Technical Documentation Exhaust Gas Turbocharger Baw errr“ er C1 Work Cards ....00. 2001. c2 Spare Parts Catalogue ....................... c3 Index ccc cece eens I Turbocharger ciceeeeeees TCA GE Works No. of turbocharger 1191839 Engine cieeteceeees, 6SSOMC-C D36 6671-1 E MAN B&W Diesel Aktiengeselischatt * 86224 Augsburg, Germany + Phone +49 821 322 0 « Fax +49 821 322 3362 6671 C12rsit-01 E 04.03 1MAN Warranty Policy for Turbocharger and Spare Parts manufactured by MAN B&W Diesel AG We grant as standard for all Turbochargers a one (1) year Warranty, beginning with the day of the first operation, ending however in every case at latest two (2) years after delivery from our factories. For Spare Parts we grant a six (6) month Warranty period beginning with the day of delivery. ‘This Warranty is limited to material manufactured by us. It does not apply to material delivered by our authorized Repair Shops, Licensees or any other third party except we can be clearly determined as the manufacturer. ‘The Warranty covers the replacement of failed parts, and parts of our Turbochargers damaged by the failed arts, as well as the installation of such parts by our technicians or by our designated workshops. ‘The Warranty for replacement parts shall expire in every case with the end of the above mentioned ‘Warranty Period for the Turbocharger. Warranty claims shall only be accepted for Turbochargers, which have been registered in our Turbo-charger Service Division. For registration the properly completed ENTRY-INTO-SERVICE-FORM has to be retumed ping MAN B&W Diesel AG ‘Turbocharger Service TSW £86224 Augsburg Germany Any claims shall be directed to the above address by completing the Warranty Claim Form, which is. contained in the Operating Manual. Warranty is excluded in any of the following cases: 1. If the defect is not described in a properly and timely manner (not later than 4 weeks after the occurrence) and the other data required for review of the warranty claim are not transmitted within this time period. 2. fan obvious defect has not been reported in writing within 4 weeks from the beginning of the Warranty Period. (The duties to examine the goods and report any defects pursuant to the legal relationship among general merchants shall not be affected hereby). 3. If we request the retum of a defective part and such defective partis not retumed to us not later than 6 weeks after the date of the request. 4. Ifthe defect is due to normal wear and tear, Force Majeure, improper or negligent handling, excessive stress, non-observance of legal requirements, technical or operating instructions 5. For defective parts, which after takeover have been modified, overhauled or repaired, by the Customer or third parties unless proof is furnished that we caused the defect. 6. —_ For the delivery of used parts unless certain characteristics of the parts have been warranted, 7, __ Ifo ENTRY-INTO-SERVICE-FORM has been completed and retumed to our Turbocharger Service, attention Warranty Department -TSW -. Material orders within the Warranty Period shall always be made with a "No-Cost Purchase-Order” (NC-PO). On the basis of this NC-PO, we shall be authorized to issue an invoice for the respective part in case a warranty claim has to be denied. March 2003Important Note: No Warranty Claim will be processed without completed MAN ENTRY-INTO-SERVICE-FORM Baw ENTRY - INTO - SERVICE - FORM We herewith confirm that the following Turbocharger TYPE: TYPE: Work No.: has begun its operation on Date: The engine will be operated as a Power Station Country: in a Vessel Name: ood ‘Address of Operator and if required Country of Registration if not identical with address: Signature Name, Title Please post, mail or fax to: MAN B&W Diesel AG Fax: +49-821-322-3998 Turbocharger Service Mail: [email protected] 86224 Augsburg GermanyWARRANTY CLAIM Claim No.: Operator: Location/Registered in: ‘Turbocharger type: Fitted to engine type: Actual operating hours: Contractual begin of warranty: Contractual end of warranty: MAN Work No.: Work No.: Failure descript \Code: Rectification: Name, Title MAN B&W Diesel AG Turbocharger Service 86224 Augsburg Germany Signature Fax: Mail: Date +49-821-322-3998 [email protected]Technical Documentation Exhaust Gas Turbocharger Operating Manual C1 Exhaust Gas Turbocharger TCA 66 D36 6671-1 E MAN B&W Diesel Aktiengesellschatt + 86224 Augsburg, Germany * Phone +49 821 322 0+ Fax +49 821 322 3382 wan 6671 CI-O1E 04,03 TCA 66 3Table of contents c1 Page 1 Introduction. 4.1 Product Liability .. oo 1.2 Scope of Supply 6 13. Addresses 8 2 Safety. 2.1 General Safety Instructions 13 2.2. Satety during Operation 215 2.3 Safety during Maintenance/Repais ... 7 3 Technical Data 3.1. Exhaust Gas Turbocharger a : 19 3.2 Operating Media ....unnnnnnnnn sn vn 23 4 Description 4.1. Exhaust Gas Turbocharger .. 228 4.2 Lube Gil System 38 4.3. Sealing Air System .. - 37 (474 a] ccekaration Systm ltseree steers eanecis cease cana at 4.5 Cleaning System — Dry Cleaning eens AB 4.6 Cleaning System ~ Wet Cleaning of the Turbine .. Serene 45 4.7 Cleaning System — Wet Cleaning, Compressor wa AT 5 Operation. 5.1. Starting Operation/Putting Out of Operation ...snmnnnnnnn 49 5.2 Emergency Operation of the Engine ssn snes 5B 5.3 Malfunctions/Fautts 55 6 Maintenance. 6.1 General Remarks eee : 61 6.2. Tools/Special Tools se ene nn eens 6B 63 Maintenance Schedule ... snninnnmnnennnnnnnnnnnannnnnnnnnne BA 6.3.1. Maintenance Schedule (Turbocharger on the Four-stroke Engine) 65 6.3.2 Maintenance Schedule (Turbocharger on the Two-stroke Engine) .. snnemnnnnnnn OT 6.4 Remarks to the Maintenance Work 69 6.5 _ Inspection of Individual Components .. n 6.6 _ Inspection Repor .. 73 Index I . 247 (Sen) 6671 C1-01€ 04.03 TOA 66 4 menIntroduction Product Liability ane 6871 Crtto1 1.1 Sate and economic operation of the engine system including the turbochar- ger requires extensive knowledge. Also, the operatabilty can be maintained cr regained oniy through maintenance and repair work when these are car- ried out with expertise and skill by trained personnel. The rules of proper craftsmanship are to be observed. Negligence is to be prevented. The technical documentation supplements this ability through specialized information, draws attention to dangers and points out the safety regulations to be observed. The MAN B&W Diesel AG asks you to observe the following guidelines: ‘4A Warning! Non-observance of the technical documentation - par- ticularly of operating instructions, work cards and the safety regulations, using the system for purposes not intended for by the manufacturer or other misuse or improper usage can lead to serious property damage and/or personal injury, for which the manufacturer shall not accept any liability whatsoever. 