Project Guide TCA Turbocharger: MAN Diesel & Turbo

MAN Diesel & Turbo
Project Guide
TCA
Turbocharger
Date .................................................. 2014-07-16
TCA Project Guide
All data provided in this document is non-binding. This data serves informa-
tional purposes only and is especially not guaranteed in any way. Depending
2014-07-16 -
on the subsequent specific individual projects, the relevant data may be sub-
ject to changes and will be assessed and determined individually for each
project. This will depend on the particular characteristics of each individual
project, especially specific site and operational conditions.
Translation of the original instructions
EN-US
TCA Project Guide MAN Diesel & Turbo
MAN Diesel & Turbo SE

86224 Augsburg
2014-07-16 -
Phone +49 (0) 821 322-0

Fax +49 (0) 821 322-3382
www.mandieselturbo.com
Copyright © 2014 MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
EN-US
MAN Diesel & Turbo
Table of contents
Table of contents
1 General .................................................................................................................................................. 7
1.1 Characteristics of the TCA Series Turbochargers .................................................................... 7
1.2 Exhaust Gas Turbocharging ...................................................................................................... 7
1.3 Performance Characteristics ..................................................................................................... 8
1.4 Intended use ............................................................................................................................... 8
1.5 Type plate ................................................................................................................................. 10
1.6 Reference values for pressure specifications in the Project Guide ....................................... 10
2 Overview of series ............................................................................................................................... 11

2.1 Range of applications of the TCA Series ................................................................................. 11
2.2 Achievable power outputs per turbocharger .......................................................................... 12
2.3 Maximum compressor pressure ratios and exhaust gas temperatures ................................ 12
2.4 Dimensions ............................................................................................................................... 13
2.5 Weights of the Subassemblies ................................................................................................ 14
2.5.1 TCA for Two-Stroke Engines ................................................................................. 14
2.5.2 TCA for Four-Stroke Engines ................................................................................ 15
2.6 Casing Positions ....................................................................................................................... 19
3 Design .................................................................................................................................................. 20
3.1 Characteristics of the Subassemblies ..................................................................................... 20
3.2 Compressor Wheel and Turbine Rotor .................................................................................... 21
3.3 Bearings ................................................................................................................................... 22
3.4 Turbine Rotor and Turbine Blades ........................................................................................... 22
3.5 Nozzle ring ................................................................................................................................ 23
3.6 Internal Bearings ...................................................................................................................... 24
3.7 Silencer with Air Filter ............................................................................................................. 25
3.8 Bearing casing ......................................................................................................................... 26
3.9 Compressor casing .................................................................................................................. 27
3.10 Air intake pipe/air intake casing ............................................................................................. 28
3.11 Gas admission casing .............................................................................................................. 29
3.12 Gas outlet casing ..................................................................................................................... 30
3.13 Loads on connections and flanges .......................................................................................... 30
3.14 Permissible inclination ............................................................................................................ 37
3.15 Permissible vibration limit values ........................................................................................... 38
3.16 Noise emission ......................................................................................................................... 40
4 Systems ............................................................................................................................................... 41
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4.1 Turbocharger connecting pipes .............................................................................................. 41

4.2 Lube oil system ........................................................................................................................ 44
4.3 Lube oil flow rate ..................................................................................................................... 46
4.4 Lube oil pressure ..................................................................................................................... 47
4.5 Emergency lubrication ............................................................................................................. 48
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MAN Diesel & Turbo
4.6 Pre-lubrication and post-lubrication of the turbocharger ..................................................... 50

Table of contents
4.7 Quality assessment of the lube oil .......................................................................................... 51

4.8 Sealing air system ................................................................................................................... 53
4.9 Bearing casing venting ............................................................................................................ 54
4.10 Compressor wheel cooling ...................................................................................................... 55
4.10.1 Compressor Wheel Cooling System ...................................................................... 55
4.10.2 Functional Description ........................................................................................... 56
4.10.3 Operating parameters for compressor wheel cooling ............................................ 56
5 Quality requirements on operating media ......................................................................................... 57

5.1 Quality requirements on fuels ................................................................................................. 57
5.1.1 MDO fuel (marine diesel oil) ................................................................................... 57
5.1.2 MGO fuel (marine gas oil) ...................................................................................... 58
5.1.3 HFO fuel (heavy fuel oil) ......................................................................................... 59
5.1.4 Biofuel ................................................................................................................... 64
5.1.5 Gas ....................................................................................................................... 65
5.1.5.1 Gas types, gas quality ........................................................................................... 65
5.2 Quality requirements on lube oil and additives ...................................................................... 65
5.2.1 Lube oil ................................................................................................................. 65
5.2.2 General requirements on lube oil ........................................................................... 66
5.2.3 Specifications ........................................................................................................ 67
5.3 Quality requirements on intake air .......................................................................................... 68
5.4 Quality requirements on cooling water for compressor wheel cooling ................................. 69
5.4.1 Additives for Cooling Water ................................................................................... 69
5.4.2 Requirements on untreated cooling water ............................................................. 70
5.4.3 Requirement for Effective Use of an Anticorrosive Agent ....................................... 71
5.4.4 Protective Measures ............................................................................................. 72
5.4.5 Analysis ................................................................................................................ 72
5.4.6 Permissible Cooling Water Additives ..................................................................... 72
5.5 Quality requirements on turbine cleaning granulate .............................................................. 74
6 Additional equipment .......................................................................................................................... 75

6.1 Jet Assist .................................................................................................................................. 75
6.2 Charge air blow-off for charge air limitation .......................................................................... 76
6.3 Turbine cleaning ...................................................................................................................... 77
6.3.1 Wet cleaning of the turbine .................................................................................... 78
6.3.2 Dry cleaning of the turbine .................................................................................... 80
6.4 Compressor cleaning ............................................................................................................... 82
7 Engine room planning ......................................................................................................................... 84

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7.1 Containment safety .................................................................................................................. 84

7.2 Disassembly dimensions for subassemblies .......................................................................... 84
7.3 Exhaust gas system ................................................................................................................. 87
7.4 Installation of flexible pipes .................................................................................................... 89
7.5 Turbocharger connection dimensions .................................................................................... 90
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MAN Diesel & Turbo
Table of contents
8 Emergency operation and temporary shutdown ............................................................................... 91
8.1 Emergency operation ............................................................................................................... 91
8.2 Shutting Down and Restarting Operation ............................................................................... 94
8.2.1 Shutdown by Means of Cut-out ............................................................................ 94
8.2.2 Long-term shutdown for lay-up ............................................................................. 95
9 Calculations ......................................................................................................................................... 97
9.1 Design calculations .................................................................................................................. 97
9.2 Turbocharger efficiency ........................................................................................................... 98
10 Speed measurement, matching, checking ...................................................................................... 100

