Supercharging is the process of the increasing of the weight of the charged air by increasing the

density of the charged air.

Turbocharging is one kind of supercharging by using exhaust gas turbocharger. In which the
energy in the exhaust gas expelled from the engine cylinder is utilized in driven in gas turbine,
which is connected to a centrifugal air blower and air is supplied to scavenge air trunk.

Constant Pressure System Turbocharging

 Exhaust gas from all cylinders into a common large manifold where pulse energy is
largely dissipated.
 The gas flow will steady rather than intermittent and at a constant pressure at turbine
inlet.

Turbocharger Arrangement in Constant Pressure System

 No exhaust grouping
 Exhaust gases enter into large common manifold and then to turbine
 Firing order not considered

Advantages and Disadvantages for Constant Pressure System

Advantages
1. Good performance in high load (Efficient when Bmep is above 8 bar)
2. More suitable for high output engine.
3. There is no need to group the cylinders exhaust into multiple of three. (Simple piping
system)
4. No exhaust grouping
5. High turbine efficiency due to steady flow of exhaust.
6. The work transfer at the turbine wheel is smooth.
7. Reduction in SFOC (Specific Fuel Oil Consumption) of 5% – 7%
Disadvantages
1. When running at reduced speed and starting up low available energy at turbine. Thus
it supplies inadequately air quantity of the scavenge pressure necessary for
efficient scavenging and combustion.
2. It require scavenge assistant (Auxiliary Blowers).
3. Poor response in changing load.
Pulse System of Turbocharging

 Makes full use of the higher pressure and temperature of the exhaust gas during the
blow down period
 While rapidly opening the exhaust valves, exhaust gas leave the cylinder at high velocity
as pressure energy is converted into kinetic energy to create the pressure wave or pulse in
exhaust
 These pressure waves or pulses are lead directly to the turbocharger
 Exhaust pipe, so constructed in small diameter, is quickly pressurized and boosted up to
form pressure pulse or wave
 Pressure waves reach to turbine nozzles and further expansion takes place.
Turbocharger Arrangement in Pulse System

 Interference exists between exhausting and scavenging among cylinders

 To prevent this, cylinders are grouped relatively with connections to two or more exhaust
pipes
 Pipes are arranged, in small diameter to boost up pressure pulse and in short, straight
length to prevent energy loss
 Number of exhaust branch depends upon firing order, number of cylinders and
turbocharger design

Advantages
1. At low load and low speed it is more efficient (Still efficient when Bmep is < 8 bar)
2. No need assistant of scavenge pump and blower at any load change.
3. It is highly response to change engine condition giving good performance of all speed
of engines.
4. High available energy at turbine
5. Good turbocharger acceleration
Disadvantages
1. The exhaust grouping is complicated.
2. Different sizes of exhaust pipes are needed for spare.
3. High pressure exhaust from one cylinder would pass back into another cylinder during
the low pressure scavenging period thus adversely effecting the combustion efficiency.
Turbocharger Surging

When the discharge volute pressure exceed the pressure built up in the diffuser and
the impeller, it produces a back flow of air from discharge to suction and it is characterized
by noise and vibration of turbocharger.

Causes of Turbocharger Surging

1. Suddenly load change by heavy sea

2. Scavenge space fire / Exhaust trunking fire
3. Poor power balance
4. Dirty nozzle and blades
5. Individual cylinder misfire
6. Chocked scavenge /exhaust ports
7. Incorrect matching of turbocharger to engine.
8. Poor scavenging or leaky exhaust valve.

What is exhaust tuning?

 Exhaust tuning means arranging the exhaust pipes with suitable length and suitable valve
timing to exhaust into the same pipe without disturbance.
 When the exhaust valve of a diesel engine opens, the cylinder rapidly expands, and
gain velocity and kinetic energy as they pass into the exhaust pipe.
 The kinetic energy of the mass of exhaust gas carries it along the exhaust pipe, and
causes a pressure build up ahead of the mass of gas and a partial vacuum behind it.
 This principle is used in a tuned exhaust system. The partial vacuum created by exhaust
from one cylinder is used to help exhaust expulsion from the following cylinder.
 Grouping of exhaust pipes depends upon the firing order, length & diameter of exhaust
pipe.

Advantages of Inter Cooling the Charged Air

 The effect of cooling reduces the scavenge air temperature and increase the density of
air delivered to the cylinders, thus increasing the power out put delivered by the engine.
 It can increase the output by about 10%.
 Cooled scavenge air reduces cylinder and exhaust gas temperature at a given power
level and these temperatures thus remain within the acceptable limits.
Types of Turbocharger Lube Oil System
1. Own sump
2. External lube oil supply system

Types of Turbocharger Bearings

Ball type bearing (rolling type)

 These are used in turbocharger lube oil from the sumps on both air and exhaust sides is
sprayed onto the bearing by means of attached rotor driven gear type pumps.

Advantages
– Since the pumps are at the end of the shaft, inspection and maintenance is easy.

– Independent sump, no additional fittings such as cooler, filters is required.

– A choice of lubricating oil or turbine oil is available.

– Initial cost is also low.

– Better lubrication with increase in speed.

– Reduction in frictional losses at high speed.

Dis-Advantage
– Poor lubrication at starting and at low speeds.

– Static brinelling can occur due to rubbing of bearings caused by vibrations (in the absence of
oil)

– Oil needs to be renewed at regular intervals.

– Finite life of the pump.

