance and are therefore to be avoided.
Where this is not possible, use pipe bends with blade grids.
7.3 Exhaust gas system
MAN Diesel & Turbo
NOTE!The total resistance of the exhaust gas system must not exceed
30 mbar.
The exhaust gas velocity in the pipe must not exceed 40 m/s.
2014-07-16 - de
7 Engine room planning
Exception: A higher pressure loss has been taken into consideration in the
design (e.g. underwater exhaust gas system)
Project Guide, TCR, EN-US
87 (129)
7
7.3 Exhaust gas system
MAN Diesel & Turbo
1
2
3
6
5
4
1 Exhaust silencer
2 Floating support
3 Fixed-point support
4 Compensator
5 Water drainage
6 Exhaust-gas boiler
88 (129)
2014-07-16 - de
7 Engine room planning
Figure 43: Example of exhaust routing
Project Guide, TCR, EN-US
7
Exhaust gas system – installation
The following points must be observed when installing the exhaust gas sys­
tem:
The exhaust pipes of multiple engines must not be routed together.
The exhaust pipes must be able to expand. For this purpose, expansion
pieces are installed between the fixed-point supports which are attached at
suitable locations. A sturdy fixed-point support is to be provided as directly
as possible above the compensator on the exhaust gas turbocharger in
order to keep forces resulting from the weight, thermal expansion or lateral
axial displacement of the exhaust pipe away from the exhaust gas turbo­
charger. In order to minimize sound transmission to other rooms in the ves­
sel, the exhaust pipes should be fastened or supported elastically by means
of damping elements.
7.3 Exhaust gas system
MAN Diesel & Turbo
Permanently opened drainage outlets are to be provided in the exhaust pipes
for condensate flowing backwards and any water leaking from the boiler.
Installation of flexible pipes
Apart from the engine movements caused by rough seas or swell in vertical,
axial and transverse directions, the largest motion amplitudes of an elastically
mounted engine occur in the transverse direction of the engine while starting
and shutting down the engine.
We therefore recommend installing hoses in the axial or vertical direction rel­
ative to the engine, not in the transverse direction, to improve movement
absorption.
A section of pipe, as short as possible, must be provided between the con­
nection on the engine and the hose in accordance with the planned routing
of the pipes.
Directly after the hose, the pipe is to be secured with a fixed-point support
positioned above the usual construction. This must be capable of absorbing
the reaction forces of the hoses and the hydraulic forces of the fluids.
In the case of installation with a 90° bend, the radii indicated in our drawings
are minimum required radii and must be observed. Hoses must not be instal­
led twisted. For this reason, the loose flanges on the hoses are designed to
rotate.
In the case of screw connections, the hexagon on the hose is to be counterheld with a wrench when tightening the nut.
The manufacturer’s assembly instructions must be observed!
2014-07-16 - de
NOTE
Project Guide, TCR, EN-US
7 Engine room planning
If the connections are installed in a straight line, the clearance between the
flanges is to be chosen in such a manner that the hose sags. It must not be
subjected to tensile strain during operation.
89 (129)
8.1 Emergency operation
8
MAN Diesel & Turbo
8
Emergency operation and temporary shutdown
8.1
Emergency operation
Turbochargers are highly stressed turbo-machines. As with engines, mal­
functions can occur despite careful operations management.
If damage occurs to a turbocharger that cannot be corrected immediately,
emergency operation is possible. For the purpose, the cartridge has to be
removed and the gas admission casing closed.
21
90 (129)
1 Closing cover
2 Foot
Figure 44: Turbocharger with closing device
Emergency measure
To allow the gas admission casing to be closed, the silencer/air intake casing
and the compressor casing must be removed first. The cartridge (bearing
casing with turbine rotor) and the turbine nozzle ring are then removed.
Subsequently the gas admission casing is closed with the closing cover (1).
The foot (2) is used to secure the casing and seal off the lube oil feed and
outlet.
In emergency operation, there is still a flow through the exhaust gas side of
the turbocharger.
Project Guide, TCR, EN-US
2014-07-16 - de
8 Emergency operation and temporary
shutdown
2
8
Devices
Closing cover and foot for closing the gas admission casing and sealing off
the lube oil feed and outlet.
Achievable Performance
The following criteria limit the achievable engine load during emergency oper­
ation:
▪
Maximum exhaust gas temperature downstream of the cylinders
▪
Maximum exhaust gas temperature upstream of the turbocharger
▪
Maximum permissible speed of the turbocharger that is still operational
(on engines with more than one turbocharger)
▪
Exhaust gas density
8.1 Emergency operation
MAN Diesel & Turbo
Personnel and time requirements
Emergency measure
Assembly
Qualified mechanic
Assistant
Time required in h
Time required in h
2.6
2.6
2014-07-16 - de
8 Emergency operation and temporary
shutdown
Closing device
Project Guide, TCR, EN-US
91 (129)
MAN Diesel & Turbo
8.2
Shutting Down and Restarting Operation
8.2.1
Long-term shutdown for lay-up
Lay-up means:
▪
Permanent shutdown of the turbocharger
▪
The turbocharger is shut down together with the engine.
▪
Duration of shutdown > 6 months.
Special measures are generally required for preserving the turbocharger in
the case of a lay-up. These are described in the operating manuals of the
engine and turbocharger.
92 (129)
2014-07-16 - de
8 Emergency operation and temporary
shutdown
8.2 Shutting Down and Restarting Operation
8
Project Guide, TCR, EN-US
8 Emergency operation and temporary
shutdown
2014-07-16 - de
8.2 Shutting Down and Restarting Operation
MAN Diesel & Turbo
8
Project Guide, TCR, EN-US
93 (129)
9.1 Design calculations
9
MAN Diesel & Turbo
9
Calculations
9.1
Design calculations
A design calculation in accordance with the experience of MAN Die­
sel & Turbo on the basis of ISO conditions (298 K/1000 mbar) enables relia­
ble engine operation with inlet air temperatures between 278 K and 318 K.
For operation in an Arctic climate (< 278 K), a blow-off valve must be pro­
vided downstream of the compressor in order to exclude the possibility of
increased charge pressures and the risk of surging.
For operation in a tropical climate, a design calculation on the basis of ISO
conditions is sufficient insofar as the resulting higher gas temperatures can
be accepted.