10.1 Speed measurement .............................................................................................................. 100
10.2 Measurement of the air volume ............................................................................................ 103
10.3 Matching ................................................................................................................................ 104
10.4 Checking surge stability ........................................................................................................ 105
10.5 Characteristic maps ............................................................................................................... 107
11 Quality assurance ............................................................................................................................. 109

11.1 Certification ............................................................................................................................ 109
11.2 Description of the quality criteria .......................................................................................... 112
12 Maintenance and inspection ............................................................................................................ 114

12.1 Maintenance work ................................................................................................................. 114
12.2 Bindingness and adaptability ................................................................................................ 114
12.3 Turbocharger on two-stroke engine ..................................................................................... 115
12.4 Turbocharger on four-stroke engine ..................................................................................... 115
12.5 Personnel and time required ................................................................................................. 116
13 Transportation ................................................................................................................................... 118

13.1 Fastening points ..................................................................................................................... 118
14 Preservation, packaging and storage .............................................................................................. 119

14.1 Corrosion prevention ............................................................................................................. 119
14.2 Packaging ............................................................................................................................... 119
14.3 Storage ................................................................................................................................... 119
15 Environmental protection and disposal ........................................................................................... 120
16 Spare parts ........................................................................................................................................ 121

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16.1 Ordering spare parts .............................................................................................................. 121
17 Tools .................................................................................................................................................. 124

17.1 Tools ....................................................................................................................................... 124
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MAN Diesel & Turbo
Table of contents
18 Training and documentation ............................................................................................................ 129

18.1 Training programs ................................................................................................................. 129
18.2 Technical documentation ...................................................................................................... 129
19 Addresses .......................................................................................................................................... 130

19.1 MAN PrimeServ ...................................................................................................................... 130
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6 (134)
MAN Diesel & Turbo 1
1 General
1.2 Exhaust Gas Turbocharging

1.1 Characteristics of the TCA Series Turbochargers
The cost-effective operation of modern engines is inconceivable without tur-
bochargers. Turbochargers from MAN Diesel & Turbo are equally tried and
tested with marine main engines, auxiliary engines and in stationary systems
under the most varied operating conditions. Reliability, easy maintenance
and long inspection intervals have been confirmed throughout decades of
experience.
With the TCA Series, expect not only clear increases in efficiency, but also
substantial improvements in reliability and service life.
1.2 Exhaust Gas Turbocharging
Constant-pressure turbocharging:
The turbochargers of the TCA Series are designed for constant-pressure tur-
bocharging.
With constant-pressure turbocharging, the engine exhaust gases flow into a
common exhaust manifold, accumulate there and flow with minor pressure
fluctuations to the exhaust turbine.
1 Exhaust gases 2 Fresh air 3 Charge air
Figure 1: Constant-pressure turbocharging

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1 General
Project Guide, TCA, EN-US 7 (134)

1 MAN Diesel & Turbo
1.4 Intended use
1.3 Performance Characteristics

The following operating modes are distinguished:
▪ Generator curve (constant engine speed)
▪ Propeller curve
▪ Propeller curve at reduced engine speed (dredger mode)
▪ Vehicle engine curve..
Irrespective of the purpose for which the engine is being used, a safe dis-
tance is always required between all possible operating points and the surge
line of the compressor. This is ensured by dimensioning the compressor and
diffuser accordingly.
1.4 Intended use

The turbocharger is intended for use on diesel, heavy-fuel-oil and gas-pow-
ered engines. It draws in the fresh air or air/gas mixture required for engine
operation and compresses it. The exhaust gas temperature must not exceed
the specified maximum values.
Any application beyond this must be discussed with and approved by the
turbocharger manufacturer. The turbocharger is not designed for operation in
an explosive atmosphere, i.e. the engine room (room with the engine and tur-
bocharger) must be continuously vented.
Each turbocharger is specially adapted to the engine on which it is to be
operated. This means the turbocharger may be operated only on this engine
or one of identical design.
The turbocharger is considered as being implemented in accordance with its
intended use only if the following conditions are additionally fulfilled:
▪ by the engine manufacturer:

The engine manufacturer must ensure that the turbocharger is connected to
a supply of lube oil from the engine or plant. Any connection points in the
plant where an explosive mixture may be present must be appropriately
sealed.
The engine manufacturer must design the engine control system so that the
limit values of the turbocharger (max. permissible rotor speed and exhaust
gas temperature, permissible lube oil temperature and lube oil pressure,
vibrations, use of the specified operating media, max. permissible water
quantity and permissible water pressure) are not exceeded in the anticipated
operating conditions.
Surging of the turbocharger is to be prevented by means of suitable adapta-
tion of the turbocharger to its planned operation.
▪ by the installation contractor / manufacturer of the complete plant:

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1 General
The installation location must afford sufficient space for maintenance and
installation/removal of the rotor assembly. The use of lifting equipment must
be possible.
8 (134) Project Guide, TCA, EN-US

The following flange loads and inclinations must be maintained:
1.4 Intended use

Supply, measuring, control and regulating systems must enable troublefree
operation (design in accordance with the turbocharger manufacturer’s rec-
ommendations and state of the art).
It must be possible for operation to be monitored by means of suitable
measures.
▪ by the user:
The operating parameters (max. admissible rotor speed and exhaust gas
temperature, admissible lube oil temperature and lube oil pressure, use of
the specified operating media) must be observed and may not be exceeded
(see type plate, Chapter 1 - Type plate).
The turbocharger may be operated only when in perfect condition.
Work on the turbocharger may be carried out only by trained personnel. All
work is subject to compliance with the operating instructions and the statu-
tory occupational health and safety regulations.
Malfunctions that could influence safety must be remedied before starting or
resuming operation.
Service and maintenance work must be performed in accordance with the
maintenance schedule (see Chapter 12 - Maintenance and inspection).
Corrosion must be prevented on components that come into contact with an
explosive gas mixture.
Only original spare parts and fasteners of the specified quality (bolts, nuts,
washers, seals, etc.) may be used for repairs.
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1 General

1.6 Reference values for pressure specifications in the Project
Guide
1.5 Type plate

The type plate is attached to the delivery socket of the compressor casing or
to the sound insulation of the compressor casing near the delivery socket. An
additional type plate is located on the silencer or the intake casing.
1 Turbocharger type
2 Speed n Smax – short-time operation (for test operation only)
3 Speed n Cmax – max. permissible speed for continuous operation
4 Works number (serial number)
5 Max. permissible turbine inlet temperature
6 Year of ex-works delivery
Temperature specification on the type plate