04.03 TCA 66Scope of Supply Scope of Supply Type Casing design Built-in equipment Auxiliary equipment 1.2 Each turbocharger is adapted especially to the engine system of a certain customer. Dus to this customization, a standardized scope of supply is not given for the turbocharger. ‘The following scope of supply is effective only for the turbocharger with the Works No. 1191 839 Turbocharger type for engine Gas-admission casing, insulated Gas outlet casing, insulated Casing foot Compressor casing Color Compressor diffuser") Turbine nozzle ring"? TCA 66 type 6SS0MC-C Position Z,= 180° Position T, = 345° E11.50004-0120-1 AES Fig. 1: Compressor dittuser Silencer with air filter D Airintake casing 1) Flow cross-section punch-marked on face side of component C11201€ 04.03 Fig. 2: Turbine nozzle ring TCA 66 6Accessories (optional) Documentation Shipment mode Inquiries Man e671 C112-018 Counter flange and seal for gas outlet casing Counter flange and seal for air intake casing Cleaning device for turbine Wet cleaning Dry cleaning Cleaning device for compressor Speed measuring device Number of compressor wheel blades = 11 Final speed of range 20000 rpm Speed indicator analogous D digital Post lubrication tank Tools Spare parts Special spares Jet assist Variational parts, IMO certification goo ao a mooosee Inscriptions on the turbocharger, operating tags Inscription on labeling tags ‘System of units Operating instructions Oi disassembled D1 partly disassembled B assembled packed for overland transportation I seaworthy packed tropical packed Anti-corrosion packaging for Works No. for Works No. . 1191 839 . 1191 839 for Works No. for Works No. English English metric English Quantity: 2 ‘AN 400 For inquiries on any parts delivered by MAN B&W, the MAN B&W Diesel AG is at your disposal (for addresses, see Chapter 1 3). Forall parts not subject to delivery by MAN B&W, please refer directly to the respective supplier, unless components/systems delivered by the MAN BW Diesel AG should be concerned to any primary extent or if his should be necessary for other reasons. 04.03 TCA 66Addresses MAN B&W Diesel AG, Works ‘Addresses and contact persons Location ‘Augsburg Works “Hamburg Wo Technical Office Hamburg Table 1: Locations and addresses of the MAN B&W Diese! AG 6671 1.3 Table 1 contains the addresses of the MAN B&W Diese! AG Works and of the technical office in Hamburg, as well as the telephone and fax numbers of the responsible departments, ready to fully assist you if required. Address Subject tact person MAN B&W Diesel AG ‘Service turbocharger Fon: (0049)821-329-3994 86224 Augsburg Fax: (0049)821-322-3998 Germany Fon: (0049)821-322-0 Fax: (0049)821-322-3362 MAN B&W Diesel AG Service Center, Hamburg Works Rossweg 6 20457 Hamburg Germany Fon: (0049)40-7409-0 Fax: (0049)40-7409-104 MAN B&W A Sales Office, Hamburg AdmiralitatsstraBe 20459 Hamburg Germany Fon: (0049)40-378515-0 Fax: (0049)40-378515-10 C1 1.3-01E 04.03 TCA 66Service addresses Country ‘Argentina Australia ‘Belgium Brazil China ‘Address Turbogen Lugones 1855 1430 Buenos Aires MAN B&W Diesel Australia Pty Ltd. 396 Lane Cove Road North Ryde NSW 2113 Mailing address: PO. Box 734 North Ryde NSW 1670 Email: service @manbw.com.au ‘www.manbw.com.au TRS Rollo Belgium N.V. Norderiaan 181 2030 Antwerpen, Belgium MAN B&W do Brasil industria e Comercio Ltda. Service Center Rio Rua Olga, 84 Bonsucesso Rio de Janeiro, RJ 21041 140 Dynamic Engineering Inc. 1270 Frances Street Vancouver B.C.V6A 125 MAN B&W Diesel, Shanghai Rep- resentative Office Room 2404, 2405, 24/F. Jiangnan Shipyard Building 600 Lu Ban Road, Shanhai 200028 Denmark Germany MAN B&W Diesel A/S, Holeby Oesterve| 2 4960 Holeby MAN B&W Diesel A/S, Alpha Service Center Denmark Langerak 74 9900 Fredrikshavn Mailing address: Niels Juels Vej 15 9900 Frederikshavn MAN B&W Diesel A/S Teglholmsgade 41 2450 Copenhagen SV MAN B&W Diesel AG Service Center Werk Hamburg Hachmannkai Rossweg 6 20457 Hamburg Table 2: Service addresses 6671 C1 1.3-01E Mr. Bob McNamara (Turbocharger Service) Mr. Moloney (Senior Supt, Engineer Technical & Service) Mr. Wackett (National Service Man- ager Technical & Service) Mr. D, Willems (ext. Phone -8502) Mr. A. Massey Mr.G. Everard Mr. Amo Vath (General Manager) Mr. L. Creighton, (Pres- ident) Mr. V. Chan, (General Manager) Mr. B. O. Andersen Mr. B. Petersen Mr. Steen H Mortensen Mr. Otto Winkel Mr. P. Lambrecht (Head of Dept.) 04,03 P (0054)11-4521-5667/1914 or 11- 4522-5632 F (0054)11-4521-8283 ita Telephone/Fax/e-mail (0061)2 8874 0735 (0061)2 9889 5337 Mb (0061)(0)417288745 bob.menamara@ manbw.com.au (0067}2-8874 0727 (0061)2-9889 5337 [email protected] (0063)2-8874 0728 {océ1}2-s689 5337 robert.wackett@ manbw.com.au (0032)3-643-8500 (general line) (0032)3-544-7254 [email protected] [email protected] P (0055)21-2290-9303 F (0055)21-2290-9144 (Spares) F (0055)21-2290-8749 (TS) arnovath @manbw.cor.br [email protected] (001)604-253-4427 (001)604-253-3553 dynamic @ dynamicengineering.com http:/www.dynamicengineering.com P (0086)21-63057171 F (0086)21-63057272 www.mbd-china.com (0045)5469-3100 (0045}5469-3033 service/hol@ manbw.dk (0045)9620-4100 (0045)9620-4041 alpha @manbw.dk (0045)3365-1100 (0045)3385-1049 diesel-service @ manbw.ck http:/www. manbwi.dk (0049)40-7409-0 (0049)40-7409-104 service-hamburg@ manbw.de hitp:'www.manbw-service.com TCA 6S 9Country Great Britain Address Marine Turbo Engineering Ltd. The Turbocharger Centre Abbey House - Abbey Street Priory Trading Estate Birkenhead L41 5JU F Turbo Service International Ltd. 490 Commercial Road Totton Southampton S040 3AA Turbotechniki Ltd. 2, lias & Tripoles Str. 188 63 Perema Piraeus ‘Greece Hong Kong Kemklen Technical Service Ltd. 17/F. East Town Building 41, Lockhart Road Wanchai, Hong Kong La Meccanica Turbo Calata Gadda 16128 Genova Porto Maly iesel S.R.L Netherlands Turbo Blower ServiceB.V. 17, Nieuwe Waterwegstraat 3115 HE Schiedam MAN B&W Service (Philippines) Inc. 980 Manly Building Manila Cavite Road Dalahican ___CAVITE City Singapore MAN B&W Diesel (Singapore) Pte. Lit 29 Tuas Avenue 2 Singapore 639460 Philippines IMS Engineering (Pty) Ltd 124 Marine Drive Service Road Paarden Eiland Cape Town, 7405 Paarden Eiland 7420 South Africa Premenasa-Turbos Preccion Mananica Naval S. A. C/Luis |, num, 28 & 26 Poligono industrial de Vallecas 28031 Madrid Turbo Cadiz S. L. Pol. Ind. Fadricas ciHlilladores, 3 11100 San Fernando (Cadiz) MINDASA Mecanizacion Industrial Astilereo S.A. Poligono Industrial de Guarnizo Apartado de Correos No. 37 39610 Astrillereo-Cantabria Sidafrika Spain (Central) (South) (North) Table 2: Service addresses (Sep) en crise was "Contact person Mr. C.J. Rigby (0044)151-666-2143 service @ marineturbo.co.uk www.marineturbo.co.uk Mr. L Rumbot (0044)8086-1000 (0044)8086-3000 [email protected] { ___http:www.turbosi.com ‘Mrs. O. Paraskevopoulos (0030)10 40025 85 (Spare Parts) (0030)10 400 9280, Mr. Paraskevopoulos [email protected] (Managing Dit (00852)2861-2812 (00852)2861-2465/1168 Irancis @ netvigator.com Ktssales @turbokts.com (0039) 