Mitsubishi Heavy I ndustries, Ltd.

Technical Review Vol. 43 No. 1 (J an. 2006)

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1. I ntroduction 1. I ntroduction 1. I ntroduction 1. I ntroduction 1. I ntroduction
A turbocharger is a machine that recovers exhaust gas
energy using a turbine and drives an axial compressor to
feed air required for combustion. To respond to high out-
put of recent large-bore diesel engines, the turbocharger
must have a high pressure ratio of compressor and en-
hanced turbocharger efficiency.
Further, the turbo compound system that partially re-
covers exhaust gas energy as driving force is recently
attracting attention, with the need for high-efficiency tur-
bocharger increasing.
This paper presents a report on the development of the
latest high-efficiency MET-MA turbocharger.
2. MET turbocharger overview 2. MET turbocharger overview 2. MET turbocharger overview 2. MET turbocharger overview 2. MET turbocharger overview
2.1 History of MET turbocharger 2.1 History of MET turbocharger 2.1 History of MET turbocharger 2.1 History of MET turbocharger 2.1 History of MET turbocharger
The MET turbocharger was first developed in 1965
for the Mitsubishi UE 2-cycle low speed diesel engine.
To respond to the need for higher engine output, the tur-
Development of
High-efficiency Turbocharger
MET-MA Series for Large-Bore
Diesel Engine
1960 1970 1980 1990 2000
4
3
2
MET .. O
MET-S,-SA
MET-SB,-SBII
MET-SC
MET-SD
MET-SE
SEII
MET-MA
Fig. 1 History of Mitsubishi MET turbocharger
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Original MET
Water-cooled turbocharger
Year
MET-S, SA
MET-S, SA
MET-SB, SC, SD
MET-SB MET-SC MET-SD, SE, SEII
MET-SE, SEII
Fig. 2 Changes in Mitsubishi MET turbocharger compressor impellers and turbine blades
2 pieces wheel,
non-backward impeller
(1973)
2 pieces, backward impeller
(1982)
one body impeller
(1984)
one body impeller
with split blade
(1990)
Impeller with damping wire
(1973)
Free standing blade
(1982)
Free standing blade,
wide chord
(1995)
bocharger has undergone the model changes as shown
in Fig. 1 Fig. 1 Fig. 1 Fig. 1 Fig. 1 to improve performance mainly by improving
the compressor impeller and turbine blade.
Fig. 2 Fig. 2 Fig. 2 Fig. 2 Fig. 2 shows the changes of aerodynamic designs.
KEIICHI SHIRAISHI*
1
TAKANORI TESHIMA*
1
HIROSHI NISHINO*
2
YUKIHIRO IWASA*
1
YUICHIRO HIRANO*
2
Nagasaki Shipyard & Machinery Works
Nagasaki Research & Development Center, Technical Headquarters
*1
*2
2
Mitsubishi Heavy I ndustries, Ltd.
Technical Review Vol. 43 No. 1 (J an. 2006)
2.2 MET turbocharger features 2.2 MET turbocharger features 2.2 MET turbocharger features 2.2 MET turbocharger features 2.2 MET turbocharger features
The MET turbocharger features a bearing on the in-
ner side of the impeller and turbine blade and a rotor
supported by a pedestal with less thermal deformation
as shown i n the secti onal drawi ng of turbocharger i n
Fig Fig Fig Fig Fig. .. .. 3 33 33. Because of this, rotor support is not affected by
thermal expansion of the turbine casing.
Furthermore, the bearing pedestal has an integrated
head tank to enable supply lubricating oil even after the
engine comes to an emergency shut down. I n addition,
the double wall structure of the gas inlet casing enables
removal of the inner casing without removing the pipe
connected to the engine, making it easy to check the tur-
bine and nozzle.
3. Purpose of MET-MA turbocharger development 3. Purpose of MET-MA turbocharger development 3. Purpose of MET-MA turbocharger development 3. Purpose of MET-MA turbocharger development 3. Purpose of MET-MA turbocharger development
For high engine output, high-efficiency supply of high-
density, i.e. high-pressure combustion air is needed, and
this is why the turbocharger requires high compressor
pressure ratio and high turbocharger efficiency. Further,
for effective use of energy, the turbo compound system is
drawing attention, where the exhaust gas supplied to
the turbocharger is partially extracted and recovered as
driving force.
Since the higher the turbocharger efficiency in the
turbo compound system, the higher the energy yield, the
turbocharger must have efficiency improved. To improve
turbocharger performances, MET-MA was developed as
the new MET turbocharger series.
I n devel opi ng MET-MA, the fol l owi ng i tems were
taken into consideration:
(1) To respond to needs for hi gh turbocharger perfor-
mance, the turbi ne bl ade shape and exhaust gas
passage were reviewed to improve performance.
(2) A new series MET60 was added between MET53 and
MET66 series as shown in Fig. 4 Fig. 4 Fig. 4 Fig. 4 Fig. 4, and MET60MA with
a frame smaller than MET66 was applied to an engine
with output of approximately 10000 kW, contributing
to the reduction of turbocharger size.
(3) The external dimensions were approximated with the
conventional turbochargers to enable interchangeability.