The specification on the type plate of the maximum temperature (tmax) applies
to continuous operation of the turbocharger.
This value may be exceeded briefly, e.g. for test runs. The values specified in
the table must not be exceeded.
tmax specification on type Briefly permissible maxi- Max. duration of overtem-
plate mum temperature perature
500 °C 530 °C 12 h
530 °C 550 °C 12 h
540 °C 550 °C 12 h
Table 1: Maximum values and duration of overtemperature
1.6 Reference values for pressure specifications in the Project Guide

NOTE Reference value for pressure specifications
All pressures specified in bar in this planning manual are specified
as relative pressures (bar g).
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1 General

2 Overview of series
2.1 Range of applications of the TCA Series

2.1 Range of applications of the TCA Series
The turbochargers designed and manufactured by MAN Diesel & Turbo can
be used in a very wide performance range for the charging of two-stroke and
four-stroke diesel- and gas-powered engines.
Figure 2: Turbocharger application range
Turbochargers of the TCA Series can be used on engines with constant-

pressure turbocharging and engine outputs from 2000 to 30000 kW per tur-
bocharger.
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2.3 Maximum compressor pressure ratios and exhaust gas tem-
peratures
2.2 Achievable power outputs per turbocharger

Turbocharger type Power of the charged engine per turbocharger
Two-stroke engine Four-stroke engine
(le ≈ 8 kg/kWh) in kW (le ≈ 6.5 kg/kWh) in kW
TCA33 – 5400
TCA44 7000 7900
TCA55 9600 10400
TCA66 13700 14800
TCA77 19400 21000
TCA88 30000 30000
Table 2: Achievable engine power
2.3 Maximum compressor pressure ratios and exhaust gas temperatures

Turbocharger type Maximum pressure ratio Max. permissible exhaust gas temperature upstream of turbine
in °C
2-stroke 4-stroke 2-stroke 4-stroke
TCA33 – 5.3 – 650°

TCA44 4.55 5.3 500° 500°
TCA55 4.6 5.4 500° 600°
TCA66 4.68 5.4 500° 600°
TCA77 4.75 5.5 500° 600°
TCA88 4.8 5.5 500° 600°
Table 3: Maximum pressure ratio and permissible exhaust gas temperatures
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2.4 Dimensions
2.4 Dimensions
Detailed dimensions can be read from the dimensioned 2D connection draw-
ings and 3D CAD models.
If required, please contact MAN Diesel & Turbo in Augsburg directly.
e-mail: Turbochargers@mandieselturbo.com
L
W
A1 T
H
D
L L
Type L in mm L in mm W in mm H in mm F in mm T in mm A1 in mm D in mm
TCA33 1558 1606 802 1021 5)
443 832 476 996
TCA44 – 2194 1 054 1614 600 945 534 1000
TCA55 2167 3)
2461 1 206 1935 1)
850 1)
1090 551 1371
22244) 18252) 7402)
TCA66 23603) 2889 1 433 2094 850 1294 649 1625
24074)
TCA77 2782 3416 1 694 25611) 1 2001) 1538 754 1930
23712) 1 0102)
TCA88 3316 4022 2 012 2734 1200 1825 880 2270
TCA88-25 – 4218 2 012 2987 1200 825 1076 2270

1) Casing feet, high
2) Casing feet, low
3) Axial gas admission casing D = 360 mm
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4) Axial gas admission casing D = 300 mm or dual-channel

5) Height H without gravitation tank

2.5 Weights of the Subassemblies
2.5.1 TCA for Two-Stroke Engines
NOTE Weights of various individual parts are not indicated in the following table, but are taken into considera-
tion in the overall weight of the turbocharger.
Weights of subassemblies TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25
Gas admission casing, 90° 193.9 kg 250.4 kg 388.0 kg 679.5 kg 1044.0 kg 1149.6 kg
Axial gas admission casing - 194.7 kg 344.2 kg 477.5 kg 679.5 kg -
Gas outlet casing 414.8 kg 787.5 kg 1483.9 kg 2140.5 kg 3541.2 kg 3720.6 kg
Intermediate flange - 148.5 kg 204.5 kg - - -
Gas outlet diffuser 84.6 kg 145.4 kg 239.2 kg 382.6 kg 652.3 kg 663.6 kg
Turbine nozzle ring 15.5 kg 22.7 kg 33.5 kg 61.5 kg 98.4 kg 122.4 kg
Bearing casing 463.6 kg 604.0 kg 929.4 kg 1613.5 kg 2595.6 kg 2731.9 kg
Casing feet 42.3 kg 235.0 kg 322.4 kg 351.9 kg 732.5 kg 758.3 kg
Rotor, complete 87.0 kg 139.1 kg 226.4 kg 370.5 kg 617.8 kg 751.3 kg
Insert 56.8 kg 129.1 kg 239.7 kg 316.6 kg 490.7 kg 537.0 kg
Diffuser 23.6 kg 44.1 kg 72.2 kg 97.0 kg 187.5 kg 126.5 kg
Silencer 250.0 kg 390.0 kg 577.0 kg 1125.0 kg 1680.5 kg 1795.0 kg
Air intake casing, 90° 163.9 kg 248.9 kg 378.7 kg 649.3 kg 1034.6 kg -
Air intake pipe, axial - 160.9 kg 239.5 kg 406.0 kg 626.8 kg -
Compressor casing, single 315.1 kg 510.0 kg 819.8 kg 1388.7 kg 2134.0 kg 2134.0 kg
socket
Compressor casing, double - 459.0 kg 802.2 kg 1437.1 kg 2279.3 kg -
socket
Turbine disc cooling system - 2.7 kg 2.8 kg 3.7 kg 4.2 kg -
Gravitation tank 56.9 kg 56.0 kg 102.2 kg 105.9 kg 125.6 kg 125.6 kg
Cleaning device for turbine 24.4 kg 45.5 kg 57.4 kg 64.5 kg 63.3 kg 46.5 kg
Ring main 2.4 kg 9.5 kg 16.8 kg 19.2 kg 24.8 kg 2.5 kg
Cleaning device for com- 1.8 kg 1.8 kg 1.8 kg 1.8 kg 1.8 kg 1.8 kg
pressor
Annular lagging 14.1 kg 21.3 kg 36.6 kg 55.0 kg 80.6 kg 102.5 kg
Covering on bearing casing - 4.7 kg 6.6 kg 8.9 kg 12.8 kg 13.9 kg
Sound insulation, single 31.6 kg 50.8 kg 65.6 kg 95.0 kg 160.5 kg 145.2 kg
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socket
Sound insulation, double - 52.4 kg 71.5 kg 103.1 kg 142.3 kg -
socket
Table 4: Weights for TCA turbocharger on two-stroke engine