The maximum speed of the rotor specified on the type plate of the turbo­
charger is a constant value, irrespective of the ambient temperature.
At a given rotor speed, the pressure ratio of the compressor
increases with decreasing inlet air temperature and decreases
with increasing temperature.
94 (129)
2014-07-16 - de
9 Calculations
NOTE
Project Guide, TCR, EN-US
9
9.2
Turbocharger efficiency
The efficiency is an important criterion for the evaluation of a turbocharger.
NOTE
The formula for the efficiency is a simplification.
The following formula shows how the efficiency of the turbocharger can be
calculated. The specific thermal values “cp” and the isentropic exponents “ҡ”
are temperature-dependent. The “ҡG” and “cpG” values for the exhaust gas
are also influenced by the gas composition.
9.2 Turbocharger efficiency
MAN Diesel & Turbo
Definition of Efficiency
MAN Diesel & Turbo turbochargers are used by various engine manufactur­
ers within and outside the MAN Diesel & Turbo Group. Various traditional
definitions of the efficiency of turbochargers are used.
Total efficiency is one of the most commonly-used characteristic figures for
the thermodynamic performance of a turbocharger. Total pressures directly
upstream and downstream of the compressor and upstream of turbines as
well as total temperatures are to be put into the equation. The flow velocity in
the turbine outlet casing is not taken into account, as there is no further
stage for using the dynamic pressure; as a result, the static exhaust gas tur­
bine outlet pressure is applied and not the total pressure.
Project Guide, TCR, EN-US
9 Calculations
2014-07-16 - de
Total (tot – tot)
95 (129)
9.2 Turbocharger efficiency
9
MAN Diesel & Turbo
Definition for two-stroke engines
This is essentially a definition of total-total (tot-tot); however, the air pressure
in the scavenge air pipe plus the cooler pressure drop are used for p2, while
the ambient pressure reduced by the filter losses is used for p1. p3 is the
pressure in the exhaust manifold.
The efficiencies are calculated with the help of measured operating values. In
order to receive a meaningful comparison between turbochargers of varying
specifications, sizes, designs and makes, it is always necessary to specify
the definition used for calculation of the efficiency.
If a pressure or temperature value included in the definition is not known, it is
not possible to determine the efficiency of turbochargers.
The following table lists the main differences between the two definitions for
calculation of the total efficiency of a turbocharger.
Pressure values for the definition of turbocharger efficiency
Engine definition
Pressure: p2
Total pressure downstream of
compressor
Pressure in air pipe plus cooler
pressure drop
Pressure: p3
Total pressure upstream of tur­
bine
Pressure in exhaust gas pipe
96 (129)
2014-07-16 - de
9 Calculations
Turbocharger definition
Project Guide, TCR, EN-US
10
10
Speed measurement, matching, checking
10.1
Speed measurement
10.1 Speed measurement
MAN Diesel & Turbo
Speed measuring device for TCR10, TCR12
562.040
562.040
+V
S
562.083
562.083
3 x 0.75 mm 2
3 x 0.75 mm 2
562.200
562.310
T411
Sh 0V Sign
I+
Sh 0V Sign +V
+V
I-
T401
ON
- +
24 V DC
2 x 0.75 mm 2
RS232
24V 0V
I+
I-
+
2 x 0.75 mm 2
+ 24 V DC
-
0V 24V
-
562.100
+
562.100
562.040 Speed transmitter
562.083 Terminal box
562.100 Speed indicator, analog
562.200 Frequency-current converter T401
562.310 Frequency-current converter T411
with speed indication, digital
2014-07-16 - de
Figure 45: Connection variants of speed measuring device for TCR10, TCR12
Project Guide, TCR, EN-US
10 Speed measurement, matching, check­
ing
T
S
T
+V
97 (129)
98 (129)
MAN Diesel & Turbo
Speed measuring device for TCR14 – TCR22
562.040 Speed transmitter
562.083 Terminal box
562.100 Speed indicator, analog
562.200 Frequency-current converter T401
562.310 Frequency-current converter T411
with speed indication, digital
Figure 46: Connection variants of speed measuring device for TCR14 – TCR22
For all turbochargers of the TCR Series, MAN Diesel & Turbo provides a
speed transmitter for measuring the rotor speed as standard.
The speed transmitter is installed in the bearing casing and delivers speed
pulses. The alternating pulses are conducted via a 2-wire cable (TCR14 –
TCR22) or 3-wire cable (TCR10, TCR12) to the terminal box on the compres­
sor casing.
From the terminal box, the pulse signal is forwarded to a frequency-current
converter or digital speed indicator (both optional).
The signal can additionally be indicated on a suitable analogue measuring
instrument. A transmission system for the measured values can be con­
nected to both types of speed measuring device.
MAN Diesel & Turbo provides the measuring device and transmission system
for the measured values on request.
Project Guide, TCR, EN-US
2014-07-16 - de
10 Speed measurement, matching, check­
ing
10.1 Speed measurement
10
10
Description of components
Speed transmitter
The speed transmitter (1) is screwed radially into the bearing casing.
Mounted on the rotor shaft is a retaining ring with 2 slots on the circumfer­
ence for generating the speed pulses.
10.1 Speed measurement
MAN Diesel & Turbo
Figure 47: Speed transmitter
Read-out units
The read-out units can be housed in the switch cabinet or operating cabinet,
for example.
A speed transmitter with terminal box is included in the standard MAN Die­
sel & Turbo scope of supply. The following measuring transducers can be
connected:
▪
Frequency-current converter
▪
Frequency-current converter with speed indication, digital
If a frequency-current converter or a digital tachometer is used, the number
of slots on the retaining ring (number of pulses per revolution), the maximum
rotor speed and the alarm points must be taken into consideration when pro­
gramming the devices.
If original MAN Diesel & Turbo components are used, this parameter is fac­
tory-set.
2014-07-16 - de
NOTE
Analogue speed indicator/
measured value transmitter
The speed sensing and speed indication must be exactly
matched to one another. It is therefore recommended that the
sensing and indication system should be purchased completely
from MAN Diesel & Turbo.
Both speed measuring devices have a power output (4-20 mA) for connec­
tion of an additional analogue speed measuring device and/or measured
value transmitter.