Detailed below is turbine blade and gas casing design
closely linked to improved performance.
4. MET-MA Design 4. MET-MA Design 4. MET-MA Design 4. MET-MA Design 4. MET-MA Design
4.1 Turbine blade design 4.1 Turbine blade design 4.1 Turbine blade design 4.1 Turbine blade design 4.1 Turbine blade design
A new turbine blade is adopted to improve MET-MA
turbocharger efficiency. Fig. 5 Fig. 5 Fig. 5 Fig. 5 Fig. 5 shows the external views
of the turbine blades of MET-SE I I and MET-MA turbo-
chargers. Compared to the MET-SE I I turbocharger
turbine blade where the leading and trailing edges of blade
are designed linearly, the MET-MA turbocharger turbine
blade adopts a three-dimensional curved form to optimize
the flow pattern in the direction of blade height.
MET-MA MET-SEII
MET-MA MET-SEII
Fig. 5 External views of MET-MA
and MET-SE II turbine blades
0 5000 10000 15000 20000 25000
MET90MA
MET90SE
MET71MA
MET71SE 71SEII
MET60MA
MET53MA
MET53SE 53SEII
MET42MA
42SE 42SEII
33MA
33SEII 33SE
MET66MA
66SEII MET66SE
MET83MA
MET83SE 83SEII
Fig. 4 Applicable engine output for MET-MA turbocharger
Applicable engine output per unit turbocharger (kW)
Fig. 3 Section of MET83SE II turbocharger
Mitsubishi Heavy I ndustries, Ltd.
Technical Review Vol. 43 No. 1 (J an. 2006)
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4.2 Aerodynamic design of gas casing 4.2 Aerodynamic design of gas casing 4.2 Aerodynamic design of gas casing 4.2 Aerodynamic design of gas casing 4.2 Aerodynamic design of gas casing
Progress in calculation technology in recent years has
enabled analysis of large-scale flow fields comparatively
in a short time, making it an effective tool for design.
This tool was effectively used to optimize gas outlet cas-
ing and exhaust diffuser of the turbine.
Fig. 6 Fig. 6 Fig. 6 Fig. 6 Fig. 6 shows the analytical result of inner flow as com-
pared to the conventional MET-SE I I gas outlet casing.
I n conventi onal desi gn, fl ow was parti al separated
(Fig. 6-a), corrected by improving the gas outlet casing
shape (Fig. 6-b).
5. Performance test results 5. Performance test results 5. Performance test results 5. Performance test results 5. Performance test results
5.1 I ndependent turbine test 5.1 I ndependent turbine test 5.1 I ndependent turbine test 5.1 I ndependent turbine test 5.1 I ndependent turbine test
Fig. 7 Fig. 7 Fig. 7 Fig. 7 Fig. 7 shows the result of performance tests of an in-
dependent turbi ne, wi th the turbi ne effi ci ency i n
MET-MA confirmed to be improved approximately by 2%
at turbine pressure ratio 2.5 compared to the conven-
tional MET-SE I I .
Fig. 6 Analytical result of flow velocity
distribution in gas outlet casing
Flow
separation
(a) Conventional
casing
(b) MET-MA
casing
0.5 0.6 0.7 0.55 0.65 0.75
4
3
2
1
0
-1
-2
-3
Turbine Pressure Ration=2.5
: MET-MA
: MET-SEII
Fig. 7 Efficiency of MET-MA turbine
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Theoretical velocity ratio
Fig. 8 Section of MET83MA turbocharger
5.2 Turbocharger performance test 5.2 Turbocharger performance test 5.2 Turbocharger performance test 5.2 Turbocharger performance test 5.2 Turbocharger performance test
A MET83MA prototype was manufactured for turbo-
charger. performance tests. Fig. 8 Fig. 8 Fig. 8 Fig. 8 Fig. 8 shows the sectional
view of the MET83MA turbocharger.
Fig. 9 Fig. 9 Fig. 9 Fig. 9 Fig. 9 shows MET83MA turbocharger efficiency com-
pared to the conventional MET83SE I I , with MET83MA
turbocharger efficiency indicating 70% or over at pres-
sure ratio 3.8 (equivalent to scavenging air pressure 0.38
MPa), approximately 2% higher than the conventional
type. The improved efficiency is considered to lead to a
high-efficiency turbo compound system.
6. Conclusion 6. Conclusion 6. Conclusion 6. Conclusion 6. Conclusion
Based on the achi evements of conventi onal turbo-
chargers, the turbocharger turbi ne was i mproved to
ensure a drastic improvement in efficiency. I t is expected
that the newly developed high-efficiency MET-MA tur-
bocharger will be applied to the new high-output engine
and exhaust heat recovery system, contributing largely
to the further improvement in the diesel plant efficiency.
75
70
65
60
55
1.5 2.0 2.5 3.0 3.5 4.0 4.5
: MET83MA
: MET83SEII
Fig. 9 Comparison of overall efficiency of MET83MA turbocharger
and MET83SE II turbocharger
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Compressor pressure ratio
Keiichi Shiraishi Yukihiro Iwasa Takanori Teshima
Yuichiro Hirano Hiroshi Nishino