010246.11.11 or (0039) 010246.74.99 (0039) 010246.11.44 mid@ mtd.it P (0081)10-426-7388, F (0031)10-473-3050 turbo @ bublishnet.n winw.turbo.nl P (0063)46-431-3069 F (0063)46-431-4651 F (0063)46-431 2997 manb&w @bworldonline.com ‘Mr, Bernard de Watte- ville (Director) | Mr. P. Fletcher (Operation Manager) Mr. ©. Gunia (Managering Director) "Mr Nielson (Service Manager) (0065)6349-1600 (General line) (0065)6862-1409 (General Fax line) service@ manbw.com.sg Mr. Felix Leggewie spares @manbw.com.sg [email protected] F (0065) 6861 3314 (Spares) F (0065) 6861 8590 (Service) Mr. Adam de Jong (0027) 21 511 8201 (Superintendent Engi- (0027) 21 511 8238 neer) adejong@ imsgroup.co.za “Mr M.S. Marin (0034)91-778-1262 : (0034)91-778-1285 turbos @ premenasa.es hitp:www.premenasa.es Mr. FH, Perez (0034)95-688-9204/5 Mr. A.A. Ortega (0034)95-688-9206 [email protected] wwrw.turbocadiz.com (0034)942-558-600 (0034)942-558-360 Mr. J. Corino Laguer (Techn.Dept) Mr. J. Cascales Diez (Techn.Dept) Mr. Revilla Herrera (Techn. Manager) 04.03 TCA 66 10Country [Address Contact person Telephone/Fax/e-m: Turkey GTS Turbo Diesel Service Ltd. Mr. Osman Sahin (0090)216-392-1082 ‘Aydintepe Mah. G-50 Sokak (President) (0090)216-392-1067 Gemdok Sani Sitese No. 10 Mr. Burak Sahin turbinetr@ superontine.com Tuzla, Istanbul (Operation Manager? Marketing) United Arab | MAN B&W Diesel Service A/S Du- Mr. K. L. Nothiev (00977}4-351-0105 Emirates bai Branch (Service Manager) | (00971)4-351-1501 Khalid Bin Walee Road, Bur Dubai manbwdxb @ Emirates.net.ae Al Sharafi Building 3rd Floor Office No. 103, Dubi Nico international U.A.E. Mr. S, Olsson (00977) 4 338 2135 P.O, Box 12068 (Ship Repair Manager) | (00971) 4 338 1882 Dubai Mr. J, Smith nicodxb @nicoint.com (Turbo Charger Ser-_ww.nico-vae.com vice) Mr. A. Kumar (OEM Representati- ons) USA Dresser Rand Company - Mr. B. Horner (001)713-827-5042 (South Service Division (Manager) (001)713-827-0353 central) | Turbocharger Business Unit Bruce_V_Homer@Dresser-Rand,com 1416 Lumpkin Road Houston TX. 77043 USA H.W. Ramberg Inc. Mr. J.E. Hollander (001)718-625-3960 (North east) 97 Van Dyke Street (Manager Turbochar-_ (001)718-875-1239 Brookiyn gers / Supt. Engineer) _dieselservice @ ramberg.com N.Y. 11231-1590 http: www.ramberg.com usA Motor Services Hugo Stamp Inc. Mr. A. Friesecke (001)954-763-3660 3190 S.W. 4th Avenue (President) (001)954-763-2872 Fort Lauderdale service@ mshs.com Florida 33315 http:/www.mshs.com USA Golten Marine Company Mr. Dieter Liebich 1) 310 549-2550 (24 hrs) 922-330 Broad Avenue (President) (001) 310 549-1350 Wilmington goltenca @ pacbell.net CA 90744-5869 www.goltens.com USA Table 2: Service addresses \ Tip! For the current list of service addresses contact: Ms, Barbara Weidner ‘Turbocharger Service Office Fon: (0049) 821-322-1198 Fax.(0049) 821-322-3998 e-mail: [email protected] man 6671 C11.3-01E 04.03 TCA 66 1Safety General Safety Instructions 2.1 Danger Scale Operating Personnel Technical Documentation Regulations for Prevention of Accidents. Hearing Protection RR} 6671 C121-01E ‘The safety instructions in this manual are marked through the following sym- bols and designations: ‘Aa Danger! Imminent danger Possible consequences: Death or utmost serious injuries, total material damages ‘AA Warning! Potentially dangerous situation Possible consequences: Severe injuries ‘4 Caution! Possibly dangerous situations Possible consequences: Minor injuries, possible material damages Important! For notes on error sources/handling errors Tip! For applicational tips and supplementing information The engine and the systems required for its operation may be started, ope rated and stopped only by authorized persons. The personnel must be edu- cated, trained and familiar with the system and the occurring dangers. All persons operating the system or carrying out maintenance or repair work con the system must have read and understood all accompanying operating and maintenance instructions. The technical documentation of the system, particularly the operating and maintenance manuals for the engine, turbocharger and the accessories re- uired for engine operation, must be stored at a location where they are ac- cessible for the operating and maintenance personnel at all times. When operating the system and for all maintenance and repair work, the re- levant regulations for prevention of accidents are to be observed. Itis advi- sable to hang these regulations in the engine room and to repeatedly point ut the dangers of accidents. ‘4 Caution! Danger of hearing impairments at sound levels exceeding 85 dB(A)! Sound levels continuously exceed this value in the engine room when the engine is running. Wear hearing protection. 04.03 TCA 66 13Danger of Fire Potential danger of fire is given in the engine room due to the usage of fuel and lubricating oll. Fuel and oll ines may not be led along non-insulated hot engine components (exhaust pipe, turbocharger). Upon maintenance and repair work on exhaust pipes and turbochargers, all insulations and cover- ings are to be completely reinstalled again with care. The leakage tightness of all fuel and oil lines is to be checked regularly. Leakages are to be elimi- nated immediately. The engine room must be equipped with fire fighting equipment. The ope- ratabilty of the equipment is to be checked regularly ‘AAA Danger! Carbon dioxide extinguishing systems can suffocate a human and lead to death! Therefore, a carbon dioxide extinguishing system may not be put into operation be- fore it is absolutely ensured that no persons are within the engine room. gan 6ert Ct 21-O1€ 04.03 Toa es 4Safety during Operation 2.2 Protective Covers Alarm System Qualification of Personnel 6871 C1 2.2-01 ‘44 Warning! Danger of injury caused by rotating/moving system components! Loose fitting clothes, long hair as well as body parts can be taken hold of. Engine operation is permitted only with all coverings and protective covers ‘mounted. ‘4 Caution! Danger of burning and fire caused by hot system compon- ents! During engine operation, all insulations must be fit- ted. After assembly work, ensure that all coverings and protective covers from moving components as well as all insulations from hot components are re- attached again. Engine operation with coverings removed is permitted only in special cases, such as for functional tests. It important operating data are exceeded, an alarm system will set off alarm, reduction or stop signals, depending on the danger potential. The cause of the signals is to be thoroughly investigated and the source of the malfunction tobe corrected. The signals may not be ignored or suppressed, except when ordered by management or in cases of increased danger. 