Scavenging

Scavenging
• Scavengingis the process whereby air at a pressure greater than that of
atmospheric pressure is used to push the exhaust gas out of the cylinder
of an engine.
• Unlikethe 4 stroke engine, a two stroke diesel engine does not use the
piston to push out the exhaust gas, instead, air enters the cylinder
around bottom dead center and sweeps or scavenges the exhaust gas
from the cylinder.
Scavenging
Scavenging
• Removal of exhaust gas from the cylinder after combustion and its
replenishment with air for subsequent combustion.
• Efficient scavenging is necessary for good combustion
• The passage of scavenge air will also assist cooling of piston and
cylinder
Scavenging
• Two-stroke engines rely upon a charge of scavenge air under slight
pressure sweeping through the cylinder and expelling the exhaust
gas in front of it
• This process takes place while both scavenge and exhaust
connections are open and the piston is near the bottom of the
cylinder
• Hence a very short period of time is available for scavenging to take
place.
 Scavenging
• Air must be supplied at a higher pressure than that in the exhaust manifold
using any of the below means:
- Reciprocating scavenge pumps
- Rotary blowers – electric or engine driven
- Turbochargers

Scavenge air enters through ports near the bottom of the cylinder liner when
these are uncovered by the piston moving down to the BDC until the piston
again covers the ports during its upward stroke.

The directional flow of air within the cylinder is decided by the engine design
and the exhaust arrangements.
 Scavenging
• A scavenging system must fulfill the following requirements:
- *The exhaust ports / valve must open earlier to provide a lead to the
exhaust. During this period the pressure in the cylinder falls below the
scavenge pressure.
- *The scavenge ports must be closed after the process of gas exchange is
completed
- *Loss of fresh air charge escaping through the exhaust ports should be
minimised
Scavenging
Scavenging

A scavenging process may be considered to take place in a number of

stages.
1. First period or the blow down period:
- This period begins at the moment the exhaust ports are uncovered.
- The exhaust gases are blown down in the exhaust manifold where a
lower pressure exists
- The gas is compressed at the vicinity of exhaust ports inside the
cylinder leaving a rarefied area immediately behind it. The pressure
drops below the scavenge air box pressure.
Scavenging
2. Second period or the scavenging period proper.
- The period begins after the scavenge ports are opened.
- Scavenge air enters the main cylinder, sweeps the residual combustion
gases out of the cylinder and charges the cylinder with fresh air.
- The mass of air drawn in the cylinder depends on the difference in pressure
between scavenge trunk and exhaust system.
Scavenging
3. Third period
- A further period in which an effort is made to contain the air taken in the
cylinder already.

The process of charging the cylinder is associated with a degree of

inter-mixing with exhaust gases which affects the purity of charge and
increases the charge temperature.
Scavenging
There are two basic methods of scavenging:
1. Uniflow or through-scavenge - air passes straight up through the length
of the cylinder forcing the exhaust through ports or valves at the top of
the cylinder.
2. Reverse flow scavenging - in which air passes over the piston crown and
rises to form a loop within the cylinder, expelling gas through exhaust
ports.

Depending on the relative positions of exhaust and scavenge air ports, the
reversed flow system are divided into:
1. Full loop scavenging with exhaust on top of air ports at the same side of
the engine
2. Cross scavenging with scavenge ports facing the exhaust ports
Uniflow Scavenging
Reversed flow Scavenging
Scavenging
Uniflow Scavenging
- Air flows in streams with slight induced rotational motion.
- The charge is not allowed to change direction and hence intermixing is
minimum.
- Due to absence of eddies and turbulence it is easier to push the products of
combustion without mixing and short circuiting.
- Scavenge efficiency is the highest.
- The system is particularly suitable in slow speed engines with long stroke
and large area of escape for exhaust gases.

- Uniflow scavenging is achieved by:

1. By two pistons working in one cylinder as in opposed piston engine
2. By a poppet valve which provides large area for escape of exhaust gases
so that the desired pressure drop in the cylinder is achieved without
turbulence at exhaust
Opposed piston engine
Reversed flow Scavenging
- The engines employing a reversed flow system of scavenging are
structurally simpler.
- Owing to the absence of cams, valves and valve gear, engines are simple
and sturdy.
- Cylinder head can better withstand the thermal stresses.
Reversed flow Scavenging
The disadvantages with the system are:
- The piston skirt has to be much longer than that for a uniflow scavenged
engine. This is because the skirt has to seal the scavenge and exhaust ports
when the piston is at TDC.
- There is a greater possibility of intermixing air and exhaust. As a result the
purity of charge is less and the charge temperature is higher
- A sharp temperature difference exists within a small area around the
scavenge and exhaust ports. Hence the possibility of thermal cracks at the
bars and the chance of thermal distortion of the liner are greater.
- The exhaust back pressure may rise due to narrowing of exhaust passage
by deposit of unburnt carbon.
- The piston rings will wear out unevenly
Cross Scavenging
Disadvantages:
- The scavenging air is not able to get rid of the layer of exhaust gas near the
wall resulting in poor scavenging
- Some of the fresh charge also goes directly into the exhaust port resulting
in poor bmep.
Loop Scavenging
- Loop scavenging avoids the short-circuiting of the cross scavenged engine
and thus improves the scavenging efficiency.
Scavenging pumps
Since the pumping action is not carried out by the piston of a two-stroke
engine, a separate pumping mechanism, called the scavenging pump, is
required to supply scavenging air to the cylinder.
Types of scavenging pumps range from crankcase compression, piston type
blowers to roots blower.
Careful selection of scavenging pump is important since the design of a
two-stroke engine is affected by the type of scavenging pump used.
 Crankcase scavenging
• Crankcase is used for compressing the incoming air and then transferring it to the
cylinder through a transfer port.
• Cheap in initial cost
• Uneconomical and inefficient in operation
• Amount of air which can be used for scavenging is less than the swept volume of
the cylinder due to low volumetric efficiency of the crankcase which contains a
large dead space.
• Since the delivery ratio is less it is not possible to scavenge the cylinder
completely of the products of combustion and some residual gases always
remain in the cylinder resulting in low mep.
• Also oil vapours from the crankcase mixes with the scavenging air resulting in
high oil consumption.
Crankcase scavenging
Piston, Roots and Centrifugal
Blowers
• Piston type blowers are used only for low speed engines.
• Roots blower is preferred for small and medium output engines
• Centrifugal blower is preferred for large and high output engines
Piston, Roots and Centrifugal Blowers
Exhaust gas turbocharging system
 Compression Ratio (CR)
• Thermal efficiency of a Diesel engine increases
with increase in CR. But a very high CR gives a very
high peak pressure and temperature. The
crankshaft and other components are to be
designed to withstand the peak load. Hence too
high CR would involve higher weight and cost of
engine.
• The upper limit of CR is therefore fixed by the
strength of the cylinder, the bearings and other
parts whose stresses are determined by peak
mechanical and thermal loading.
 Compression Ratio (CR)
• Increase in CR in the lower range gives a
proportionate gain in thermal efficiency. But in
the higher range the gain becomes
progressively less.
• Higher CR helps easy starting from cold
condition.
 CR and Supercharging
• MEP (mean effective pressure) can be increased
by burning more fuel, but this increases the fuel
consumption and maximum pressure.
• Maximum pressure rise is a major factor in the
mechanical design of the engine.
• Hence if it is desired not to increase the maximum
pressure, a further boost of the MEP is possible by
reducing the CR with simultaneous increase in the
charge air pressure at the intake. This principle is
adopted in high pressure turbo-charged engines.
 Supercharging
• A supercharger is an air compressor that increases the pressure or density
of air supplied to an internal combustion engine. This gives each intake
cycle of the engine more oxygen, letting it burn more fuel and do more
work, thus increasing power.

• Power can be increased by increasing the compression ratio which

increases the maximum cylinder pressure. But with super charging, the
rate of increase in max pressure is less than the rate of increase of brake
mean effective pressure. The rate of increase of max temperature is also
low in case of supercharging.