2.5.2 TCA for Four-Stroke Engines
Weights of subassemblies TCA33 TCA44 TCA55 TCA66 TCA77 TCA88
Gas admission casing, 30° 57.4 kg - - - - -

Gas admission casing, 90° - 193.9 kg 250.4 kg 388.0 kg 679.5 kg 1044.0 kg
Axial gas admission casing 67.4 kg - 194.7 kg 344.2 kg 477.5 kg 679.5 kg
Gas outlet casing 250.6 kg 414.8 kg 787.5 kg 1483.9 kg 2140.5 kg 3541.2 kg
Intermediate flange 62.4 kg 148.5 kg 204.5 kg - -
Gas outlet diffuser 44.0 kg 84.6 kg 145.4 kg 239.2 kg 382.6 kg 652.3 kg
Turbine nozzle ring 9.0 kg 15.5 kg 22.7 kg 33.5 kg 61.5 kg 98.4 kg
Bearing casing 265.3 kg 463.6 kg 604.0 kg 929.4 kg 1613.5 kg 2595.6 kg
Rotor, complete 54.5 kg 87.0 kg 139.1 kg 226.4 kg 370.5 kg 617.8 kg
Insert 77.0 kg 56.8 kg 129.1 kg 239.7 kg 316.6 kg 490.7 kg
Diffuser 32.9 kg 23.6 kg 44.1 kg 72.2 kg 97.0 kg 187.5 kg
Silencer 241.0 kg 250.0 kg 390.0 kg 577.0 kg 1125.0 kg 1680.5 kg
Air intake casing, 90° - 163.9 kg 248.9 kg 378.7 kg 649.3 kg 1034.6 kg
Air intake pipe, axial - - 160.9 kg 239.5 kg 406.0 kg 626.8 kg
Compressor casing, single 305.5 kg 315.1 kg 510.0 kg 819.8 kg 1388.7 kg 2134.0 kg
socket
Compressor casing, double - - 459.0 kg 802.2 kg 1437.1 kg 2279.3 kg
socket
Turbine disc cooling system - - 2.7 kg 2.8 kg 3.7 kg 4.2 kg
Gravitation tank - 56.9 kg 56.0 kg 102.2 kg 105.9 kg 125.6 kg
Gravitation tank, separate - - 146.8 kg 102.2 kg 159.1 kg 117.6 kg
Cleaning device for turbine - 24.4 kg 45.5 kg 57.4 kg 64.5 kg 63.3 kg
Ring main - 2.4 kg 9.5 kg 16.8 kg 19.2 kg 24.8 kg
Cleaning device for com- - 1.8 kg 1.8 kg 1.8 kg 1.8 kg 1.8 kg
pressor
Annular lagging 7.5 kg 14.1 kg 21.3 kg 36.6 kg 55.0 kg 80.6 kg
Covering on bearing casing - - 4.7 kg 6.6 kg 8.9 kg 12.8 kg
Sound insulation, single 32.4 kg 31.6 kg 50.8 kg 65.6 kg 95.0 kg 160.5 kg
socket
Sound insulation, double - - 52.4 kg 71.5 kg 103.1 kg 142.3 kg

socket
Table 5: Weights for TCA turbocharger on four-stroke engine
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NOTE Weights of various individual parts are not indicated in the following tables, but are taken into considera-
tion in the overall weight of the turbocharger.

Weights of subassemblies TCA33 with TCA33 with

silencer and Silencer

Axial gas admission casing Gas admission casing, 30°
Gas admission casing 67.4 kg 57.4 kg
Gas outlet casing 250.6 kg 250.6 kg
Gas outlet diffuser 44.0 kg 44.0 kg
Nozzle ring 9.0 kg 9.0 kg
Bearing casing 265.3 kg 265.3 kg
Casing feet 24.9 kg 24.9 kg
Rotor assembly 54.5 kg 54.5 kg
Insert 77.0 kg 77.0 kg
Diffuser 32.9 kg 32.9 kg
Silencer 241.0 kg 241.0 kg
Compressor casing, single socket 305.5 kg 305.5 kg
Turbocharger, complete (max.) 1372.1 kg 1362.1 kg
Table 6: Weights for TCA33 (four-stroke engine)
Weights of subassemblies TCA55 with silencer TCA55 with air intake casing TCA55 with air intake pipe
Gas admission casing: 194.7 kg 194.7 kg 194.7 kg

axial, Ø300, L48/60B engine
axial, Ø360, L58/64 engine
Gas outlet casing 787.5 kg 787.5 kg 787.5 kg
Gas outlet diffuser 145.4 kg 145.4 kg 145.4 kg
Nozzle ring 22.7 kg 22.7 kg 22.7 kg
Bearing casing 604.0 kg 604.0 kg 604.0 kg
Casing feet, height 740 mm 235.0 kg 235.0 kg 235.0 kg
Rotor assembly 139.1 kg 139.1 kg 139.1 kg
Insert 129.1 kg 129.1 kg 129.1 kg
Diffuser 44.1 kg 44.1 kg 44.1 kg
Silencer 390.0 kg - -
Air intake casing - 248.9 kg -

Air intake pipe - - 160.9 kg
Compressor casing, single socket 510.0 kg 510.0 kg 510.0 kg
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Gravitation tank 56.0 kg 56.0 kg 56.0 kg

Turbocharger, complete (max.) 3201.6 kg 3060.5 kg 2972.5 kg


axial, Ø300, L48/60B engine
axial, Ø360, L58/64 engine
dual-channel
Insert 239.7 kg 239.7 kg 239.7 kg
Compressor casing, double socket 802.2 kg 802.2 kg 802.2 kg

axial
Casing feet, height 1 010 mm 351.9 kg 351.9 kg 351.9 kg

Casing feet, height 1,200 mm 545.8 kg 545.8 kg 545.8 kg
Insert 316.6 kg 316.6 kg 316.6 kg
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axial
Casing feet, height 1,200 mm 732.5 kg 732.5 kg 732.5 kg
Insert 490.7 kg 490.7 kg 490.7 kg
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2.6 Casing Positions

2.6 Casing Positions
For the best possible adaptation to the engine, the five casing assemblies of
the turbocharger as well as the casing foot can be assembled in various
angular positions. Other configurations are available on request. For this, the
exact fastening dimensions are required.
Gas admission casing 1) Compressor casing 1) Bearing casing 1)
0 V
0
L
Z
0°
0° 15° 30° 45° 60° 75° 0° 15° 30° 45° 60° 75° 0°
90° 105° 120° 135° 150° 165° 90° 105° 120° 135° 150° 165°
180° 195° 210° 225° 240° 255° 180° 195° 210° 225° 2)
270° 285° 300° 315° 330° 345°

1) Casing positions viewed from the turbine side.
2) For positions between 240° and 345°, a separate oil tank is required.
Casing foot 1) Air intake casing 1) Gas outlet casing 1)
0 0
F A
0
A
0° 15° 30° 0° 15° 30° 45° 60° 75° 0° 15° 30° 45° 60° 75°
75° 90° 105° 120° 135° 150° 165°

180° 195° 210° 225° 240° 255°
285° 330° 345° 270° 285° 300° 315° 330° 345° 285° 300° 315° 330° 345°
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1) Casing positions viewed from the turbine side.