4A Warning! Ignoring or suppressing alarms or putting reduction or stop signals out of action can lead to operating mal- functions which can result in serious personal injury or property damage. For Ship Systems: Operational management through the chief engineer on board or through @ technical officer. Persons managing the operation must be in possession of a competence certificate that corresponds with the national regulations and international agreement (STCW). The number of required persons and their minimum qualification are usually stipulated through the national regulations or the in- ternational agreement (STCW). 04.03 TCA66 18ian) 6671 C1 22-01 For Stationary Systems (Power Plants): The superintendent (engineer) must be available. Supervision/controlling of the engine and the accompanying supply system through a trained and spe- Cially briefed machinist or mechanic. For managing persons in Germany, proof, among other things, must be fur- nished in accordance with the energy economy law (EnWG) that the techni- cal operation management is guaranteed by qualified and sufficiently num- bered personnel. In other countries, comparable laws/guidelines are to be observed. 04.03 TCA66 16Safety during Maintenance/Repairs 2.3 Qualification of Personnel Use of Cleaning Agents Use of High-pressure Cleaners Opening Pipes/Pressure Tanks Disassembly and Assembly of Pipes Removal/Disassembly of Heavy ‘Components Man 6671 C129-01E Performed by machinists or mechanical fitters and their helpers. Briefing and supervision of difficult work tasks through a technical officer or the chief en- gineer. When using cleaning agents the manufacturer's notes for usage, possible dangers and disposal are to be observed. ‘44 Warning! Cleaning agents can be caustic. Wear protective clot- hing, protective gloves, safety goggles and respiratory protection as required (see manufacturer's notes). 44 Warning! Danger of fire and explosion! Diesel fuel, gasoline or chlorinated hydrocarbons may not be used for cleaning purposes. When working with high-pressure cleaners ensure proper usage. A filters, shaft ends (also including such with lipped sealing rings), governors, splash: proof monitoring systems, cable sockets as well as sound and heat insulati- ‘ons under non-watertight coverings, must be covered or exempt from the high-pressure cleaning 4 Caution! Danger of burning by hot components and hot liquids. Danger of fire in case of fuel outflow. If possible, allow sy- ‘stem to cool down prior to any action. Before opening pipes, flanges, screwed connections or gauges, check if the system is pressure-free or discharged. ‘4 Caution! The post lubrication tank runs on for approx. 1.5 h. ‘A Caution! Components released under pressure, e. g. screw plugs, can be blown out and cause injuries. During any work on the pipe systems, especially for fuel, lubrication oil and air, ensure utmost cleanness in order to avoid foreign objects or debris from entering the system. Therefore, all pipes subject to reassembly should be blocked with care upon disassembly. New pipes being installed should be checked for cleanness and flushed, if required. For extended storage, all in- dividual parts are to be preserved. Equipment used for transportation must be in perfect condition and fulfill the required loading capacities. The set-down location for a heavy component also must have sufficient loading capacity. This is not always the case for gal- leries, half-landings or grid-iron coverings. 04.03 TCA 6S 7Spare Parts Gan\ 6671 C123-01E During operation, very high forces are applied to the components of the tur- bocharger. Therefore, MAN B&W has developed special materials that can withstand these high forces. The use of these high-quality materials can be guaranteed only when using MAN B&W original spare parts. ‘AAA Danger! Spare parts from other suppliers may be manufactured from inferior materials, that cannot withstand the loads during turbocharger operation. A component bursting during operation destroys the turbocharger. Frag- ments can penetrate the casing of the turbocharger. Parts hurling about can kill people and cause severe damages in the engine room to the point of complete engine damage! MAN B&W shall in no way be liable for any damage to persons or material, caused by usage of bought-out spare parts. Furthermore, any and all war- ranty claims on the turbocharger expire when using foreign spare parts. 04,03 TCA 66 18Technical Data 3 Exhaust Gas Turbocharger 3.1 ation Turbocharger/Engine Turbocharger _ Engine Type ‘Works No. Type Power | Speed on [kW] rpm] TCA66 | 1191 839 JéSS0NC-C 8532 115 Turbocharger Type Plate O° O° (S23) wan exhaust gas turbocharger] yee] wo. max=E—Ji/min maxtemp FTE] O_ype-tested!—s—] year] O 1 Turbocharger type 4. Admissible turbine inlet 2 Works No. (Serial No.) temperature, maximum 3 Admissible rotor speed, 5. Unit of temperature maximum 6 Type approval 7 Year ofex-works delivery Fig. 3: Type plate Tip! The type plate is mounted on the pressure pipe of the compressor casing. man 6671 C13,1-01E 04.03 TCA 66 19Weights, Classified according to Assemblies (approx. values) 500 Exhaust gas turbocharger, incl. silencer... . ++ QppFOx. 5 500 kg 501 Gas-admission casing, complete © 5 ae 270 kg 90°. 380 kg 506 Gas outlet casing, complete ......... eee cece cece wees 1200 kg 509 Gas outlet diffuser. 282 kg Shroud ring + 20k 513 Nozzlering........... veces 87 kg 517 Bearing casing, complete cee ceeee beet eee eee eer eee 2.000 kg 518 Casing feet, complete ; fe cere BAO Kg 520 Rotor gear, complete. 200 kg Turbine rotor 130 kg Compressor whee! 66 kg 540 Insert. ceeeeeeeeeeeeeeeees 198 kg 542 Diluser a , : rn 64 kg 544 Silencer, complete (if existing) . . ceeeeeeeees B00 Kg 545 Intake casing, complete (it existing) ..... cee 00x kg 548 Compressor casing.............. single socket, complete 800 kg 554 Post lubrication tank, complete 140 kg 595 Spare parts with box wetter neers BPBIOK 13.5 KG 596 Tools with box we ween cece PPIOK. 46 kg Man 6671 C13.1-01€ 04.03, TCA 66 20Operating Characteristics Speed Temperatures Pressures Lube oil throughput Lubricating Oil Operating Lite Bearing Turbine rotor Compressor wheel Casing Man 6671 C1 94-018 ‘Admissible speed, max.. 46 000 rpm Admissible exhaust gas temperature ahead of turbine, max. 450°C ‘Admissible inlet temperature of lubricating oil, max. 70°C Lubricating oil: At regular operation and full load of engine............0..1.8-2.2 bar ‘Alarm and reduction to half load of engine (slow down) $1.0 bar Motor stop (shut down) =. $0.8 bar Admissible lubricating oil pressure, max. 2.2 bar External sealing air (optional): Inlet pressure in turbocharger 1.9-1.5 bar Jet assist (optional): Pressure in starter-air cylinder. 