• Power for the supercharger can be provided mechanically by means of a

belt, gear, shaft, or chain connected to the engine's crankshaft. When
power is provided by a turbine powered by exhaust gas, a supercharger is
known as a turbo supercharger – typically referred to simply as a
turbocharger.
 Supercharging
• A naturally aspirated engine draws air of the same density as the ambient
atmosphere.
• Since this air density determines the maximum weight of fuel that can be
effectively burned per working stroke in the cylinder, it also determines the
maximum power that can be developed by the engine.
• Increasing the density of the charge air by applying a suitable compressor
between the air intake and the cylinder increases the weight of air induced
per working stroke, thereby allowing a greater weight of fuel to be burned
with a consequent rise in specific power output.
 Supercharging
• Supercharging is meant for increase in output by burning more fuel, it has
no relation with thermal efficiency. However a slight gain in thermal
efficiency results because of better combustion of fuel.
• The power is a function of average pressure but the engine dimensions are
ascertained on the basis of maximum pressure. Supercharging increases
the average pressure without appreciable increasing the maximum
pressure.
• Thus it is a means of improving power without increasing the weight of the
engine. Hence supercharging improves the power to weight ratio of the
engine.
 Supercharging
• The mass of fuel required to be injected for generation of a larger power
has to be more than that compared to a non-supercharged engine.
• Supercharged engines must have a faster rate of heat release within almost
the same period of injection for better thermal efficiency. Hence
supercharging is associated with high maximum pressure also.
• But the rate of increase in max pressure is much less than the rate of
increase in power output.
 Supercharging
• The power expended in driving the compressor has an important influence
on the operating efficiency of the engine.
• It is relatively uneconomical to drive the compressor direct from the engine
by chain or gear drive because some of the additional power is thereby
absorbed and there is an increase in specific fuel consumption for the extra
power obtained.
 Supercharging
•About 35 per cent of the total heat energy in the fuel
is wasted to the exhaust gases, so by using the energy
in these gases to drive the compressor an increase in
power is obtained in proportion to the increase in the
charge air density.
•The turbocharger comprises a gas turbine driven by
the engine exhaust gases mounted on the same
spindle as a blower, with the power generated in the
turbine equal to that required by the compressor.
 Supercharging
Advantages of exhaust gas turbo-blower system:
•A substantial increase in engine power output for
any stated size and piston speed, or conversely a
substantial reduction in engine dimensions and
weight for any stated horsepower.
•An appreciable reduction in the specific fuel
consumption rate at all engine loads.
•Increased reliability and reduced maintenance
costs
 Pulse System
•A certain mass of a gas at a higher
pressure and temperature can be made to
work by expanding to a lower pressure
and temperature.
•The temperature and pressure that
prevails in a cylinder at the point of
exhaust will be 500 to 600 deg C and 3.5
to 4 bar
 Pulse System
•The expansion that takes place in the diesel cylinder is
limited.
•Complete expansion of the gases from the ignition
pressure to the atmospheric pressure cannot be
achieved.
•Pulse system aims at further expansion of gas beyond
that had taken place in the engine cylinder.
•The loss of work in the cylinder due to incomplete
expansion appears as work in the turbine and thus
input to the compressor shaft.
 Pulse System
•The first phase of exhausting is a blowdown
process.
•The exhaust ports act as nozzles which
produce a high velocity stream of gas down to
the exhaust pipe. The pipe constructed in small
diameter, is quickly pressurised to form a
pressure pulse. The pulsating pressure wave
reaches up to the nozzle of the turbine where
further expansion of the gas takes place.
Pulse System
• When the turbine works in this manner by expanding the unutilised part of
expansion taking place in the nozzles and blades of the turbine it is called
pulse system of turbocharging.
Pulse System
•The speed of the compressor changes according to
the exhaust temperature and pressure and the
demand of the engine.
•It supplies air in a matching relationship automatically
starting from part load to full load operation. It also
responds well to quick load fluctuation.
•It is necessary for a multi-cylinder engine to arrange
the exhaust pipes in divided ducts up to the
turbocharger.
•The turbocharger may have gas inlet at two to four
points, each point supplying one segment containing
a number of nozzles.
Pulse System
The design of exhaust ducting should meet the
following requirements:
-To preserve the kinetic energy of blowdown by
interposing resistance in the line as the gas is taken
through narrow, short and straight pipe lines up to
the entry of the turbine
-To prevent the interference in the scavenging of one
by the exhausting of the other
-To distribute energy of the exhaust gas equally
amongst the number of turbochargers
-To tune the exhaust system so that the manifold
pressure pulsation is not reflected back to the engine
 Pulse System
Exhaust grouping:
If the exhaust period of one cylinder overlaps with the
scavenge of the other, the exhaust pressure from the
cylinder which is exhausting interferes with the
scavenging of the other cylinder.
In order to avoid occurrence of such combinations in
multi cylinder two or four stroke cycle engines, the
cylinders are selectively grouped with connections to
two or more exhaust pipes.
The pipes are arranged in smaller diameters to
preserve the pressure pulse due to blow down and in
short straight lengths to prevent any loss of energy.
Pulse System

Exhaust grouping:

•A three-cylinder four stroke cycle engine will

have the firing sequence separated by 2400.
•Hence a four stroke supercharged engine
having number of cylinders four and above will
require exhaust grouping.
Exhaust Grouping
 Pulse System
• 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 the turbine nozzles and further
expansion takes place.
Pulse System
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
Pulse System
Advantages:
•At low load and low speed it is more efficient
(Still efficient when Bmep is < 8 bar)
•No need of assistance with scavenge pump and
blower at any load change.
•It is highly responsive to change in engine
condition giving good performance of all speed
of engines.
•High available energy at turbine
•Good turbocharger acceleration
Pulse System
Disadvantages:
•The exhaust grouping is complicated.
•Different sizes of exhaust pipes are needed for
spare.
•High pressure exhaust from one cylinder would
pass back into another cylinder during the low
pressure scavenging period thus adversely
effecting the combustion efficiency.
Constant Pressure System
• In this system the admission of gas to turbine blades is at constant velocity
distributed uniformly over the entire blade area
• All cylinders exhaust into a pipe of large diameter which is common to all
cylinders.
• The pressure pulses are first damped out by expanding the gas in this
chamber which is then maintained at a constant pressure.
• The exhaust manifold acts as a reservoir and supply the turbocharger at a
steady pressure through one entry point.
Constant Pressure System
•In the constant pressure system no attempt is made
to recover work due to unutilised expansion in the
cylinder.
•The exhaust is allowed to throttle from the cylinder
through the exhaust valve (or port) without doing any
work into the exhaust manifold which is of larger
diameter.
•The work transfer takes place solely by virtue of
enthalpy drop as the exhaust gases expand through
the nozzles and over the blades of the turbine.
•The turbine operation is more efficient.
Constant Pressure System
•As the diesel cylinder is up-rated, the MEP is
increased and the enthalpy content of the
exhaust gas is considerably more. But the
pulse system fails to boost up the turbine to
supply the additional air now required.
•As an improvement over pulse system, the
constant pressure turbocharging has been
developed and successfully employed.
Constant Pressure System
•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
Constant Pressure System
Disadvantages:
•For successful operation of constant pressure
system, there must always be a higher
pressure in the compressor outlet than the
exhaust pipe after the cylinder. This condition
is difficult to achieve at part load range of
operation or during acceleration period, when
the energy level in the exhaust gas through put
to the turbine is low.
•The resultant delay in turbo-blower
acceleration, or deceleration, results in poor
combustion during transition periods.
Constant Pressure System
Advantages:
-Better and more rational use of exhaust heat
-A steady pressure before the turbine and hence an
efficient turbine operation
-The work transfer at the turbine wheel is smooth
-The compressor capacity can be increased as more
energy is available for utilisation according to power
-Since pressure pulses are not required, expansion in
the cylinder can be carried longer in the stroke to a
lower temperature and pressure, thus attaining a gain
in output.
Constant Pressure System
Advantages:
-A reduction in specific fuel consumption due to better
scavenging
-Since exhaust grouping is not necessary, the exhaust
piping is made simpler.
-The lack of restriction on exhaust pipe length permits
greater flexibility in positioning the turbo-blower
relative to the engine.
-Typical positions are at either or both ends of the
engine, at one side above the air manifold or on a flat
adjacent to the engine.
Turbocharging in Four stroke engine
•Exhaust gas turbocharged single-acting four-stroke
marine engines can deliver three times or more power
than naturally aspirated engines of the same speed
and dimensions.
•At one time almost all four-stroke engines operated
on the pulse system, though constant pressure
turbocharging has since become more common as it
provides greater fuel economy while considerably
simplifying the arrangement of exhaust piping.
Turbocharging in Four stroke engine
•In matching the turbo blower to the engine, a free air
quantity in excess of the swept volume is required to
allow for the increased density of the charge air and
to provide sufficient air for through-scavenging of the
cylinders after combustion.
•Modern engines carry BMEPs up to 28 bar in some
cases, requiring greater proportions of excess air
which is made possible by the latest design of
turbocharger with pressure ratios as high as 5:1.
Turbocharging in Four stroke engine
•Optimum values of power output and specific fuel
consumption can be achieved only by utilization of
the high energy engine exhaust pulses.
•The engine exhaust system should be so designed
that it is impossible for gases from one cylinder to
contaminate the charge air in another cylinder, either
by blowing back through the exhaust valve or by
interfering with the discharge of gases from the
cylinder.
•During the period of valve overlap it follows that the
exhaust pressure must be less than air charging
pressure to ensure effective scavenging of the
cylinder to remove residual gases and cooling
purposes.
Turbocharging in Two stroke engine
•Compared with four-stroke engines, the application
of pressure charging to two-stroke engines is more
complicated because, until a certain level of speed
and power is reached, the turbo-blower is not
self-supporting.
•At low engine loads there is insufficient energy in the
exhaust gases to drive the turbo-blower at the speed
required for the necessary air-mass flow.
•In addition, the small piston movement during the
scavenge period does nothing to assist the flow of air,
as in the four-stroke engine.
Turbocharging in Two stroke engine
•Accordingly, starting is made very difficult and
off-load running can be very inefficient; below certain
loads it may even be impossible.
•A solution was found by having mechanical scavenge
pumps driven from the engine arranged to operate in
series with the turbo-blowers.
•Standard on modern engines, however, are
electrically driven auxiliary blowers.
Supercharging of SI engines