3 Design
3.1 Characteristics of the Subassemblies
3.1 Characteristics of the Subassemblies
1 Silencer 7 Burst-proof casing

2 Compressor wheel 8 Nozzle ring
3 Bearing casing 9 Plain bearing
4 Thrust bearing 10 Turbine blades
5 Integrated sealing air system 11 Compressor casing
6 Exhaust diffuser
The following view indicates the modern design principle of the TCA Series:
▪ Whispering silencer
▪
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Easy-to-service, low-noise compressor wheel

▪ Optional water-cooled compressor wheel
3 Design
▪ Uncooled bearing casing

▪ Easy access to thrust bearing
▪ Integrated sealing air, oil pipe and venting systems

▪ Highly efficient, patented exhaust diffuser
3.2 Compressor Wheel and Turbine Rotor

▪ Long-life nozzle ring
▪ High-performance plain bearings
▪ Highly efficient turbine blades
▪ Optimized flow cross section of the compressor casing
3.2 Compressor Wheel and Turbine Rotor
1 Compressor wheel 2 Turbine rotor
Figure 3: Compressor Wheel and Turbine Rotor
The highly stressed, one-part compressor wheel (1) consists of a forged and
milled-to-shape aluminum block that withstands the high peripheral speeds.
It builds up the necessary charge pressure and supplies the engine with the
required amount of air. The compressor wheel is fastened to the shaft of the
turbine rotor (2).
A special fastening method enables simple mounting and disassembly.
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3 Design

3.4 Turbine Rotor and Turbine Blades
3.3 Bearings
Figure 4: Bearings
The rotor shaft runs in plain bearings which ensure precise centring of the
rotor shaft.
These bearings have ideal properties under extremely high axial and radial
forces and ensure a long service life. They have a high damping effect due to
the hydraulic oil film, and are also insensitive to vibrations and imbalance. In
order to ensure quiet running even at high speeds, both radial bearings are
designed as floating bearings.
3.4 Turbine Rotor and Turbine Blades
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3 Design
Figure 5: Turbine Rotor and Turbine Blades

The turbine disc is forged from a high-temperature resistant alloy and friction
3.5 Nozzle ring

welded to the shaft. The turbine blades are precision forged or investment
cast and consist of a nickel-based alloy.
They are fastened to the turbine disk by means of a fir-tree foot connection.
FEM calculation and extensive operational testing with load measuring on the
burner rig ensure utmost reliability.
The form of the blades is designed in such a manner that it is possible to
omit the otherwise usual damping wire in the blade ring both for two-stroke
and for four-stroke engines.
3.5 Nozzle ring
Figure 6: Fixed nozzle ring
Figure 7: Adjustable nozzle ring

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The cast nozzle ring with profiled blades largely contributes to the excellent
3 Design
efficiency of the turbine of the TCA Series. As a result of the improved flow in
the nozzle ring, the vibration excitation of the rotor blades is reduced.

Adjustable nozzle ring

3.6 Internal Bearings
The nozzle ring cross section can be adapted to the engine operation
requirements by adjusting the guide vanes. A narrower nozzle ring cross sec-
tion results in a higher gas admission speed to the turbine rotor. The turbo-
charger speed increases, thereby causing the charge pressure on the com-
pressor side to rise.
The adjustment is carried out by an adjustment device driven by servomo-
tors. The adjustment device for the turbine nozzle ring is fastened to the tur-
bocharger.
The cast turbine guide vanes of the adjustable nozzle ring have the same
profile as the fixed nozzle ring in order to benefit from the advantages of low
vibration excitation and good flow characteristics.
NOTE Further information about the adjustable nozzle ring can be found
in the VTA Project Guide.
3.6 Internal Bearings
Figure 8: TCA bearings
The greater plain-bearing clearances of the rotor shaft compared to turbo-

chargers of the previous design ensure exact alignment of the rotor; critical
rotor vibrations occur only outside the operating speed range.
For 70 years MAN Diesel & Turbo has been using plain bearings in turbo-
chargers with great success. The resulting experience has been integrated
into a long-life bearing concept.
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3 Design

3.7 Silencer with Air Filter

3.7 Silencer with Air Filter
Turbochargers for marine engines are equipped as standard with silencers
that are surrounded by a filter mat.
Silencer characteristics:
▪ Low intake pressure loss ensures good turbocharger performance
▪ Effective reduction of turbocharger noise emission
▪ Integrated compressor washing device
Figure 9: Silencer
Filter mat characteristics:

▪ Permanent temperature resistance: up to 100 °C
▪ Air humidity resistance: up to 100%
▪ Reaction to fire: DIN 53 438 fire class F1, self-extinguishing.
▪ Effective filtration keeps the compressor, diffuser and charge air cooler
largely free from dirt particles.
▪ Easy replacement and installation.
▪ It is advisable to exchange the filter mat after 250-500 hours of opera-
tion, but gentle cleaning by means of rinsing, including with mild cleaning
agents, is possible and permissible.
For this, rinse with warm water from the inside outwards, vacuum or blow
out with compressed air. If necessary, mild detergents can be added to the
water. Avoid heavy mechanical stress, such as wringing out or applying a
strong water jet.
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3 Design

3.8 Bearing casing
3.8 Bearing casing
Figure 10: Bearing casing
The bearing casing is manufactured of ductile cast iron.

It contains the distribution ducts for lube oil and sealing air. The two bearing
seats are machined in the same operating step, resulting in exact alignment.
The bearing casing of the TCA turbocharger is equipped with an integrated
sealing air pipe. Compressed air is conducted from the rear of the compres-
sor wheel via a duct to the labyrinth shaft seal on the turbine side, in order to
effectively avoid oil leaks on the turbine side and penetration of exhaust gas
into the oil chamber.
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3 Design

