(a) Sketch and describe exhaust gas turbo changer used on main engine.

(b) Explain L.O system.

(c) Why are the dynamic and static balances required to check and how?

In the case of large out put diesel engines , 75 % of the specific power out put per cylinder and S.F.O.C depend
on the efficiency , reliability and durability of the turbochargers . Therefore , the turbocharger has now become an
integrated part and heart of the engine system.
The sketch is shown the basic construction of turbocharger used on a diesel engine. Its consists 2 parts in
majority , blower side and turbine side. The blower is made 2 separate parts , the inducer and the impeller . The
inducer is made from steel casting or aluminium forging. It is splined or keyed to the shaft. The impeller is made of
aluminium or titanium forging. The diffuser is fixed guide vanes surrounding the impeller. The turbine disc is made
from special heat resistance steel and shrink fit to the shaft. Blades are cast or forged from high temperature creep
resistance steel and firmly fitted on the turbine disc on the Fir tree roots . This form is superior because there is less
stress concentration at the junction between the rotor and the blades. The rotor made of high alloy nickle chrome
steel.
The exhaust gas enters through a row of converging channel in nozzle ring , in which designed gas flow at rotor
inlet and expand to high velocity and momentum. Then enter to the single row of the rotating blades which are wire-
binded to dampen vibration and expand further and leave radially or axially.
At the blower side, the air passing through filter – silencer and compressed in the inducer which lead to the eye of
the impeller without shock . The air possessing kinetic energy , leaving the impeller with high velocity and enter to
diffuser , in which kinetic energy is converted to pressure energy, enter the spiral volute collection and conveying the
compressed air at constant pressure and velocity to the air cooler via exit flange.

L.O system
Independent Header Tank System Keep header tank about 6 mtr above turbocharger and continuously pump up
the oil from drain tank via oil cooler and overflow back to drain tank. From
header tank , L.O supply to bearings with gravity flow , and ensure not to less
than 1.6 bar pressure. Collected oil return to drain tank Header tank capacity
is sufficient to supply 15 minute in case of pump failure .

Under main engine L.O system Direct supply from main engine L.O system using very fine filtration wire
mesh of 30 uM . An oil tank is placed on top of the turbocharger to achieve
gravity effect and sufficient capacity to protect bearing damage in case of L.O
system failure or engine stop.

Self contained system.
This system use own gear type L.O pump, driven by rotor shaft . Pump suck
the oil from turbocharger sump and inject directly to the roller bearings, then
drain back to the sump. Cooling is effected by the air at the compressor end
and cooling water jacket at turbine end. System is effective for any rolling or
pitching up to 25 ‘ in heavy weather.

Rotor balancing

When the C.G of the shaft is coincide with the polar axis of its journal , the shaft is statically balanced.
With the statically balanced condition, the shaft is revolved in the bearings , the load on the bearings remain
constant through out 360’ of rotation , the shaft is dynamically balanced .
Turbocharger rotor is revolving with very high speed around 15000 ~ 25000 rpm in very high exhaust
temperature . In this condition , by the exhaust gas containing combustion products , depositing , corrosion and
erosion effects may occur at turbine blades and rotor itself. From these effects , turbocharger rotor will become out of
balance and produce deflection.
Therefore , turbocharger rotor is required to check static and dynamic balance.

Static balance check Place rotor on knife edge , it will remain at the position and not rotate . So the
rotor is static balance.
If the rotor move slightly and roll the same position, where its C.G is directly
under the polar axis , the shaft is not static unbalance.
This can be corrected by adjusting weight of transverse side.

Dynamic balance check Place the static balance rotor on the bearings and run up to its critical speed.
Check the load on bearing . It should not change for 360’ rotation for dynamic
balance rotor.