Project Guide, TCR, EN-US
10 Speed measurement, matching, check­
ing
The speed transmitter is screwed into position and locked with a defined gap
relative to the retaining ring.
99 (129)
10.2 Measurement of the air volume
10
MAN Diesel & Turbo
10.2
Measurement of the air volume
Measurement by means of a volute casing
Measurement of the air volume is carried out by means of calibration of a vol­
ute compressor casing.
tSp
255°
A
A
100 (129)
1
2
1 Silencer
2 Section A-A
∆ hsp
3
3 Δhsp in mm H2O
hsp in mm Hg
Spiral pressure hsp, outlet temperature tsp and Δhsp
This calibration curve cannot be applied to other turbochargers, even if they
are of the same size and specification.
The accuracy of this method is approx. ±1%. In the case of diffuser cross
sections other than that for which the calibration curve has been derived,
correction factors are used. In order to ensure reliable measurement, all
measuring hoses, extensions, threads, etc. must be absolutely airtight (check
by spraying on a soap solution).
Project Guide, TCR, EN-US
2014-07-16 - de
10 Speed measurement, matching, check­
ing
hsp
10
Measurement by means of turbine characteristics
10.2 Measurement of the air volume
MAN Diesel & Turbo
2014-07-16 - de
Based on the map parameters “pressure ratio” and “exhaust gas volume”,
the actual exhaust gas volume and, by subtracting the fuel quantity, the air
volume can be back-calculated from the known plot of the operating curve in
a reduced form (unambiguously assigned to a turbine geometry). This serves
as an alternative if the compressor casing has not been calibrated for direct
measurement of the air volume.
Project Guide, TCR, EN-US
10 Speed measurement, matching, check­
ing
Figure 48: Turbine characteristics
101 (129)
10.3 Matching
10
MAN Diesel & Turbo
10.3
Matching
Each newly specified turbocharger for a new application is matched by
MAN Diesel & Turbo so that:
▪
It is optimized with the best possible flow cross sections for the operating
conditions of the engine.
▪
A sufficient surge-limit distance is ensured across the entire operating
range.
For this reason, it is customary for different turbine nozzle ring and diffuser
variants (matching components) to be provided for matching purposes.
Matching steps
Test run of the engine with the turbocharger “as delivered”
▪
If the air pressure specified by the engine manufacturer upstream of the
cylinder is not achieved at the design point within a specified tolerance
range, the turbine nozzle ring must be exchanged.
▪
The following applies for the air pressure upstream of the cylinder: In
order to achieve a higher air pressure, a smaller turbine nozzle ring must
be used. In order to achieve a lower air pressure, a larger turbine nozzle
ring must be used.
▪
The surge-limit distance must be checked at the same time.
▪
The following applies for the surge-limit distance: If the surge-limit dis­
tance is lower than required, a smaller diffuser must be used (in rare
cases even a smaller compressor wheel).
The partial load range must also be checked for sufficient surge-limit dis­
tance.
102 (129)
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10 Speed measurement, matching, check­
ing
▪
Project Guide, TCR, EN-US
10
10.4
Checking surge stability
“Surging” describes the unstable operation of a compressor when the air
flow of an engine operating point becomes too low for the pressure ratio of
the compressor.
In this case, the air flow breaks away and air from the downstream pipe sys­
tem flows through the compressor against the feed direction.
Following the sudden drop in pressure, the air begins to flow in the normal
direction again until the surge procedure is repeated.
This subjects the compressor wheel to great stress with the result that con­
tinuous surging can lead to damage.
10.5 Characteristic maps
MAN Diesel & Turbo
Please note that the “surging” of turbochargers is to be avoided at all times.
“Surging” is not a normal operating state for turbochargers and can cause
damage to the compressor wheel.
“Surging” in the turbocharger generally occurs if the air supply is interrupted.
This may be caused, for example, by emergency shutdown of the engine
due to a gas alarm, a rig-saver test or similar.
Damage to the turbocharger, and particularly to the compressor wheel, can
be avoided by throttling the engine power to 50% during tests that can
cause the turbocharger to start “surging”.
MAN Diesel & Turbo generally recommends the use of relief flaps to avoid
damage due to the above causes.
The air intake section of the engine system is to be dimensioned in such a
way that pressure blasts of at least 1 bar overpressure can be withstood.
One of the following methods can be applied:
▪
Reduce engine speed with constant fuel admission.
A speed reduction of at least 15% should be possible without the occur­
rence of surging.
▪
Increase the charge air temperature at constant power.
A temperature increase of at least 50 °C above the air temperature at the
compressor inlet should be possible without the occurrence of surging.
2014-07-16 - de
Two-stroke engines:
10.5
▪
Run the engine at 100% load.
▪
Reduce the load abruptly to 75%. If no surging occurs, repeat the proce­
dure, with the load reduced this time from 100% to 50%; if no more than
one surge occurs, the stability above 50% load is good.
▪
Run the engine at partial load and with a charge air pressure of
approx. 0.6 bar overpressure so that the auxiliary fans no longer run; pull
the fuel pump of one cylinder suddenly to zero, and repeat this measure
with other cylinders; if no more than one surge occurs, the stability is suf­
ficient.
Characteristic maps
The compressor map and turbine characteristic are drafted by MAN Die­
sel & Turbo as documents for the matching of every newly-specified turbo­
charger.
Project Guide, TCR, EN-US
10 Speed measurement, matching, check­
ing
Four-stroke engines:
103 (129)
104 (129)
MAN Diesel & Turbo
Compressor map
Figure 49: Compressor map with and without IRC
On the basis of the characteristic diagram parameters “pressure ratio” and
“air volume”, all operating points can be plotted along the operating curve in
a reduced form to eliminate influences from different intake conditions.
Together with other parameter curves, such as speeds and efficiency, they
provide information about the operational performance of the compressor.
The distance between the operating curve and the surge line can be
increased by means of the internal compressor measure IRC (internal recir­
culation).