– Different grade of LO other than system oil will incur additional cost.

– Failure of attached pump will cause heavy damage to T/C.

Sleeve type bearings

 These are lubricated by external L.O supply system.

 By gravity from independent header tank situated about six meters above the bearings.
The tank capacity must supply for about 15 minutes after engine is stopped or
 From a main L.O pump lead to the bearings with a separate L.O pipe line. It has
also gravity tank incase of failure of L.O supply. (Under main engine L.O system)

 Journal sleeve type bearing

 – The sketch shows journal sleeve type bearing arrangement. Also shows,
diagrammatically the arrangement of blowers and turbine rotor, bearing labyrinth seal, air
filter and ducting of a radial flow the bearing are lubricated either by oil supplied under
pressure by a pump or by gravity form a header tank which is continuously replenished
by a pump.

 – This type of lubrication employed in radial T/C.

 – The bearing support is at the centre and compressor and turbine wheels at the end.

 – Sleeve type of bearing is used in this arrangement with lubrication from engine lube oil
system.

 – L.O supply is available as long as the main lubricating oil pump is working i.e
independent of T/C working or standstill.

 – A non-return valve with a orifice is provided in the supply line which allows oil to pass
to the header tank.

 – In-case of failure or accidental stoppage of main L.O pump, if the T/C still running, oil
is supplied from the header tank.

 Advantages:
 – Continuous lubrication is available

 – Separate oil is not required, system oil can be used.

 – Less chances of static brinelling between shaft & bush/sleeve. Due to presence of LO
film.

 – In case of failure of main pump, backup from header tank is available.

 – L.O need not be changed or renewed at regular intervals.

 – Lubrication is efficient for all range of speeds.

 Disadvantages
 – Initial cost is very high due to piping, coolers, filters and header tanks requirement.

 – Elements in the piping might get carried away and cause damage to bearings.

 – Deterioration in quality of system L.O will damage the bearings.


Function of Labyrinth Seals

 The bearings are separated from the blower and turbine by labyrinth seals.
 These seals are sealed by air supply from the discharge of blower to prevent oil entering
the blower and to prevent contamination of the oil by the exhaust gas.
 In case of defective labyrinth seals on blower side, oil is leaked into the air system the
cooling surfaces are covered with oil which are insulators and the cooling efficiency will be
reduced. Also there will be deposits on the blower and the blower efficiency will be
reduced.
 In case of defective labyrinth seals on turbine side, the oil is leaked into the exhaust side
and there will be carbon deposits on the nozzle and turbine blades. Reduce blower efficiency
and fire in the exhaust piping. It will cause turbocharger surging. Oil will contaminate with
exhaust gas.
How will you know turbocharger air filter chocked ?

 It can be known by comparing the manometer difference. If manometer difference is

greater than normal, turbocharger air filter may be choke.
 It can cause reduced engine power
 Black smoke will emit from the funnel
 Scavenge pressure will reduce
Function of nozzle ring in turbocharger

 To change pressure energy to velocity (kinetic energy)

Function of shroud ring in turbocharger

 Shroud ring is a component in turbochargers which forms a part of the inner exhaust gas
casing adjacent to the turbine.
 The area around the turbine is always in contact with highly corrosive exhaust gases. If
no shroud ring is fitted, the turbine inner casing will be slowly wasted and complete housing
to be renewed for repair. Otherwise only shroud ring can be replaced with new one.
 Minimize maintenance cost.
 The radial clearance between turbine blades and shroud ring to be maintained within
manufacture tolerance limits. This is very difficult in absence of shroud ring since casing
can go for uneven wear.

Purpose of inducer in turbochargers ?

 To feed the shock less air flow to the impeller or

 To guide the air smoothly into the eye of impeller
Function of Diffuser in turbochargers ?
 To direct the air smoothly into volute casing
 Convert kinetic energy to pressure energy inlet air
What is K value in turbochargers ?
 It is a distance between the rotor shaft end and the flange of bearing cover measured
by blower side.
Purpose of K value in turbochargers ?
 To ensure that rotating impeller does not to touch the stationary blower casing cover in
case of thrust bearing worn out.
How will you run engine in case of turbocharger failure ?
 Rotor to be blocked
 Exhaust gas to be by-passed the turbocharger
 Run engine with reduced speed with remaining turbocharger
 Use Auxiliary Blower
 Maintain all temperature and pressure of fuel, cooling water and lubrication within limit
How to Cut off Damaged Turbochargers for Engine Operation

Engines with one turbocharger (Engines with exhaust by-pass)

1. Stop the engine.
2. Lock the turbocharger rotor.
3. Remove the blanking plate from the exhaust by-pass pipe.
4. Remove the compensator between the compressor outlet and the scavenge air duct. This
reduces the suction resistance.
5. Run engine with 15% of MCR load and 53% speed.
Engines with one turbocharger (Engines without exhaust by-pass)

1. Stop the engine.

2. Remove the rotor and nozzle ring of the turbocharger.
3. Insert blanking plates.
4. Remove the compensator between the compressor outlet and the scavenge air duct. This
reduces the suction resistance.
5. Run engine with 15% of MCR load and 53% speed.
Engines with two or more turbochargers

1. Stop the engine.

2. Lock the rotor of the defective turbocharger.
3. Insert orifice plates in the compressor outlet and the turbine inlet. (A small air flow is
required to cool the impeller, and a small gas flow is desirable to prevent corrosion)
4. Run engine with 20% of MCR load and 58% speed.