3.9 Compressor casing

3.9 Compressor casing
The compressor casing is manufactured of cast iron with spheroid graphite
and can have a single or double outlet.
Figure 11: Compressor casing with single or double outlet
The position of the casing relative to the bearing casing can be selected in
steps of 15° from 0° to 360° (see Chapter Overview of series - Casing Posi-
tions).
The newly calculated flow cross sections and the large outlet surfaces ensure
efficient conversion of the kinetic energy into pressure.
For special applications, the compressor casing can be sound-insulated.
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3 Design

3.10 Air intake pipe/air intake casing
3.10 Air intake pipe/air intake casing
Figure 12: Air intake pipe
The air intake casing pipe or air intake casing, which is used in the case of
operation without a silencer, achieves constant distribution of pressure and
velocity at the compressor intake due to large-section flow ducts.
The flow duct at the casing outlet is adapted to the size of the corresponding
compressor wheel.
The air intake casing has a 90° deflection.
The air intake casing can be turned in steps of 15° relative to the bearing
casing (see Chapter Overview of series - Casing Positions). It is available in
90° and axial variants.
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3 Design

3.11 Gas admission casing

3.11 Gas admission casing
Figure 13: Gas admission casing, 90°
The gas admission casing is manufactured of ductile cast iron, uncooled and
well heat-insulated.
The gas admission casing can be turned in steps of 15° relative to the bear-
ing casing (see Chapter Overview of series - Casing Positions). It is available
in 90° and axial variants.
The large flow cross section keeps the flow losses at a low level.
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3 Design

3.13 Loads on connections and flanges
3.12 Gas outlet casing
Figure 14: Gas outlet casing
The gas outlet casing, like the gas admission casing, is manufactured of duc-
tile cast iron, uncooled and well heat-insulated. The casing feet are bolted to
the gas outlet casing.
The gas outlet casing can be turned to various positions relative to the bear-
ing casing (see Chapter Overview of series - Casing Positions).
The gas outlet casing is equipped with a high-volume and very efficient gas
outlet diffuser.

All turbocharger casing flanges , with the exception of the turbine outlet, may
only be subjected to loads generated by the gas forces, and not to additional
external forces or torques.
This necessitates the use of compensators directly at the turbine inlet, at the
turbine outlet and downstream of the compressor.
The compensators must be pre-loaded in such a manner that thermal
expansion of the pipes and casings does not exert forces or torques in addi-
tion to those generated by the air and gas.
The specified parameters for the connections generally refer to single-outlet
compressor casings as well as to radial and axial air intake casings.
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▪ Forces and torques according to API Standard 617

3 Design
▪ Effective direction implemented in accordance with MAN Diesel & Turbo

Standard.
▪ Minimise anticipated loads as far as possible.
▪ Parameters include gas forces, masses and compensators.

Connection of the charge air pipe

Figure 15: Maximum connection loads, compressor casing
Type Fx in N Fy in N Fz in N Mx in Nm My in Nm Mz in Nm
TCA33 3700 7600 7600 5800 2900 2900

TCA44 3900 8000 8000 6000 3000 3000
TCA55 4200 8500 8500 6500 3200 3200
TCA66 4600 9200 9200 7000 3500 3500
TCA77 5000 10000 10 000 7600 3800 3800
TCA88 5400 11000 11000 8300 4100 4100
TCA88-25 5600 11400 11400 8600 4300 4300
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3 Design

d
k
D
Figure 16: Compressor casing connection
Type D in mm d in mm k in mm Bolts
TCA33 - 277 350 8 x M20
TCA44 440 283 395 12 x M16
TCA55 490 336 445 12 x M16
TCA66 540 400 495 16 x M16
TCA77 645 475 600 20 x M20
TCA88 755 564 705 20 x M20
TCA88-25 755 564 705 20 x M20
▪ In the case of compressor casings with multiple connections, the permis-

sible load per connection must be divided by the number of connections.
▪ Compensator fastened directly to the turbocharger flange.
▪ Flange dimensions in accordance with DIN 2501.
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3 Design

Connection of the exhaust gas pipe (engine side)

Figure 17: Maximum connection loads on gas admission casing
Type Fx in N Fy in N Fz in N Mx in Nm My in Nm Mz in Nm
TCA33 4000 8200 8200 6200 3100 3100

TCA44 4300 8700 8700 6600 3300 3300
TCA55 4700 9500 9500 7200 3600 3600
TCA66 5100 10300 10300 7800 3900 3900
TCA77 5 600 11400 11400 8600 4300 4300
TCA88 6200 12500 12500 9500 4700 4700
TCA88-25 6700 13600 13600 10300 5100 5100
▪ Forces also apply to 90° gas admission casing.

▪ Compensator fastened directly to the turbocharger flange.
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3 Design

D
Figure 18: Gas admission casing connection
Type D in mm d in mm k in mm Bolts
TCA33 440 321 395 12 x M20
TCA44 490 350 445 12 x M16
TCA55 540 425 495 16 x M16
TCA66 645 500 600 20 x M16
TCA77 755 600 705 20 x M20
TCA88 860 700 810 24 x M20
TCA88-25 860 700 810 24 x M20
▪ Flange dimensions in accordance with DIN 2501
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3 Design

Connection of the exhaust gas pipe (system side)

Figure 19: Maximum connection loads on gas outlet casing
Type Fx in N Fy in N Fz in N Mx in Nm Mz in Nm L1 in mm L2 in mm
TCA33 3900 7900 7900 6000 3000 400 690

TCA44 4200 8500 8500 6400 3200 340 949
TCA55 4500 9100 9100 6900 3400 390 1080
TCA66 4900 9900 9900 7500 3700 463 1283
TCA77 5400 10900 10900 8200 4100 550 1524
TCA88 5900 12000 12000 9100 4500 653 1810
TCA88-25 6300 12700 12700 9600 4800 653 1812
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3 Design

D
1
2
1 Compensator C
B
A
2 Intermediate flange
Figure 20: Gas outlet casing connection
Type A in mm B in mm C in mm D in mm
TCA33 578 425 1)
600
TCA44 590 495 1)
700
TCA55 680 635 1)
900
TCA66 808 705 1)
1000
TCA77 960 850 1)
1200
TCA88 1140 990 1)
1400
TCA88-25 1140 1130 1)
1600
1) Length depends on whether the machine installation is fixed or elastic.
TIP Exact values for the dimensions B, C and D can be found in the
Project Guide of the engine manufacturer.
▪ Compensator fastened directly to the intermediate flange.