Project Guide, TCR, EN-US
2014-07-16 - de
10 Speed measurement, matching, check­
ing
10.5 Characteristic maps
10
10
The compressor map width that can be used for an engine operating char­
acteristic is increased by the following effects:
▪
Increasing the surge-limit distance in the case of a low or medium pres­
sure ratio
▪
Increasing the choke line in the case of a high pressure ratio
In other words, in the case of a low or medium pressure ratio, the minimum
flow rate required for stable compressor operation is reduced by an addi­
tional neutral airflow component. This occurs by recirculating the airflow
around the admission area of the compressor wheel blades (see diagram
below). In the opposite direction of flow, however, in the case of a high pres­
sure ratio, the maximum flow rate is increased by means of an additional air­
flow component that bypasses the admission area.
2014-07-16 - de
Figure 50: Internal recirculation
Project Guide, TCR, EN-US
10 Speed measurement, matching, check­
ing
Internal recirculation (IRC)
10.5 Characteristic maps
MAN Diesel & Turbo
105 (129)
11.1 Certification
11
MAN Diesel & Turbo
11
Quality assurance
11.1
Certification
MAN Diesel & Turbo has an integrated management system (IMS) compris­
ing quality (ISO 9001), environment (ISO 14001) and occupational health and
safety (BS OHSAS 18001). This affords our customers the confidence that
MAN Diesel & Turbo turbochargers meet customer expectations to complete
satisfaction, from development to production and shipment.
106 (129)
2014-07-16 - de
11 Quality assurance
Certificate of conformity of the quality system
Project Guide, TCR, EN-US
11
2014-07-16 - de
11 Quality assurance
Certificate of conformity of the environmental system
11.1 Certification
MAN Diesel & Turbo
Project Guide, TCR, EN-US
107 (129)
MAN Diesel & Turbo
Certificate of conformity of the occupational health and safety
system
108 (129)
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11 Quality assurance
11.1 Certification
11
Project Guide, TCR, EN-US
11
11.2
Description of the quality criteria
Standards, regulations and requirements
Turbochargers from MAN Diesel & Turbo meet the requirements of Directive
2006/42/EC (Machinery Directive).
The following national and international standards were applied during devel­
opment and production:
▪
EN ISO 12100 – Safety of machinery – General principles for design –
Risk assessment and risk reduction
▪
DIN EN 82079 – Preparation of instructions – Structuring, content and
presentation
▪
ISO 2768-1 – General tolerances — Part 1: Tolerances for linear and
angular dimensions without individual tolerance indications
▪
ISO 2768-2 – General tolerances — Part 2: Geometrical tolerances for
features without individual tolerance indications
▪
ISO 13715 – Technical drawings – Edges of undefined shape – Vocabu­
lary and indications
▪
DIN EN ISO 1302 – Geometrical Product Specifications (GPS) – Indica­
tion of surface texture in technical product documentation
11.2 Description of the quality criteria
MAN Diesel & Turbo
Development and production are also governed by internal MAN Diesel &
Turbo quality guidelines.
Acceptance by international classification societies
▪
Each turbocharger type receives type acceptance. This includes a draw­
ing check, an examination of the regulation conformity, the type test run
on the burner rig with maximum speed and exhaust temperature.
▪
In addition to this, each individual turbocharger can be ordered and deliv­
ered with acceptance and IMO Certificate on request.
▪
The turbochargers are certified by the following international classification
societies: ABS (American Bureau of Shipping), BV (Bureau Veritas), DNV
(Det norske Veritas Classification A.S.), GL (Germanischer LIoyd), LR
(LIoyd's Register of Shipping).
▪
The forged compressor wheel blanks are crack detection tested and
ultrasonic-tested before milling.
▪
Each compressor wheel blank carries a test ring on which the strength
values are checked.
▪
After milling and pre-machining, the compressor wheels are balanced
and spin-tested at speeds far above the maximum permissible operating
speeds.
▪
Bore dimensions and outer wheel dimensions are checked to ensure that
all dimensions are still within tolerance.
▪
Crack detection test by means of dye penetrant inspection.
▪
All finishing performed according to specification.
▪
Checking/measuring of all machined surfaces and diameters.
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11 Quality assurance
2014-07-16 - de
Compressor wheel
109 (129)
11.2 Description of the quality criteria
11
MAN Diesel & Turbo
▪
Re-balancing of finish-machined compressor wheels.
Turbine rotor
▪
The pre-machined precision cast turbine undergoes a crack detection
test before it is welded to the shaft.
▪
Further crack detection test of the friction-weld seam after friction weld­
ing to the shaft.
▪
Turbine rotors are balanced and spin-tested at speeds far above the
maximum allowable operating speed.
▪
All finishing performed according to specification.
▪
Checking/measuring of all machined surfaces and diameters.
▪
Re-balancing of the finish-machined turbine rotor.
Service life
The following data are based on empirical values of MAN Diesel & Turbo tur­
bochargers produced with identical materials and manufacturing processes.
The specified service life values are guideline values for operation under nor­
mal conditions. They may be considerably reduced, e.g. as a result of unfav­
orable ambient conditions, insufficient maintenance, frequent “blackouts” or
use of low-quality fuel and lube oil.
Operating hours
Plain bearing
Up to 30000
Turbine nozzle ring
Up to 30000
Turbine rotor
Up to 60000
Compressor wheel
Up to 60000 1)
Casing
Unlimited
1) Dependent on:
▪
the intake air temperature
▪
the charge pressure
▪
the load profile of the engine
110 (129)
2014-07-16 - de
11 Quality assurance
and may be shorter in the case of unfavourable values.
Project Guide, TCR, EN-US
12
12
Maintenance and inspection
12.1
Maintenance work
When performing maintenance and inspection work, it is usually sufficient to
remove only subassemblies of the turbocharger. For major overhauls only, it
may be necessary to remove the complete turbocharger.
If major components are repaired or if a major overhaul is carried out, logging
the state of the individual subassemblies is recommended.
Components with traces of wear or damage that impair especially the
strength and smooth running of rotating parts must be replaced with original
spare parts or repaired by an authorised repair facility or the manufacturer.
For shipping, pack and protect components against corrosion so that they
remain undamaged during transportation.
12.2
12.2 Bindingness and adaptability
MAN Diesel & Turbo
Bindingness and adaptability
Validity of the maintenance
schedule
The maintenance schedule contains a summary of the maintenance and
inspection work, up to major overhaul of the turbocharger.