30 bar Admissible inlet pressure in turbocharger, max. » Abar with SAE 40 at 60 °C and 1.3 bar pressure in operation 7.4 mh Lube oil supply: 2 connections that can be used alternatively. The connection not used is plugged with a dummy lid Post lubrication tank: 4 connection (filing, relubricating), 1 overflow connec- tion. Lube oil outlet: 1 connection Venting: 2 connections that can be used alternatively. The connection not used is plugged with a dummy lid. Up to 50 000 operating hours Up to 100 000 operating hours Up to 80 000 operating hours The operating ile of the compressor wheel depends on the intake air tem- perature, the charge pressure and the load profile of the engine. itcan be considerably reduced by unfavorable conditions. Practically unlimited These periods are empirical values and are reached with turbochargers that operate on engines powered with heavy fuel oil. For operation with diesel oil (Marine Diesel Oil MDO), considerably longer periods can be achieved Continued use or replacement of components is decided upon at each major overhaul of the turbocharger. Its imperative that major overhauls are perfor- med according to the periods specified in the maintenance schedule. 04,03 TCA 6S 21 Exhaust gas inlet 6 Charge air inlet | 2: Exhaust gas outlet 7 Charge air outlet | 3 Washing water outlet 8 Jet assist 4. Lube oi! outlet 9 Lube oil supply | & Venting x_ rotor removal size: 556 mm Fig. 4° Main dimensions, TCA 66 with 90° gas-admission casing 1 Exhaust gas inlet 6 Charge air inlet 2 Exhaust gas outlet 7 Charge air outlet 3. Washing water outlet 8 det assist | 4 Lube oil outlet 9 Lube oil supply | 5 Venting x rotor removal size: 715 mm Fig. 5: Main dimensions, TCA 66 with an axial gas-admission casing way 6671 C13.1-01E 04.03 TCA 66 22.Operating Media Fuels for the Engine 3.2 Engine fuel attects exhaust gas The quality or the fuel with which the engine is operated affects the compo- quality sition of the exhaust gas that flows through the turbocharger. Impurities in the fuel can lead to residues in the exhaust gas, which can effect the turbo- charger in an abrasive or corrosive manner. Quality Requirement for MDO is also known as diesel fuel oil, diesel oil, bunker diesel oil or marine Marine Diesel Oil (MDO) diesel fuel MDO is offered exclusively for shipping as heavy distillate (ISO-F-DMB) or as a mixture of distillate and low amounts of residual oil (ISO-F-DMC). The term "blended MDO" is common for the dark brown to black colored mixture. MDO is produced from crude oil and must be free of organic acids. The usability of the fuel depends on the design of the engine and the cle- aning device as wel as if the characteristics mentioned below, which are ba- ssed on the condition at the time of supply, are observed. ‘The characteristics determined were based on the !SO 8217-1987 and Cl- MAC-1990 specifications. The characteristics refer to the mentioned testing methods. -—— Properties/Characteristic Unit | Testing Method |SO-F specification 7 7 Density at 15°C 10 3675 Kinematic viscosity at 40°C ISO 3104 Pour point winter quality | 180.3076 Summer quality _ Flash point ns 1802719 | ‘Sediment content (extraction) 180 3735 Total sediment content ISO CD 10307 Water content ISO 3733 Sulfur content ISO 8754 ‘Ash content i ISO 6245 Carbon residue (MCR) 7 ISO CD 10370 Cetane number L = ISO 5165 Copper strip test —_— => 4802160 Vanadium content - mgikg __ DINS1790T2 Aluminum and silicium content) mg/kg ISO CD 10478 Visual check _ Other specifications: a British Standard BS MA 100-1987 - ASTMD 975 ASTM D 396 _ in. g004 light and at roam temperature, the fuel should appear clear and wansparent Table 3: Marine Diese! Oil (MDO) ~ Characteristics to be met was 6671 C132-01€ 04.03 TCA 66 Parameter ome 550 1s: 60 >60 <0,07 = = 0,10 <0,3 <0.3 “<2,0_ 20 | <0,01 <0,05 20,3 25 >40 >40, <1 ° <100 ° <25 Class M2_| Class M3 20 40 No. 2 No. 4 23Quality Requirements for Heavy Fuel Oil (HFO) mans cert C1 a2-01€ aw A. Important! Mixing fuels can lead to a reduction of quality. This can re- sult in combustion with a high degree of residuals, which ‘can cause heavy contamination of the turbocharger. Ex- treme contamination can damage the turbocharger. Therefore the following points are to be observed: @ In foading plants and during transportation, MDO is treated as residual oll. Mixing with, e. g. high-viscous fuel oil or Interfuel remaining in a bun- ker vessel is possible and can lead to a considerable reduction in quality © Different bunker batches of blended MDO (ISO-F DMC) can be incompa- tible and therefore should not be mixed. For this reason, the respective {uet tank should be emptied to the greatest possible extent before anew batch is filed up. A. Important! Ocean water in the fuel aides corrosion in the turbochar- ger and leads to high-residual combustion. Solid foreign ‘matter increases the mechanical wear in the nozzle ring and the turbine of the turbocharger. Therefore the following is to be observed: © If blended MDO (iSO-F DMC) is primarily being used, we recommend in- stalling a centrifugal separator in front ofthe fuel fier. This widely separates solid particles (sand, rust, catalyst residue, catfines) and water, so that the Cleaning intervals for the fier inserts can also be prolonged. Operating data: ‘Separator admission 65 %, with reference to the rated throughput capacity; Separation temperature 40-50 °C. MAN B&W turbochargers can be operated on engines that run on crude-oil based heavy fuel oil, when the engine and the processing system are desi- gned accordingly. ‘The fuels used must meet the fuel specifications in accordance with Table 4. Table 4 lists each of the limit values to be observed. The limit values that in- fluence the engine operation are to be specified when ordering fuel, e. g. in the bunker or charter clause. ‘4 Caution! Adding motor oil (waste oil), mineral-oll-foreign materials (e. g. coal oil) and remainders from refining or other pro- cesses (e. g. solvent) is prohibited! This ban is specifi- cally to be pointed out in the fuel order, as it is not yet Part of the standard fuel specifications. Such additions lead to combustion with high residue and increased wear and corrosion on components of the turbocharger. Adding motor oll (waste/old oil) is particularly critical, as the lube oil additives cause emulsions to form and keep debris, water and catalyst particles finely distributed in poise. This impedes or avoids the required fuel cleaning. Important! The heavy fuel oils /SO F-RMK 35/45/55, with a maxi- mum density of 1010 kg/m, can be used only when re- spectively modern separators are available. 04.03 TCA 6G 24Fuel Specification ‘CIMAC 1990 _Ato BiC10 | D15 | E/F25 | G/H35 BS MA-100 M4 | MS M7 8/9 | MB/— | M9/— 1SO F-AM AIO BICI0 | DiS E/F5 | GHGS | HAS |_H55 ‘System Relevant Characteristics Viscosity (at 5 mmeis [max. 40 | 40 Viscosity (at 100 °C) {es max. 10 | 10 Density (at 15 °C) - igiml max. | 0.975 0.981 Flash point isC___|min Pour point (summer) °C max. | 6 | 24 Pour point (winter) 36 min, 0. 24 Engine Relevant Characteristics Carbon residue (Conradson) |Wt% |max. | 10 | 1014 | 14 | 15/0 18/2 ' 22 | 22 Sulfur iWi% max 35 35) 5 ; 5 “Ash Wt% max, 0.10 O15 20 ‘Vanadium mg/kg max. 180 | 160/ | 350 | 2007 | 300) 600 . i" 2 300 500 | 600 Water = [Vol.