•Supercharging increases the tendency to knock and

pre-ignite.
•As the flame front propagates from spark plug
towards BDC , the flame front exerts pressure on the
end gases at bottom and this pressure if sustains for
time equal to the ignition lag of end gases and
temperature rises above self-ignition temp of fuel,
then end gases would ignite before the flame reaches
there and another flame front propagates in the
direction towards TDC and when it will collide with
original flame front, shock wave will generate which
leads to enormous pressure rise .
Supercharging of SI engines
•This means a reduction in the ignition delay is a
favorable condition for knocking.
•Supercharging will cause increased intake
pressure and temperature which will reduce the
ignition delay, thus increasing the tendency to
knock.
Supercharging of SI engines
•Hence the supercharged SI engines employ
lower compression ratios.
•This along with increased heat losses result in
lower thermal efficiency.
•Thus supercharged SI engines have a greater
fuel consumption than naturally aspirated
engines.
•Injection of water into the combustion chamber
and intercooling of charge air before feeding to
the engine are the methods used to overcome
the issues.
Supercharging of SI engines
•Because of poor fuel economy supercharging is
used only when a large amount of power is
needed or when more power is needed to
compensate altitude loss.
Supercharging in CI engines
•Detonation occurs because of increased
ignition delay - if ignition delay is more then
more fuel will accumulate till ignition starts
hence ignition of more fuel instantaneously
leads to pressure rise called detonation.
•Supercharging will cause increased intake
pressure and temperature which will reduce the
ignition delay thus reducing the tendency for
detonation.
Supercharging in CI engines
•The increase in pressure and temperature of
intake air reduces ignition delay and hence the
rate of pressure rise during combustion,
resulting in better and smoother combustion.
This allows a poor quality fuel to be used.
•The increase in intake air temperature reduces
volumetric and thermal efficiency but the
increase in density compensates for this.
Charge air cooling
•The increased weight or density of air introduced into
the cylinder by pressure charging enables a greater
weight of fuel to be burned, and this in turn brings
about an increase in power output.
•The increase in air density is fractionally offset by the
increase of air temperature resulting from adiabatic
compression in the turbo-blower, the amount of
which is dependent on compressor efficiency.
Charge air cooling
•For a charge air pressure of, say, 0.35 bar, the
temperature rise is of the order of
330C—equivalent to a 10% reduction in charge
air density.
•For a charge air pressure of 0.7 bar, the
temperature rise is some 600C, which is
equivalent to a reduction of 17% in the charge
air density.
•Much of this potential loss can be recovered by
the use of charge air coolers.
Charge air cooling
Charge air cooling has a double effect on engine
performance -
•By increasing the charge air density it thereby
increases the weight of air flowing into the cylinders,
and by lowering the air temperature it reduces the
exhaust temperature and the engine thermal loading.
The increased power is obtained without loss, and
with an improvement in fuel economy.
It is important that charge air coolers should be
designed for low pressure drop on the air side;
otherwise, to obtain the required air pressure the
turbo-blower speed must be increased.
Charge air cooling
•A typical construction has cooling surface that
consists of two banks of rolled-in aluminium- brass
finned tubes which are expanded in tube plates.
•The top tube plate is firmly held while the bottom
plate can slide to take up expansion of tubes.
•Air is passed over the fins and cooled down.
•Cooling water passes through the tubes in two
straight passes.
Charge air cooling
Charge air cooling

•The air must not be cooled below the dew point of

the vapour at the condition of pressure, temperature
and humidity existing in the charge air pipe, since this
will cause condensation.
Turbocharger
Radial flow turbocharger
 Radial flow turbocharger
• The diesel engine exhaust gases enter through the water-cooled gas
inlet casing (50), expand in the nozzle ring (30) and supply energy to
the shaft (20) by flowing through the blading (21).

• The gases exhaust to the open air through the gas outlet casing (60),
which is also water cooled, and the exhaust piping.

• The charge air enters the compressor through an inlet (82) and the
silencer filter (80).

• It is then compressed in the inducer and the impeller (25), flows

through the diffuser (28) and is fed to the cooler via the compressor
casing (74).
Radial flow turbocharger

•Air and gas spaces are separated by the heat

insulating bulkhead (70).
•In order to prevent exhaust gases from flowing
into the balance channel (Z) and the turbine side
reservoir, barrier air is fed from the compressor
to the turbine rotor labyrinth seal via channel X.
 Radial flow turbocharger
•The rotor (20) has easily accessible bearings (32, 38)
at both ends, which are supported in the casing with
vibration damping spring elements.
•Either roller or plain bearings are used but for the
most common construction using roller bearings a
closed loop lubrication system with an oil pump
directly driven from the rotor is used (47, 48).
•The bearing covers are each fitted with an oil filter,
an oil drain opening and an oil gauge glass.
•On models with plain bearings, where the quantity
of oil required is large, these are fed from the main
engine lubricating oil system.
Radial flow turbocharger
Turbocharger
Radial flow turbocharger
• A turbocharger consists of two sections:
- Compressor
- Turbine
Compressor

A centrifugal compressor which has a large capacity to

handle air and is simple in construction is the best
choice where a high mass flow with low delivery
pressure is demanded.

It consists of a rotor or impeller containing radial vanes

mounted on a shaft and enclosed in a casing with fine
clearances.
Compressor

•A single-stage centrifugal compressor will have the

following divisions:
- an intake system
- the impeller channel
- a diffusion system
Intake system

•The intake system consists of an intake silencer,

guide-ways and impeller intake guide vanes or
inducers.