A major overhaul of the turbocharger must be carried out at the latest after
▪
12000 – 18000 operating hours (turbochargers on four-stroke engines)
▪
24000 – 30000 operating hours (turbochargers on two-stroke engines)
After each major overhaul, which is best carried out when an engine service
falls due, the maintenance schedule starts from the beginning again.
A major overhaul includes the disassembly of the complete turbocharger for
inspection of the actual condition, thorough cleaning and a check of all parts/
components.
2014-07-16 - de
Adaptation of the
maintenance schedule
The maintenance must be scheduled well in advance, meaning that,
for example, sailing timetables or power plant inspections must be
taken into account. In order to ensure the operational safety of the
turbocharger and the engine, maintenance work is to be performed
as far as possible on schedule or beforehand.
The maintenance schedule is based on the following operating conditions
and an annual operating period of approx. 6000 h:
▪
uniform loading within a range of 60 to 90% of the rated power,
▪
compliance with the specified limits for temperatures and pressures of
the operating media,
▪
use of the specified lube oil and fuel qualities,
▪
reliable separation of fuel and lube oil.
The maintenance intervals must be shortened when the following operating
conditions are given:
▪
prolonged operation at peak loads or low loads, long idle periods, sub­
stantial and frequent load changes,
▪
frequent engine starts and repeated warming-up phases without ade­
quate preheating,
▪
high loading of the engine before the specified operating media tempera­
tures are reached,
Project Guide, TCR, EN-US
12 Maintenance and inspection
NOTE
111 (129)
12.4 Turbocharger on four-stroke engine
12
MAN Diesel & Turbo
12.3
▪
lube oil, cooling water and charge air temperatures that are too low,
▪
use of inappropriate fuel qualities and insufficient separation,
▪
inadequate filtration of the intake air (particularly with stationary engines).
Turbocharger on two-stroke engine
Inspection intervals (during operation) in h
24
Check turbocharger for unusual noise and vibrations.
X
Check turbocharger and system pipes for leaks (charge air,
exhaust gas, lube oil).
X
150
Check all fasteners, casing bolts and pipe connections for tight
fit.
Maintenance intervals (during operation) in h
24
Clean turbine – dry cleaning (if provided).
1
150
Clean turbine – wet cleaning (if provided).
3000
24000
2
X
250
3000
24000
250
3000
24000
3000
24000
1
Clean compressor (during operation).
Maintenance intervals (engine stopped) in h
250
1
24
150
Clean air filter (if provided).
1
Maintenance intervals (together with engine maintenance) in h
24
150
250
Major overhaul every 24000 … 30000 operating hours: Disman­
tle, clean and check all components of the turbocharger. Check
gaps and clearances on reassembly.
X
24... Repetition intervals in operating hours
X Maintenance work due
1 As required/depending on condition
2 Check new or overhauled parts once after the time specified
112 (129)
Turbocharger on four-stroke engine
Inspection intervals (during operation) in h
24
Check turbocharger for unusual noise and vibrations.
X
Check turbocharger and system pipes for leaks (charge air,
exhaust gas, lube oil).
X
Check cooling water leakage outlet on turbocharger for leaks –
if provided. No cooling water may escape from the cooling
water leakage outlet.
X
150
Check all fixing screws, casing screws and pipe connections for
tight fit.
Maintenance intervals (during operation) in h
24
Clean turbine – dry cleaning (if provided).
1
150
Clean turbine – wet cleaning (if provided).
1
Clean compressor (during operation).
1
Project Guide, TCR, EN-US
250
3000
2
X
250
3000
12000
12000
2014-07-16 - de
12 Maintenance and inspection
12.4
12
Maintenance intervals (engine stopped) in h
24
150
Clean air filter (if provided).
250
3000
12000
3000
12000
1
Maintenance intervals (together with engine maintenance) in h
24
150
250
Major overhaul every 12000 … 18000 operating hours: Disman­
tle, clean and check all components of the turbocharger. Check
gaps on reassembly.
X
24... Repetition intervals in operating hours
X Maintenance work due
1 As required/depending on condition
2 Check new or overhauled parts once after the time specified
12.5
Personnel and time required
12.5 Personnel and time required
MAN Diesel & Turbo
Cleaning Work:
Qualified mechanic
Assistant
Time required in h
Time required in h
Dry cleaning
0.3
-
Wet cleaning
0.6
-
Compressor
0.3
-
Air filter
0.4
-
Turbine:
The assembly time for removing and refitting the turbocharger includes con­
nection of the charge air and exhaust pipes, Jet Assist, turbine cleaning,
compressor cleaning, lube oil pressure/temperature, speed measurement
and other special connections.
Qualified mechanic
Assistant
Time required in h
Time required in h
approx. 4.5
1.0
2014-07-16 - de
Turbocharger on engine
Checking the bearings and piston rings:
To check the thrust bearing, bearing bushes, turbine rotor, retaining ring and
piston rings, the following components must be removed:
▪
Silencer or air intake casing
▪
Compressor-side insert
▪
Compressor casing
Project Guide, TCR, EN-US
12 Maintenance and inspection
Removing and refitting the turbocharger:
113 (129)
12.5 Personnel and time required
12
MAN Diesel & Turbo
▪
Cartridge
For complete inspection of the bearings, piston rings and rotor, approx. 7.6
man-hours are estimated:
Qualified mechanic
Assistant
Time required in h
Time required in h
Silencer / air intake casing
0.4
0.4
Insert
0.4
-
Covering on compressor
casing
0.4
-
Compressor casing
0.6
0.6
Bearings and piston rings
4.0
-
Total hours:
6.6
1.0
Inspection times for major overhaul:
In conjunction with engine maintenance, the turbocharger is subject to a
major overhaul every 12,000 to 18,000 operating hours (operation on a fourstroke engine) or every 24,000 to 30,000 operating hours (operation on a
two-stroke engine). All components of the turbocharger must be cleaned and
checked, and the gaps and clearances must be inspected for dimensional
accuracy.
114 (129)
2014-07-16 - de
12 Maintenance and inspection
Approx. 15 man-hours are estimated for the major overhaul of a TCR turbo­
charger.