% _ max. L (0-5 a0. ay ee10. 00a seta aan 7 7 ‘Sediment (potential) [Wt% | max. O41 | Supplementary Characteristics Aluminum + silicium mg/kg max. 80 | ‘Asphaltenes [Wi% max. | 2/3 of the carbon residue (Conradson) | Sodium |mgikg I Sodium < 1/3 vanadium, sodium < 100 t - Cetane nomber ofthe Tuid mixiig component: min 35 | Fuel to be free of mineral-oiHforeign additives such as coal oil or vegetable oil. ] Free of creosol and lubricating oil (waste cil) Table 4: Fuel specifications and corresponding characteristics (aa) 6671 C13.2-01E Characteristic Particle size Amount A. Important! Thorough processing of heavy fuel oil is required for trouble-free engine operation. The following points are to be observed for this. Heavily abrasive inorganic, solid foreign substances (catfines, rust, sand) must be separated to the greatest possible extent. With an aluminum content >10 mg/kg, the abrasive wear in the turboch- arger increases heavily. Use only separators of the latest generation which are fully effective over allarge density range without any adjustment, and separate water with an HFO density of 1.01 g/ml at 15 °C. The cleaning etfectis controlled by the separator itself ‘The HFO purification is to be designed in such a manner that the charac- teristics in Table 5 are reached: Inorganic, solid foreign | substances (incl. catfines) (Al content < 5 ma/ka) Water <0.2 Vol.% Table 5: Achievable foreign matter and water content after separation <5 um ‘<20mgikg 04.03 TCA 66 25© With unfavorable vanadium-sodium ratio, the melting temperature of the HFO ash drops to the range of the exhaust valve temperature, which cau- ses hot corrosion. By pre-cleaning the HFO in the setting tank and in the centrifugal separators, the water and thus the water-soluble sodium com- pounds can be removed to the largest extent. With a sodium content exceeding 100 mg/ka, increasing salt deposits in the turbine are to be expected. This jeopardizes the turbocharger opera- tion (by pumping of the turbocharger, among other things). When using PTG, the sodium content must be limited to 50 mg/kg. Under certain conditions, hot corrosion can be avoided with a fuel additi- ve that increases the melting temperature of the HFO ash. © Heavy fuel oils with a high ash content in form of foreign substances, & g.sand, rust, catfines, increase the mechanical wear in the turbocharger. Heavy fuel oils from catalytic cracking plants can contain catfines. Gene- rally, these are aluminum silicate, which effects high wear in the turboch- arger. The determined aluminum content muttiplied by 5-8 (depending on catalyst composition) approximately amounts to the content of catalyst material in the HFO. Lubricating Oil In practice, combined lubricating oils (base oil + additive) are used. These lubricating oils must have the following characteristics: Base Oil The base oil must fulfill the following limit values, particularly concerning the aging stability. Properties/Characteristic Unit Testing Method Parameter ‘Structure 7 - - Preferably paratfin-based Behavior in cold - still fluid °C 7 415 - Flash point acc. to Cleveland ~ °C ASTM-D92 > 200 ‘Ash content (oxide ash) _ Wt% ASTM-0482 < 0.02 Carbon residue acc. to Conradson Wt% ASTM-D189 < 0.05 ‘Aging tendency after 100 h of heating | - | - MAN aging cabinet = 7 to 135°C n-heptane insoluble ~ Wt% | ASTM-D4055 resp. <02— DIN 51592 Evaporation loss Whe = 7 “<2 [Drop test (filter paper) - MAN test Must not show separation of resinous and asphaltic aging products. Table 6: Lubricating oil Characteristics to be met Additives Additives must be dissolved in oil and of such a structure that as little ash as possible results during combustion. The ash must have a soft structure. If this is not the case, increased formation of residue in the gas admission casing of the turbocharger must be taken into account. Hard additive ash en- ables increased mechanical wear. Additives may not aid a clogging of the filter inserts, neither in the active or processed condition. Viscosity . __ Turbocharger | SAE class Viscosity mm*/s at 40 °C resp. 100°C TCA 33 to TCA 99 30 Preferred in the upper range of the SAE ~~ao” 7 lass assigned to the turbocharger Table 7: Viscosity (SAE class) of lubricating ols maw 6671 C13,2-01E 04,03 TCA 66 26Alloying Degree Lubricating Oil Additives Compressed Air External Sealing Air Jet Assist Cleaning Agent for Turbine Dry Cleaning Wet Cleaning Man 6671 C13.2-01E We recommend alloyed lubricating olls (HD oils) that meet the international specifications MIL-L 2104 D or API-CD and have a Total Base Number (TBN) of 12-15 mg KOH/g (NATO-Code 0-278). We urgently advise against the later addition of additives to the lubricating oil or mixing different lube oil brands together, as this can destroy the function of the additive package matched for the base oll. Such action also annuls the suppliers responsibility for the lubricating oil Connection to the compressed air supply of the system *) Connection to starting-air cylinders For dry cleaning of the turbine during operation, commercial granules are used that must meet the following specifications: Granulates of © Nutshells, © Activated charcoal (soft) Particle size: © 1.0 mm (max. 1.5 mm) © Filling capacity of container, approx. 1.5 | Fresh water without chemical additives Water pressure: © 2 bar (at washing lances) ‘4 Caution! Use fresh water only. Salt water causes corrosion on the turbocharger components. Pressures, see Chaplet 3.1, Operating Charactristcs. 04,03 TCA 66 aDescription 4 Exhaust Gas Turbocharger 41 General 6671 C1 41-01 E Economical operation of modern large-scale engines is not imaginable wit- hout exhaust gas turbochargers. The already high requirements for propul- sion systems and energy producing units concerning efficiency and longevi- ty are being continuously increased under the aspects of fuel utilization and environmental load. In this, the components of exhaust gas turbochargers are subject to extreme operating conditions. © Exhaust gases of up to 650 °C continuously flow through the turbine and heat up its components, without an own counteractive cooling system. Especially the shaft bearing must withstand the high operating tempera- tures without the lubricating film ever breaking ‘© On the compressor side, the air is heated to over 200 °C. ‘© The high temperatures lead to extreme thermal loads of the material at many locations. ‘© Speeds are extremely high: The MAN B&W exhaust gas turbochargers are operated with speeds ranging from 10 000 to 35 000 rpm, depending on size. In this, circumferential velocities of 560 m/s and more are rea- ched at the compressor wheel, which amounts to 1.7 times the speed of sound or 2 000 kmh, © The centritugal forces are extremely high: Forces of several hundred kN can easily apply at the foot of the turbine blade. ‘© The complete gas exchange of the engine is performed by the exhaust gas turbocharger. For this machine, the throughput of combustion air can amount to 32.5 m*s. © Simplified, it can be said that approx. 