•The function of the system is to admit air to the

hub of the impeller without shock and friction.
Impeller channel

•The impeller channel begins from the center of

the hub and extends radially outwards to the
tip.
•Air is given a centrifugal force so that it leaves
the impeller vane at a high velocity.
•The displacement of air creates a suction
inducting more air through the inducer.
Impeller channel

•The impeller is usually made by forging of light

alloy of aluminium-silicon.
•The physical properties of such material are
lightness, strength together with toughness,
and its capacity for a smooth surface finish.
 Diffusion system
•Comprises of a stationary vaned diffuser and a vane less
space of gradually increasing area.
•Diffuser is the name given to the fixed vanes surrounding
the impeller.
•The high velocity of air leaving the impeller tip enters the
fixed diverging vanes of the diffuser.
•The air stream is slowed down in the diffusion process
where some of the kinetic energy is converted to a
pressure head.
•By the diffusion process the air is slowed down to intake
velocity with a rise in pressure.
•The process involves compression and consequently a
rise in temperature.
Diffuser
Turbine
•The turbine is driven by the engine exhaust gas,
which enters via the gas inlet casing.
•The gas expands through a nozzle ring where
the pressure energy of the gas is converted to
kinetic energy.
•This high velocity gas is directed onto the
turbine blades where it drives the turbine wheel,
and thus the compressor at high speeds (10
-15000 rpm).
•The exhaust gas then passes through the outlet
casing to the exhaust uptakes.
 Turbine
•The nozzle ring is where the energy in the exhaust gas
is converted into kinetic energy.
•It is fabricated from a creep resistant chromium nickel
alloy, heat resisting moly-chrome nickel steel or a
nimonic alloy which will withstand the high
temperatures and be resistant to corrosion.
•Nimonic alloys typically
consist of more than 50% nickel
and 20% chromium with additives
such as titanium and aluminium.
Turbine

• Turbine blades are usually a nickel chrome alloy or a nimonic

material (a nickel alloy containing chrome, titanium,
aluminium, molybdenum and tungsten) which has good
resistance to creep, fatigue and corrosion.
• Blade roots are of fir tree shape which give positive fixing and
minimum stress concentration at the conjunction of root and
blade.
• The root is usually a slack fit to allow for differential
expansion of the rotor and blade and to assist damping
vibration.
• On small turbochargers and the latest designs of modern
turbochargers the blades are a tight fit in the wheel.
Turbine
Turbine

• Lacing wire is used to dampen vibration, which can be a

problem.
• The wire passes through holes in the blades and damps
the vibration due to friction between the wire and blade.
• It is not fixed to each individual blade.
• The wire can pass through all the blades, crimped
between individual blades to keep it located, or it can be
fitted in shorter sections, fixed at one end, joining
groups of about six blades.
Turbine
•A problem with lacing wire is that it can be
damaged by foreign matter, it can be subjected
to corrosion, and can accelerate fouling by
products of combustion when burning residual
fuels.
•Failure of blading due to cracks emanating from
lacing wire holes can also be a problem.
•All the above can cause imbalance of the rotor.
Turbine
Turbine
• The turbine casing is of cast iron.
• Some casings are water cooled which complicates the
casting.
• Water cooled casings are necessary for turbochargers
with ball and roller bearings with their own integral LO
supply (to keep the LO cool).
• Modern turbochargers with externally lubricated
journal bearings have uncooled casings.
• This leads to greater overall efficiency as less heat
energy is rejected to cooling water and is available for
the exhaust gas boiler.
Turbine
• Labyrinth seals or glands are fitted to the shaft and
casing to prevent the leakage of exhaust gas into the
turbine end bearing.
• To assist in the sealing effect, air from the compressor
volute casing is led into a space within the gland.
• A vent to atmosphere is provided at the end of the
labyrinth
• Discoloring of the oil on a rotor fitted with a roller
bearing will also indicate a failure in the turbine end
gland.
Turbine
• A labyrinth arrangement is also fitted to the back of the
compressor impeller to restrict the leakage of air to the
gas side.
Turbocharger NOZZLE RING
TURBINE BLADING
 Turbocharger
• The horizontal rotor is constructed in parts and made hollow out
of high alloy nickel chromium steel.
• The shaft carries a single stage axial gas turbine wheel at one end
and a radial single stage compressor at the other end.
• The shaft rests on sleeve bearings.
• At the compressor end there is a thrust bearing for keeping the
rotor assembly in its true axial alignment while it is free to expand
at the other end.
• The rotor shaft is provided with shrunk on bushes for bearings and
shrunk on labyrinth seal.
• The labyrinth seals are supplied with sealing air taken from the
scroll housing through outside tubes, which are easy to inspect
and clean.
 Turbocharger