Project Guide, TCR, EN-US
13
13
Transportation
13.1
Fastening points
2
2
13.1 Fastening points
MAN Diesel & Turbo
1
1 Fastening point
2 Balancing ropes
Figure 51: Transporting the turbocharger
The figure illustrates the fastening points for transportation of the complete
turbocharger.
Fastening point (1) for attaching the round sling of the lifting tackle is located
on the bearing casing. Balancing ropes (2) are attached to the gas outlet
casing and the silencer / air intake casing.
CAUTION
For attaching the lifting tackle to the bearing casing, use only the
round slings provided for this purpose. Take care not to damage
fastening point (1) in the bearing casing!
2014-07-16 - de
Lifting tackle, ropes and attachment points must be able to take
the load safely and be in perfect condition.
All lifting, moving and setting down of the load must be carried
out slowly.
The weights in the table below indicate the maximum weights for the respec­
tive type. Depending on the equipment, the weights may be lower.
Project Guide, TCR, EN-US
13 Transportation
Do not use shackles or chains for attaching the lifting tackle to the
bearing casing of the turbocharger.
115 (129)
MAN Diesel & Turbo
Type
TCR10
TCR12
TCR14
TCR16
TCR18
TCR20
TCR22-4
TCR22-2
Weight in kg
63
102
197
305
765
926
1715
2185
Minimum load capacity
of round sling in kN
3
5
5
8
10
20
45
45
116 (129)
2014-07-16 - de
13 Transportation
13.1 Fastening points
13
Project Guide, TCR, EN-US
14
14
Preservation, packaging and storage
14.1
Corrosion prevention
The corrosion prevention is in accordance with the expected transportation
and storage conditions:
▪
Duration of transportation
▪
transportation conditions (land carriage, air or sea freight)
▪
climatic conditions during transportation
▪
storage at the destination
14.3 Storage
MAN Diesel & Turbo
After preservation, all openings on the turbocharger are sealed air-tight.
As standard, the preservation is rated for transportation by sea and storage
over 12 months.
For extreme climatic conditions (e.g. for overseas, tropics, subtropics),
increased corrosion protection is applied.
Detailed information about anti-corrosion agents and removal of protective
coatings can be found in the operating manual.
14.2
Packaging
The packaging corresponds to the corrosion prevention requirements, the
transportation and storage conditions and the climatic conditions at the des­
tination.
14.3
Storage
All openings on the turbocharger must be sealed.
The turbocharger
1. must not be stored outdoors.
2. must not be stored at temperatures below the freezing point.
3. must be stored dry and dust-free.
4. must be packaged to protect against fouling, humidity and damage.
5. must not be exposed to aggressive fluids.
2014-07-16 - de
In the case of incorrect or inappropriate storage, damage may be caused, for
example, by humidity and dirt.
Project Guide, TCR, EN-US
14 Preservation, packaging and storage
The following points must be observed with regard to correct storage of the
turbocharger:
117 (129)
15
MAN Diesel & Turbo
15
Environmental protection and disposal
The environmental protection regulations must be observed. Packaging
materials must be disposed of correctly and with minimum environmental
impact!
When handling the product, environmentally hazardous substances must be
disposed of correctly. Operating media must not be allowed to enter the
public drainage system or groundwater. All applicable national and local envi­
ronmental regulations and technical regulations for safe and proper working
must be adhered to.
Materials contaminated with lube oil, such as cleaning cloths, must be col­
lected in suitable containers and disposed of in accordance with the regula­
tions. Heat sources, fire, naked flames and smoking in the vicinity of the con­
tainers are prohibited.
When shutting down the system or exchanging defective components, the
defective components must be disposed of in accordance with the locally
applicable regulations. Electrical and electronic components must be dis­
posed of separately in accordance with Directive 2002/96/EC on Waste
Electrical and Electronic Equipment (WEEE). National and local regulations
must be observed.
Where possible, metals, plastic elements and fluids must be disposed of
separately and recycled.
If in doubt, obtain information about environmentally compatible disposal
from the local authority or a specialized waste management company.
118 (129)
2014-07-16 - de
15 Environmental protection and disposal
We recommend an environmental management system that complies with
the standard ISO 14001.
Project Guide, TCR, EN-US
16
16
Spare parts
16.1
Ordering spare parts
Maintenance and repair work can only be carried out properly if the required
spare parts and reserve parts are available.
The spare parts catalog is an integral part of the operating manual. It covers
all essential components of the turbocharger.
16.1 Ordering spare parts
MAN Diesel & Turbo
Figure 52: Overview of subassemblies of the turbocharger
2014-07-16 - de
16 Spare parts
The sheets in the spare parts catalogue are ordered in accordance with the
subassemblies system of the turbocharger. The subassemblies can be
determined with the aid of the overview of subassemblies at the front of the
spare parts catalog.
Project Guide, TCR, EN-US
119 (129)
16
16.1 Ordering spare parts
MAN Diesel & Turbo
Figure 53: Spare parts sheet with order numbers
The ordinal number, consisting of the 3-digit subassembly number and a 2digit variant number, is located at the top of the spare parts sheets:
The order number consists of a 3-digit subassembly number and a 3-digit
item number. The subassembly number and the item number are separated
by a dot.
Examples:
Subassembly number: 506 (gas outlet casing)
Order number:
506.001 (gas outlet casing)
506.038 (seal)
120 (129)
A set of reserve parts and tools can optionally be ordered for each turbo­
charger. Reserve parts and tools are packed in separate cases. The contents
of the cases are itemised in lists.
For reordering, the same guidelines apply as for spare parts.
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2014-07-16 - de
16 Spare parts
Reserve parts and tools
16
Ordering
Please send your order to the address indicated in Chapter Addresses.
To avoid queries and confusion, the following information should be provided
when ordering:
1. Turbocharger type
2. Works number of turbocharger (type plate)
3. Order number
4. IMO number (for flow-guiding parts)
5. Designation of part
6. Quantity
16.1 Ordering spare parts
MAN Diesel & Turbo
7. Shipping address
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16 Spare parts
8. Mode of shipment
Project Guide, TCR, EN-US
121 (129)
17.1 Tools
17
MAN Diesel & Turbo
17
Tools
17.1
Tools
A set of tools can be ordered for each turbocharger.
A set of tools consists of removal/installation tools, suspension devices,
arresting devices and a device for emergency operation.