1/g of the power produced by the engine is converted on minute space within the exhaust gas turbochar- ger. These requirements can be fulfilled only with use of the most recent material and manufacturing technologies, introduced into the series by MAN B&W with use of the latest developmental results, and based on decades of expe- rience in building diesel engines and exhaust gas turbochargers. A. Important! Prescribed maintenance must be carried out precisely and in time using the prescribed tools, in order to keep the turbocharger in good condition and not damage iit A&A Danger! Under no circumstances may other parts than origi- nal parts be assembled during maintenance or re- pair. The bursting of such parts has utmost severe consequences: in the worst case the fragments can burst through the turbocharger casing. Parts hurling about can kill people and cause severe property da- mage. 04.03 TCA 66 29‘Subassemblies DAREN 7 Silencer Insert Compressor casing Diffuser Bearing casing Bearing bush, compressor side Bearing body Fig 6. Cutaway view, TOA 66 6671 C1 4.1-01E 18 17 16 " 12 13 14 Turbine rotor Gas outlet casing Bearing bush, turbine side Nozzle ring Gas-admission casing Turbine blades Casing foot 04.03 15 16 7 18 19 15 14 Gas-outlet diffuser Outlet, washing water Thrust bearing Compressor wheel Discharge, compressed fresh air ‘Turbochargers consist mainly of a turbine and a compressor, which are sea- ted on the same shaft. The exhaust gas of the engine drives the turbine; the compressor draws in fresh air and compresses it TCA6S 30The turbocharger consists of the following main subassemblies: © Rotating element: ‘Turbine wheel and shaft are firmly connected together; the turbine blades are individually set into the turbine wheel. The compressor wheel is mounted on the shaft and can be removed. © Bearing casing: The interior bearing of the running equipment consists of two bearing bushes and a thrust bearing. Lubrication of the bearing is carried out via the lube oil circuit of the engine. Lubricating oil pipes, lube oil venting and sealing air pipes are integrated in the bearing casing. © Gas-admission casing: The nozzle ring is built into the gas-admission casing. it enables optimum adaptation of the turbocharger to the engine. © Gas outlet casing The gas-outlet diffuser in the outlet casing is flow-technically optimized. ‘The outlet casing is fitted with 5 offset connections for the washing water outlet, Depending on the build-in position of the turbocharger, the con- nection positioned lowest is used. The outlet casing is designed so that together with the flanged-on gas- admission casing, it offers optimum burst protection for the turbine wheel. © Silencer or air intake casing © Compressor casing optional with one or two discharge connections ‘The compressor casing houses the diffuser, which allows for optimum adaptation of the turbocharger to the engine. Additionally, the diffuser functions as burst protection. Functional Description The exhaust gas of the engine flows through the gas-admission casing and the nozzle ring, and runs axially onto the turbine wheel. The exhaust gas drives the turbine wheel; in this process, the energy contained in the exhaust gas is transformed into mechanical rotation energy at the turbine wheel. AS the turbine wheel and the compressor wheel are seated on the same shaft, the compressor wheel is driven at the same time. The exhaust gas exits the turbocharger through the gas-outlet diffuser and the gas outlet casing. The compressor wheel draws in fresh air through the silencer or the intake casing and the insert. The fresh air is compressed in the compressor wheel, diffuser and compressor casing. The compressed fresh air is forced into the cylinders of the engine via charge air cooler and charge air pipe, The running equipment of the turbocharger is led radially by two bearing bushes, which are situated in the bearing casing between turbine wheel and compressor wheel. The thrust bearing positioned on the compressor side not only handles the axial guidance, but also transters the thrust in axial di- rection. A bearing body holds the bearing seat and at the same time is used as insulation against the hot exhaust-gas side of the turbocharger. Man 6671 C14.1-01E 04,03 TCA 6S 31Intended Use Not Intended Use MAN 6671 C1 4.1-01€ ‘The turbocharger is intended for use on diesel and heavy-fuel-oil engines. It produces the required amount of air for engine operation and the charge pressure. Any application beyond this must be discussed with and approved by MAN B&W, otherwise MAN B&W will refuse any and all liability. Each turbocharger is specially adapted to the engine with which it will be operated. This means the turbocharger may be operated only on this engine or one that is absolutely comparable (Also see scope of supply, technical specifications and order confirmation). In addition to this, the intended use includes as follows: ‘© The build-in location must afford sufficient space for maintenance and as- semblyidisassembly of the turbocharger. Usage of ling equipment must, be possible. © Supply, measuring, control and regulating systems must enable trouble- free operation (design/lay-out in accordance with MAN B&W recommen- dation, resp. state of art). ‘© Observing the operating parameters (admissible exhaust gas tempera- ture, admissible lube oil temperature and lube oil pressure, use of the specified operating materials, see Chapter 3) ‘© The turbocharger may be put into operation only when in perfect condi on. © Operation may be carried out only by trained personnel which is familiar with the system; operation through unauthorized personnel is to be pre- vented with suitable means. For operation, the operating instructions and the general safety and operational regulations are to be observed © The operation must be controlled by means of suitable measures. © Malfunctions that could influence the safety are to be corrected immedia- tely. © Performing the service and maintenance in accordance with the mainte- nance schedule, © For repairs, use original spare part only. The following points specifically do no comply with the intended use. MAN B&W shall not be held liable for any or all damages resulting therefrom. © Unauthorized changes/alteration on the turbocharger. © Installation of foreign (non-original) parts. © Operation not within the defined operating parameters. © Bridging/shutting off alarm systems, and thereby enabling operation in spite of limiting values being exceeded. Operation when supply systems have failed (e. g. lubricating oil system). Insufficient maintenance. ‘© Longer-term shut downs without preservation measures. ee 04,08 TCAG6 22Lube Oil System Lube Oil Diagram Level 2 Level 1 * Standard specifications turbocharger > max