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3 Design

3.14 Permissible inclination

3.14 Permissible inclination
The turbochargers from MAN Diesel & Turbo must be installed horizontally
with respect to the axis of the rotor assembly.
For operation in ships, the turbocharger should be installed along the longitu-
dinal axis of the vessel.
In the case of installation perpendicular to the longitudinal axis of the vessel,
inclination angles may occur that can impair the operating ability of the turbo-
charger.
In the case of an installation position along the longitudinal axis of the vessel,
these limit values are not reached even under unfavorable external condi-
tions.
The following inclination angles can be handled by the turbocharger without
problems.
In individual cases, larger inclination angles are also possible. If required,
please contact MAN Diesel & Turbo SE in Augsburg.
Inclination Continuous Short-term

α ±15° ±22.5°
β ±15° ±22.5°
Table 11: Permissible inclination angles during operation of the turbocharger
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3 Design

3.15 Permissible vibration limit values
1 Silencer front plate, horizontal, vertical and axial

2 Flange of the compressor casing, horizontal, vertical and axial
3 Flange of the bearing casing, radial
Figure 21: Measuring point for vibration speed and vibration acceleration
During engine operation, the turbocharger is subject to stress from vibrations

that are generated by the engine and the turbocharger itself.
The excitation emanating from the engine lies within the low-frequency
range.
The resulting vibrations of the turbocharger structure subject the mounted
silencer and the connecting elements between casing parts and turbo-
charger feet to stress.
Natural frequencies of the turbocharger may be in the frequency range
excited by the engine.
The bearing load resulting from the engine excitation is negligible, as the
rotors of MAN Diesel & Turbo turbochargers are seated in plain bearings.
Vibrations excited by the turbocharger itself are generated by forces of imbal-
ance that are transmitted via the bearings into the casings. The relevant fre-
quency is in the high-frequency range.
The vibrations resulting from the circumferential imbalance forces do not
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have a detrimental effect on the structure of the turbocharger casings, but

serve as an indicator of the balance condition of the rotor and thus of the
3 Design
running behavior.
Imbalances occurring during operation can be caused by irregular dirt
deposits or damaged blades of the compressor wheel and/or turbine rotor.

If erratic running of the turbocharger is observed during operation, the condi-

tion can be improved in most cases by cleaning the compressor (see Chap-
ter Compressor cleaning) and the turbine (see Chapter Turbine cleaning).
If the running behaviour is still not satisfactory after repeated cleaning, the
rotor must be inspected and a balance check carried out if required.
The measuring points, as well as the maximum permissible vibration speeds
and accelerations for both aforementioned excitation types are listed below:
NOTE The values specified in the following tables are only valid for
measurements on turbochargers installed on the engine. The
engine must be installed at the site of operation in accordance
with its intended use and fastened to the foundation in accord-
ance with the engine manufacturer’s specifications. The values
are not valid for turbochargers on the testbed (shop test).
Turbocharger vibration limit values
Turbocharger Recommendation Consult

type Turbochargers@mandieselturbo.com
Meas. pt. Meas. pt. Meas. pt. Meas. pt.
f (Hz) mm/s g mm/s g mm/s g mm/s g

TCA33 2.6 2.0 5.8 2.9
TCA44 2.0 1.6 4.5 2.2
TCA55 2...200 45 1.7 35 1.4 100 3.8 50 1.9
TCA66 1.4 1.1 3.2 1.6
TCA77 1.2 0.9 2.6 1.3
TCA88 0.9 0.7 1.9 1.0
Table 12: Effective turbocharger vibration limit values – measuring points (1) and (2)
Turbocharger
Meas. pt.
type
TCA33-88 0.8 g
Table 13: 0-peak, single value measuring point (3)
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3 Design

3.16 Noise emission
3.16 Noise emission
Figure 22: TCR55 noise emission (example)

* Depending on the ambient acoustic conditions, the data may from those
specified.
The noise emission of the turbocharger varies according to the size, precise
specification and service point, in terms of both the dominated frequency
range and the level of noise emission. Typically, the noise spectrum is domi-
nated by the tonal noise components of the compressor; in typical engine
applications, these are in the range 1.25 to 6.3 kHz (1) for the TCR Series.
The maximum sound pressure levels are to be expected in the area of the
filter silencer (if provided). The turbocharger generally conforms to the IMO
noise limit values for ships’ engine rooms (2). The emission sound pressure
level at a distance of 1 m is less than 105 dB(A) (3).
Sound insulation is optionally available for reducing the noise emissions.
The diagram shows an example of the noise spectrum measured on the tur-
bocharger testbed.
(1) 1/3 octave frequency band
(2) IMO "Code on Noise Levels on Board Ships": the design of the engine
room with regard to noise levels is the responsibility of the system user.
(3) A precondition is corresponding design of the engine-side peripherals,
such as suitable dimensioning and insulation of the connected charge air
piping, including that of the charge air cooler; this is the responsibility of the
engine manufacturer. This also applies to the piping on the intake side if the
air intake casing is used In particular, it must be ensured that the compensa-
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tors are sufficiently insulated!

3 Design

4 Systems
4.1 Turbocharger connecting pipes

The turbocharger has two connections for lube oil feed, one on the right of
the bearing casing and one on the left. The connection that is not required is
sealed with a blanking cover. Slightly above this are two venting connections
and beneath them an oil drainage connection. For the recommended inner
diameter of the piping, see the following table.
1 Venting (installation on right or left (optional))

2 Lube oil inlet1)
3 Oil drain
Figure 23: Connecting pipes
Diameter of the lube oil feed pipes
Turbocharger size Number of turbochargers Lube oil feed Ø min. inner diameter of
per engine the pipe in mm
1 24
TCA33 2 34
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3 42
4 Systems
1 28
TCA44 2 40
3 49

Turbocharger size Number of turbochargers Lube oil feed Ø min. inner diameter of

1 33
TCA55 2 47
3 57
1 38
TCA66 2 54
3 66
1 44
TCA77 2 62
3 76
1 51
TCA88 / TCA88-25 2 72
3 88
Diameter of the lube oil outlet pipes
Turbocharger size Number of turbochargers Lube oil outlet Ø min. inner diameter
per engine of the pipe in mm
1 51
TCA33 2 72
3 88
1 60
TCA44 2 84
3 103
1 69
TCA55 2 97
3 119
1 80
TCA66 2 113
3 138
1 92
TCA77 2 130
3 160
1 107
TCA88 / TCA88-25 2 151
3 185
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4 Systems

Diameter of the venting pipes

Turbocharger size Number of turbochargers Venting pipe Ø min. inner diameter of
1 53
TCA44 2 75
3 92
1 61
TCA55 2 87
3 106
1 71
TCA66 2 101
3 123
1 82
TCA77 2 117
3 143
1 95
TCA88 / TCA88-25 2 135
3 165
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4 Systems