Using these tools ensures that the turbocharger is not damaged during
maintenance and repair work and that the work can be carried out swiftly
and effectively.
The tools are packed in a case. The contents of the case are itemized in the
enclosed list.
NOTE
For reordering, the same guidelines apply as for spare parts and
reserve parts.
Removal/installation tools
▪
Cartridge
▪
Bearing body
▪
Insert
▪
Compressor wheel
17 Tools
Figure 54: Removal/installation tool
122 (129)
Project Guide, TCR, EN-US
2014-07-16 - de
Components that cannot be removed and installed by simply loosening the
screw connections are removed and installed with guide rods, forcing-off
devices and an arresting device. These are:
17
Suspension Devices
In most cases, standard suspension devices such as shackles and round
slings are used. These are fastened in the threads or in special bores in the
components.
17.1 Tools
MAN Diesel & Turbo
Emergency operation
For emergency operation in the event of a turbocharger failure, a closing
device for the gas admission casing is provided.
This closing device is used to close the gas admission casing and seal the
lube oil feed and outlet in emergency operation.
The rotor assembly has to be removed for this purpose.
17 Tools
2014-07-16 - de
Figure 55: Emergency operation with closing device
Project Guide, TCR, EN-US
123 (129)
18.2 Technical documentation
18
MAN Diesel & Turbo
18
Training and documentation
18.1
Training programs
▪
For engineers
–
Matching of turbochargers
–
Trouble-shooting and corrective action
▪
For mechanics
▪
Courses for groups available on request
–
Practical training in our training centre
For more information on our training programs, please contact the PrimeServ
Academy directly:
e-mail: PrimeServ.Academy-info@mandieselturbo.com
124 (129)
Technical documentation
Figure 56: Examples of work card and spare parts catalog
On delivery of a turbocharger, our customers receive comprehensive techni­
cal documentation:
▪
Operating manual
▪
Work instructions for maintenance work to be carried out (work cards)
▪
Spare parts catalog
▪
Reserve parts list and tool list
▪
Certification and logs
▪
Customer information
Project Guide, TCR, EN-US
2014-07-16 - de
18 Training and documentation
18.2
19
19
Addresses
19.1
MAN PrimeServ
Internet
MAN Diesel & Turbo service addresses and authorized service partners
(ASP) can be found on the Internet under MAN PrimeServ Global Network:
www.mandieselturbo.com/primeserv
Contact persons
Augsburg plant
Headquarters
The following table contains addresses for MAN Diesel & Turbo SE/MAN Pri­
meServ in Germany, together with telephone and fax numbers for the
departments responsible and ready to provide advice and support on
request.
Telephone/Fax/e-mail/Internet
MAN Diesel & Turbo SE
Tel. +49 821 322-0
Stadtbachstrasse 1
Fax +49 821 322-3382
86153 Augsburg
Germany
e-mail info-de@mandieselturbo.com
Internet http://www.mandieselturbo.com
MAN Diesel & Turbo SE
Tel. +49 821 322-0
PrimeServ Augsburg
Fax +49 821 322-3382
86153 Augsburg
Germany
19.1 MAN PrimeServ
MAN Diesel & Turbo
e-mail PrimeServ-Aug@mandieselturbo.com
Internet http://www.mandieselturbo.com/primeserv
MAN PrimeServ Turbocharger
Tel. +49 821 322 4010 Axial turbochargers (24 hours)
Technical service
Tel. +49 821 322 4020 Radial turbochargers (24 hours)
Fax +49 821 322-3998
e-mail PrimeServ-TC-Technical@mandieselturbo.com
Internet http://www.mandieselturbo.com/primeserv
MAN PrimeServ Turbocharger
Tel. +49 821 322 4030 (24 hours)
Spare parts
Fax +49 821 322-3998
e-mail PrimeServ-TC-Commercial@mandieselturbo.com
MAN PrimeServ Turbocharger
Tel. +49 821 322-4273
Retrofits
Fax +49 821 322-3998
e-mail PrimeServ-TC-Retrofit@mandieselturbo.com
Internet http://www.mandieselturbo.com/primeserv
Project Guide, TCR, EN-US
19 Addresses
2014-07-16 - de
Internet http://www.mandieselturbo.com/primeserv
125 (129)
MAN Diesel & Turbo
Augsburg plant
Headquarters
Telephone/Fax/e-mail/Internet
Sales
Tel. +49 821 322-1345
Technical information
Fax +49 821 322-3299
e-mail Turbochargers@mandieselturbo.com
Internet http://www.mandieselturbo.com/turbocharger
126 (129)
2014-07-16 - de
19 Addresses
19.1 MAN PrimeServ
19
Project Guide, TCR, EN-US
MAN Diesel & Turbo
A
ABS (American Bureau of Shipping)
Additional equipment
Dry cleaning of the turbine
Jet Assist
Wet cleaning of compressor
Wet cleaning of the turbine
Additives
Cooling water
Address
Ordering spare parts
Addresses
After shutdown
Air intake casing
Air volume
Measurement
11.2 (109)
6.2.2 (78)
6.1 (74)
6.3 (80)
6.2.1 (76)
5.4.3 (70)
16.1 (121)
19.1 (125)
4.5 (51)
3.10 (26)
10.2 (100)
B
Bearing casing
Biodiesel
Biofuel
BV (Bureau Veritas)
3.6 (22)
5.1.4 (63)
5.1.4 (63)
11.2 (109)
2014-07-16 - de
C
Casing position
Air intake casing
Bearing casing
Compressor casing
Gas admission casing
Gas outlet casing
Gas outlet elbow
Certification
Characteristics of the Subassem­
blies
Characteristics of the TCR Series
Chimney draught effect
Climate, Arctic
Operational performance
Compressor casing
Compressor cleaning
Compressor map
Compressor pressure ratios
Compressor wheel cooling
Connection
Compressor casing
Gas admission casing
Gas outlet casing
Constant-pressure turbocharging
Containment safety
2.6 (17)
2.6 (17)
2.6 (17)
2.6 (17)
2.6 (17)
2.6 (17)
11.1 (106)
3.1 (18)
1.1 (6)
4.5 (50)
9.1 (94)
3.7 (23)
6.3 (80)
10.5 (103)
2.3 (13)
4.8 (55)
3.17 (32)
3.17 (34)
3.17 (36)
1.2 (7)
7.1 (83)
Cooling water
Specifications
Cooling water, compressor wheel
cooling, quality requirements
Corrosion prevention
Corrosion protection
Increased
5.4.3 (70)
5.4 (68)
14.1 (117)
14.1 (117)
D
Design calculations
Diffuser
Dimensions
Disposal
DNV (Det norske Veritas Classifica­
tion A.S.)