•The casing is divided to form the turbine and the

compressor housings at two ends.
•The subdivision wall is provided with water cooling
arrangement.
•The air is admitted axially through the impeller and
passes radially outwards to the tips.
•The blower side is equipped with a silencer.
 Turbocharger
•The turbine end housing contains one or two gas inlets.
A grid is provided before the inlet to arrest any large
piece of metal from entering the turbine and causing
damage to the blades.
•The turbine bearings are lubricated from an overhead
tank with a constant static pressure head above the
bearings.
•This ensures the lubrication is continued unaffected in
the event of lubricating oil pump failure.
•The overflow sight glass provides means for inspection
of the oil quantity and flow at all times.
 Compressor Characteristics
• The relationship between speed of rotation, mass flow and
pressure ratio is termed as compressor characteristics.
Compressor Characteristics
• A typical characteristic curve for one particular speed is shown
here.
Compressor Characteristics
• At point C the valve is fully open, hence no obstruction for the flow
to move ahead.
• The static pressure developed is negligible but the velocity is
maximum and the shaft power is high.
• As the resistance to flow is increased the mass flow is reduced
causing the pressure to rise.
• A characteristic curve is obtained when the pressure ratio is plotted
for each position of valve opening.
 Compressor Characteristics
•The pressure ratio attains a maximum value at B.
•If the flow is still reduced the pressure suddenly drops
below the delivery pressure initiating surging or
pumping of air back to the compressor.
•Surging is defined as excessive aerodynamic
pulsation in the air stream.
•When the pressure ratio drops the air will flow back or
surge to the compressor due to higher pressure
downstream.
•The next moment the compressor regains its pressure
ratio and delivers.
Compressor Characteristics
• Due to this characteristic of compressor at low mass
flow rate, it cannot be worked at point left of maximum
pressure ratio.
• A compressor is most efficient within a narrow range on
the right of the operating point B.
• At every speed the compressor will have a different
characteristic curve.
• A family of such curves will show the characteristic of
the compressor over a certain operating speed range.
Compressor Characteristics
• That portion of the curve which remains on the left of the maximum
pressure line is inoperable due to surge.
• The line A
joining
these points
is called
the surge limit.
Blower Surging
• Too low an air-mass flow at a given speed, or pressure ratio, will cause the
blower to surge, while too high a mass flow causes the blower to choke,
resulting in loss of pressure ratio and efficiency at a given speed.
• The blower impeller, as it rotates, accelerates the air flow through the
impeller, and the air leaves the blower with a velocity that is convertible
into a pressure at the diffuser.
• If, for any reason, the rate of air flow decreases, then its velocity at the
blower discharge will also decrease; thus there will come a time when the
air pressure that has been generated in the turbo-blower will fall below the
delivery pressure.
• There will then occur a sudden breakdown of air delivery, followed
immediately by a backward wave of air through the blower which will
continue until the delivery resistance has decreased sufficiently for air
discharge to be resumed.
• ‘Surging’ is the periodic breakdown of air delivery.
Blower surging
• In the lower speed ranges surging is manifested variously as humming,
snorting and howling.
• If its incidence is limited to spells of short duration it may be harmless and
bearable. In the higher speed ranges, however, prolonged surging may
cause damage to the blower, as well as being most annoying to engine
room personnel.
UNCOOLED TURBOCHARGERS
• Modern marine engines use uncooled turbochargers since the exhaust
gas temperatures are relatively lower than earlier types.
• Instead of wasting the heat energy by cooling through water cooled
casings, this heat energy can be recovered in the exhaust gas
economizer. Thermal efficiency of the overall plant increases. More heat
is available at the exhaust gas economizer inlet.
• Corrosion defects are avoided which were due to the sulphur products at
low loads on the gas side of water-cooled casings. Further details are
listed in the chapter on Engine Developments.