inainati ms 1 Supply pipe 7 Bearing casing 2.1. Pressure reduction valve 8 Locating bearing (4-stroke) 9 Bearing bush 22 Orilice (2-stroke) 10 Drain pipe 3. Turbocharger supply pipe 11. Service tank or erank- 4. Non-return valve case 5 Pressure monitor 12. Venting 6 Manometer Fig 7. Lube ol diagram, TCA 66 6671 C14.2-01E 04.03 13 14 15 16 7 18 TCA GS 4.2 Non-return valve with bypass Bore Supply/arain pipe Orifice Overtiow pipe Post lubrication tankLube Oil Circuit Venting Post Lubrication Functional Description 6671 C14.2-01€ The lubrication and cooling of the high-stressed bearing bushes in the tur- bocharger takes place by means of a lube oil system, which is integrated mainly in the bearing casing, The lubricating oil is supplied from the lube oil system of the engine to the lube oil system of the turbocharger via a supply pipe (1). A pressure reduc- tion valve (2.1) (four-stroke engine) respectively an orifice (2.2) (two-stroke engine) adjusts the required lube oil pressure. The lube oil pressure is con- trolled behind the non-return valve (4) by means of a pressure monitor (5) and a manometer (6). ‘4 Caution! Air bubbles may not be contained in the oil being supp: lied. This could lead to bearing damage at post lubrica on of the turbocharger. ‘The lubrication oil flows through the non-return valve (4) into the turbochar- ger casing, from where it reaches the thrust bearing (8) and the bearing bus- hes (9) via passages in the bearing casing (7) and the bearing body. The lub- ricating oil flows to the gap between bearing and shatt as well as to the face- sided lubrication point of the thrust beating via bores in the bearing bushes. The lubricating oi! leaves the gap between the bearing and the shaft and is splashed against the wall of the bearing casing by the rotation of the shaft, The lubricating oil exits the bearing casing through the drain pipe (10) and flows back into the lube oil system of the engine (11). A... Important! The pipe for the lube oil drain must be installed with suf- ficient large diameter and inclination, so that drainage of the lube oil is readily possible without backing up. ‘4 Caution! A backup in the lube oil drain can lead to an oil-flood in the turbocharger. In the worst case, the oil can come out of the turbine-side and cause a fire in the exhaust pipe. For this reason the lube oil drain must be installed with an inclination, which is calculated as follows: Inclination a> max. possible system inclination + 5°, Due to constructive measures, this turbocharger does not require a separate venting tank. Lubricating oil and air are separated from each other within the bearing casing. The connection for the venting pipe (12) is attached directly at the bearing casing, The post lubrication tank (18) above the turbocharger ensures the lubrication of the bearings after the engine is switched of, as long as the rotating element runs out and the bearings still must cool down, During operation the non-return valve (13) is shut. The post lubrication tank is filled with lubricating oil via a small bypass bore in the valve plate of the non- return valve (13). As long as the lube oil level is below the overflow (17), the post lubrication tank is pressure-free. As soon as the lube oil level reaches the overflow pipe (level 2), lubricating oil lows back into the bearing casing throu- gh the overtiow pipe. An orifice (16) is installed in the overtiow pipe, It effects that less lubricating oil runs off than enters, until the post lubrication tank is fi led. This leads to compression of the air in the upper part of the tank, It the engine is shut of, the pressure in the lube oil system is reduced. This, causes the non-return vaive (13) to open and the non-return valve (4) to shut. A first the lubricating oil flows under pressure from the post lubrication tank back into the turbocharger to the bearing bushes. As soon as the lube oil level sinks below the overflow (level 2), the post lubrication tank becomes pressure- 04,03 TCA 66 wuShatt Sealing pers 1g Con Lube Oil Quality, Lube Oil Filtration Lube Oil Temperature 6671 ions. C14201€ free again. The lubrication ois now fed back tothe bearing bushes at reduced flow rate by means of gravity. Once the height of the supplyidrain pipe (15) is reached (level 1), the volume remaining in the tank flows through a smali bore (14) in the supply/drain pipe near the bottom passage. The size of the bore is dimensioned in such a manner that due to the geodetic pressure, only the bearing bush (9) on the turbine side is post-lubricated. The bearing casing is sealed with labyrinth sealings on the rotor shatt, both on the turbine and compressor side. The radial labyrinth clearance is dimen- sioned so that during the first operating phase, the rotating labyrinth tips li ghtly embed into the softer layer of the cover seal. At higher speeds, the run- hing equipment is lightly elevated according to the thickness of the lubricating film. The labyrinth tips run freely then. When standing still, the running equipment is lowered again, The labyrinth tips embed into the grooves of the cover seal, through which a better sealing effect is achieved during pre and post lubrication. Run-in grooves at the circumference of the sealing cover bores are thus intentional and not a reason for replacement of the parts, On the turbine side, the shatt is additionally sealed by means of sealing air (see Chapter 4.3). Commercial engine lubricating oils SAE 30 and SAE 40. High-alkaline cylinder oils are not suitable (See Chapter 3.1). The turbocharger does not require any separate lube oil fters. The fitration and processing of the lubrication oll through the engine system is generally sufficient. The following values must be observed: © Lube oil fitter < 0.050 mm. ‘© Accumulation with water < 0.2 % amount of weight ‘@ No accumulation with residue > 0.020 mm Inlet temperature in the turbocharger: max. lube oil pressure For engine lube oil pressures 2 2.2 bar, we recommend installing a pressure reduction vaive with outlet control The lube oil pressure is controlled via the measuring connection behind the non-return valve, A. Important! Level differences between indication instrument and cen- ter turbocharger are to be taken into account with + 0.1 bar per 1 m level difference. (Indicator positioned higher — lo- wer pressure; indicator positioned lower — higher pressure) Lube oil pressure at full load of engine and lu perature: Prrig = 1.3 bar 2bar ication oil at operating tem- Lube oil pressure at engine start and cold lube oil: For a short time up to 4 bar. Limit values for alarm in case of too low lube oil pressure: At 1.0 bar: Engine power at halt load and at 0.8 bar: Engine stop. A Caution! When reaching the limit values, both the alarm and the reaction of the engine control must go off at the same time (without delay), in order to avoid damage to the tur- bocharger. 04.08 TCAGS 35