Dry cleaning of the turbine
Compressed air connection size
Diagram
Granulate quantity
9.1 (94)
3.8 (24)
2.5 (15)
2.5 (16)
15 (118)
11.2 (109)
6.2 (75)
6.2.2 (78)
6.2.2 (79)
E
Efficiency
Definition
Formula
Emergency lubrication
Emergency operation
Achievable performance
Devices
Personnel and time require­
ments
Engine control system
Engine room planning, disassembly
dimensions
Environmental regulations
Exhaust gas system
Exhaust gas velocity
Installation
Total resistance
Exhaust gas temperature upstream
of turbine
Exhaust system
Example of exhaust routing
9.2 (95)
9.2 (95)
4.4 (49)
8.1 (91)
8.1 (91)
8.1 (91)
4.3 (48)
7.2 (83)
15 (118)
7.3 (87)
7.3 (89)
7.3 (87)
2.3 (13)
7.3 (88)
F
Fastening point, turbocharger
Flanges
Fuel
Project Guide, TCR, EN-US
13.1 (115)
3.17 (31)
5.1 (56)
Index
Index
127 (129)
MAN Diesel & Turbo
G
5.1.5.1 (64)
3.11 (27)
3.14 (29)
3.16 (31)
11.2 (109)
Gas
Gas admission casing
Gas outlet casing
Gas outlet elbow
GL (Germanischer LIoyd)
H
Heavy fuel oil
5.1.3 (58)
5.1.3 (58)
5.1.3 (58)
HFO
Hose lines
Hose routing
7.3 (89)
I
IMO Certificate
Inclination, turbochargers
Intake air, quality requirements
Intended use
Internal recirculation (IRC)
Item number
11.2 (109)
3.18 (38)
5.3 (67)
1.5 (9)
10.5 (105)
16.1 (120)
6.1 (74)
6.1 (74)
L
Loads on connections and flanges
LR (Lloyd's Register of Shipping)
Lube oil
Emergency lubrication
Lube oil condition, evaluation
Lube oil filtration
Lube oil flow rate
Lube oil pressure
Lube oil system
Quality assessment
Quality requirements
Venting
3.17 (31)
11.2 (109)
4.4 (49)
4.6 (52)
4.6 (52)
4.2 (47)
4.3 (47)
4.1 (44)
4.6 (52)
5.2.1 (64)
4.6 (52)
M
Index
10.3 (102)
10.3 (102)
10.3 (102)
2.3 (13)
5.1.1 (56)
5.1.2 (57)
N
Noise Emission
3.20 (41)
O
Oil change
Oil sample
Operational performance
Arctic climate
Normal conditions
Order number
Ordinal number
4.6 (53)
4.6 (52)
9.1 (94)
9.1 (94)
16.1 (120)
16.1 (120)
Packaging
Performance characteristics
Performance ranges
Pipe
Installation, flexible
Post-lubrication
Pre-lubrication
Continuous pre-lubrication
Pressure ratios
PrimeServ
Pulse turbocharging
14.2 (117)
1.4 (8)
2.1 (12)
7.3 (89)
7.3 (89)
4.5 (51)
4.5 (50)
2.3 (13)
19.1 (125)
1.2 (7)
R
Range of applications
Read-out unit
Speed measurement
Regulations
Requirements
Reserve parts
12.2 (111)
12.4 (112)
12.3 (112)
Project Guide, TCR, EN-US
2.1 (12)
10.1 (99)
11.2 (109)
11.2 (109)
16.1 (120)
2014-07-16 - de
Jet Assist
Diagram
Pipe dimensions
128 (129)
5.1.1 (56)
5.1.2 (57)
P
J
Maintenance schedule
Maintenance work
Four-stroke engine
Two-stroke engine
Marine diesel oil
Test methods
Marine gas oil
Matching
Air pressure
Surge-limit distance
Turbocharger to engine
Maximum pressure ratio
MDO
MGO
MAN Diesel & Turbo
S
Shaft sealing
Shutdown
Spare parts
Speed measurement
Speed transmitter
Standards
Storage
Subassembly
Air intake casing
Bearing
Bearing casing
Compressor casing
Compressor wheel
Diffuser
Gas admission casing
Gas outlet casing
Gas outlet elbow
Internal bearings
Silencer/air filter
Turbine
Turbine nozzle ring
Subassembly number
Surge distance
Checking
Four-stroke engines
Two-stroke engines
Surge stability
4.6 (52)
8.2.1 (92)
16.1 (119)
10.1 (98)
10.1 (99)
11.2 (109)
14.3 (117)
3.10 (26)
3.5 (21)
3.6 (22)
3.7 (23)
3.3 (19)
3.8 (24)
3.11 (27)
3.14 (29)
3.16 (31)
3.4 (20)
3.9 (25)
3.2 (19)
3.12 (28)
16.1 (120)
10.4 (103)
10.4 (103)
10.4 (103)
10.4 (103)
Checking the bearing and bear­
ing disk
Cleaning work
Emergency operation
Major overhaul
Removing and refitting the tur­
bocharger
Tools
Training
Transportation
Turbine cleaning granulate, quality
requirements
Type plate
12.5 (113)
12.5 (113)
8.1 (91)
12.5 (114)
12.5 (113)
17.1 (122)
18.1 (124)
13.1 (115)
5.5 (73)
1.6 (11)
1.6 (11)
V
Vibration limit values
3.19 (39)
W
Water cooling, bearing casing
Weights
Wet cleaning of the turbine
Connections
Diagram
Quantity of washing water
4.7 (54)
2.4 (14)
6.2.1 (77)
6.2.1 (76)
6.2.1 (77)
T
18.2 (124)
Index
2014-07-16 - de
Technical documentation
Time requirements
Project Guide, TCR, EN-US
129 (129)