• Point A – is the temperature of exhaust gas leaving the turbocharger in a

water-cooled system.
• Point B – is the temperature of the exhaust gas leaving the turbocharger
in an uncooled system.
• Point B is much greater than Point A showing more heat available to the
exhaust gas economizer.
UNCOOLED TURBOCHARGERS
 UNCOOLED TURBOCHARGERS
•The turbine casing is of cast iron. Some casings
are water cooled which complicates the casting.
Water cooled casings are necessary for
turbochargers with ball and roller bearings with
their own integral LO supply (to keep the LO
cool). Modern turbochargers with externally
lubricated journal bearings have uncooled
casings. This leads to greater overall efficiency
as less heat energy is rejected to cooling water
and is available for the exhaust gas boiler
Problems associated with T/C
Turbine blading:
- Vibration of blades due to unbalance of the rotor as a result of
deposits or fouling.
- Vibration of blades due to the pulsating flow of exhaust gases
admitted partially.
- Fatigue failure may occur at the blade root.
- Deposits on the blade surface
Problems associated with T/C
Nozzle Ring:
- Deposits from engine exhaust may clog the nozzles partially
- Nozzles of small turbochargers with four stroke engines are narrow.
Further narrowing will affect the performance causing high back
pressure, loss of power, increase in thermal loading and frequent
turbocharger surging.
Problems associated with T/C
Bearings:
- Erosion of the bearing balls or rollers caused by impurities present
in lubricating oil may reduce their service life.
- Heavy momentary loading due to vibration, bearing running dry or
by contaminated oil, overheating, etc can also cause damage to the
bearings.
Problems associated with T/C
Turbine casing:
- Thinning of the wall due to corrosion on the exhaust side
- Loss of metal due to erosion by particles of impurities in the gas
- Thermal cracks due to rapid load changes or due to cooling system
failure
- Thinning of wall due to corrosion in the cooling water space
Maintenance on turbocharger
• Regular checking of oil level in the bearing sump
• Changing of oil every 500 to 1000 running hours
• Cleaning of air filter every 1000 running hours
• Water washing of the turbine side every 48 running hours (A/Es) /
leaving a port (M/E)
• Dry / grit cleaning of the turbine side daily
• Water washing of blower side every 24 / 48 running hrs
• Renewal of bearings
• Cleaning of cooling water chamber
Water washing of the turbine side
• Accumulation of dirt on turbine will cause imbalance and lead to
higher stresses of the bearings.
• The water must be injected into the exhaust system ahead of the
protecting grids with the engine running at low power.
• The amount of water to be used depends upon the volume of gas
and its temperature.
• The flow rate must be so that 50% to 70% of the water is
evaporated and escapes through the exhaust, while the remaining
water is drained through the tap in the exhaust casing.
Water washing of the turbine side
• The cleaning effect is based on the water solubility of the deposits,
as well as on the mechanical effect of the striking water droplets.
Water washing of the turbine side
 Water washing
Cleaning procedure:
of the turbine side
- Reduce power until the turbocharger runs at the speed recommended by
the maker
- The temperature of the gas entering the turbine must be less than 300deg
C
- Open drain valve and ensure it is clear
- Supply water at the recommended pressure and flow rate
- Check water draining through the drain. Cleaning can be stopped when the
water becomes clear.
- Continue running for 3 more minutes to ensure all parts are dry
 Hybrid Turbochargers
• Hybrid turbocharger is developed by Mitsubishi heavy industries
and it differs from conventional turbochargers in terms of both
waste recovery and fuel saving. Exhaust gas energy is recovered to
turn the compressor, which supplies scavenge air to the main
engine and also generates electricity through an alternator
attachment incorporated in the turbocharger known as MET hybrid
turbocharger
• The turbine and compressor does the heat energy recovery work
and the alternator is used to generate electrical power without
consuming any extra fuel as it is driven by the shaft power of the
turbocharger.
Hybrid Turbochargers
Hybrid Turbochargers
 Hybrid Turbochargers
• For a hybrid turbocharger, three basic things required are:

• 1. Conventional turbocharger with extended shaft to accommodate

alternator at blower end.

• 2. A specially designed very compact alternator to run at very high

speed of around 9000 rpm.

• 3. A cooling system for alternator as heat generated will be more

due to its compact size for given rpm.
 Hybrid Turbochargers
• Construction of hybrid turbocharger

• A two part shell made form cast steel is fitted to the blower side
scroll, which is built up with higher rigidity, in order to support
alternator within the turbocharger silencer.
• The lower half shell is attached first and is made such that it acts
like a sump to collect lubricating oil discharged from the alternator
 Hybrid Turbochargers
• Intake filter and silencer are mounted above the alternator
assembly with sufficient gap to allow air to pass over the shell in to
the compressor blades.

• Cooling water jacket made up of aluminium is provided around the

rotor winding and external cooling air is also supplied at extreme
ends and centre of the windings.

• The alternator and compressor are connected by special designed

flexible coupling.

• The length and weight of the Hybrid T/C

is 313mm and 4600kg
more as compare to conventional system.
 Working of Hybrid Turbocharger

• The working is similar to any other generator, the only difference

here is the prime mover which is turbocharger it self.
• The speed of prime mover governs the voltage and frequency of
the generator. An initial D.C power is provided so that the required
output voltage and frequency can be achieved.
Hybrid Turbochargers
 Hybrid Turbochargers
• Advantages

• With only little increase in the dimensions, enough power can be

generated from main engine operation.
• Fuel saving as the heat recovery system is used for driving the
alternator.
• The generator can function as motor at low load operation to drive
blower for maintaining scavenge air pressure of the main engine.
• Eliminate the installation of auxiliary blower for main engine.
• As no extra fuel is used, it helps in emission cut down from ship