4.2 Lube oil system
4.2 Lube oil system
A Lube oil diagram 9 Bearing bush *

B Connection of multiple turbochargers 10 Drain pipe
1 Feed pipe 11 Service tank or crankcase
2 Pressure reducing valve or orifice 12 Venting
3 Feed pipe to turbocharger 13 Non-return valve with bypass*
4 Non-return valve * 14 Feed/drain pipe*
5 Pressure controller 15 Overflow pipe*
6 Pressure gauge 16 Gravitation tank*
7 Bearing casing * T Measuring point
8 Thrust bearing with bearing disk* for lube oil outlet temperature
* Scope of supply of turbocharger
Figure 24: Lube oil system on the turbocharger
The highly stressed bearing bushes and bearings in the turbocharger are
lubricated and cooled by means of a lube oil system largely integrated into
the bearing casing.
Function of the lube oil system

Lube oil is supplied via the engine’s lube oil supply, but can also be supplied
via an independent lube oil system.
The lube oil is normally fed from the lube oil system of the engine to the lube
oil system of the turbocharger via a feed pipe.
The required lube oil pressure is set by means of a pressure reducing valve
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(four-stroke engine) or orifice (two-stroke engine). The lube oil pressure is

4 Systems
monitored downstream of the non-return valve by means of a pressure con-

troller and a pressure gauge.
The lube oil flows through the non-return valve into the turbocharger casing,
from where it reaches the thrust bearing and the bearing bushes via ducts in
the bearing casing and the bearing body. The lube oil flows via bores in the

bearing bushes into the gap between the bearing and the shaft as well as to
4.2 Lube oil system

the lubrication point on the face of the thrust bearing. The lube oil leaves the
gap and is splashed against the wall of the bearing casing by the rotation of
the shaft. The lube oil exits the bearing casing through a drain pipe and flows
back into the lube oil system of the engine.
Lube oil outlet

The outlet pipe should have as steep a gradient as possible, and it should be
amply dimensioned and free of resistances and back pressures.
▪ In the case of marine propulsion systems, the inclination of the outlet
pipe must be at least 5° greater than the maximum possible inclination of
the vessel.
▪ In the case of stationary systems, the outlet pipe must have an inclination
of at least 5°.
NOTE The lube oil outlet (10) must therefore be installed with an inclination,
which is calculated as follows:
Inclination α > max. possible system inclination +5°
Venting
Up to 0.2% of the intake air escapes with the lube oil through the oil drain
pipe via the bearing casing. This air volume can lead to an inadmissibly high
increase of the pressure prevailing in the crankcase.
To prevent this, the oil drain must be vented. This must take place from a
compartment large enough to permit the oil to settle down. The oil pipe can
be vented by means of separate venting in the oil drain or sufficiently dimen-
sioned crankcase venting.
▪ The cross section of the venting pipe should correspond to that of the oil
drain pipe.
▪ The venting pipe must be at least 5 m in length.
▪ In the case of marine propulsion systems, the inclination of the venting
pipe must be at least 5° greater than the maximum possible inclination of
the vessel.
▪ In the case of stationary systems, the venting pipe must have an inclina-
tion of at least 5°.
Shaft sealing
The bearing casing is sealed on the turbine and compressor sides by laby-
rinth seals fitted on the rotor shaft. The radial labyrinth clearance is dimen-
sioned so that, during the initial operating phase, the rotating labyrinth tips
dig lightly into the softer layer of the sealing covers. At higher speeds, the
rotor is elevated by the lubricating film. The labyrinth tips then run freely. The
rotor is lowered again when the turbocharger stops. The labyrinth tips are
then inserted into the grooves of the sealing covers, as a result of which a
2014-07-16 -
4 Systems
better sealing effect is achieved during pre-lubrication and post-lubrication.

Local running-in grooves in the inner lateral face of the sealing covers are
therefore desirable and not a reason for parts to be replaced.

Separate lube oil system

4.3 Lube oil flow rate
If requested by the customer, MAN turbochargers can also be operated with

a lube oil system that is independent of the engine. With plain bearings, such
as those used in all MAN turbochargers, a separate lube oil supply of the tur-
bocharger is not required. The bearings used are designed for applications
with lube oil from the lube oil circuit of the engine. The turbocharger can,
however, be operated with a separate lube oil supply. The advantage of this
system is that the oil ages more slowly and that no combustion residues are
carried into the oil. Since the turbocharger does not require a separate lube
oil supply, MAN Diesel & Turbo does not offer it as an option, but can pro-
vide assistance in the form of a flowchart for the design of such a system.
If required, planning data can also be requested for a lube oil supply of the
turbocharger, independent of the engine lubrication circuit. If required, please
contact MAN Diesel & Turbo in Augsburg directly.
4.3 Lube oil flow rate

The flow rate of the lube oil depends on the viscosity and temperature of the
oil.
The following table applies for SAE 40 at 60 °C:
Type Flow rate at 2.2 bar Flow rate at 1.3 bar Required cooling
in m³/h in m³/h capacity
in kW
TCA33 4.5 3.9 34
TCA44 5.5 4.3 40
TCA55 6.6 5.7 47
TCA66 9.2 8.0 62
TCA77 13.0 11.3 81
TCA88 18.4 16.0 103
TCA88-25 18.4 16.0 103
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4 Systems

4.4 Lube oil pressure

4.4 Lube oil pressure
The required lube oil pressure of the turbocharger is adjusted with a pressure
reducing valve or an orifice.
The oil pressure is checked via a measuring connection positioned in the
lube oil feed downstream of the pressure reducing valve/non-return valve.
The lube oil pressure must be selected so that a pressure of 1.2 – 2.2 bar is
present at this point at full engine load and with the lube oil at service tem-
perature.
The following parameters apply for the monitoring of the lube oil pressure:
Oil pressure setting for alarm Alarm points in bar
Alarm 1.2
Direct load reduction of the engine 1.0
(slow down)
Engine shut down 0.8
On start-up and during heating up of the engine, when the lube oil tempera-
ture is relatively low, a lube oil pressure of up to 4.0 bar is admissible for a
short period of time.
For differences in height between the pressure measuring point and the cen-
tre of the turbocharger, a value of 0.1 bar per metre must be taken into con-
sideration.
Example:
If the pressure gauge or the pressure controller is located three meters lower,
the pressure gauge must indicate a pressure 0.3 bar higher or the setting of
the pressure controller must be 0.3 bar higher than the specified operating
pressure.
Oil pressures (reference point is the turbocharger centerline)
Measuring point Limit value in bar

Lube oil pressure during operation(lube 1.2 – 2.2 (6.0)1)
oil inlet temperature 40 – 70 °C) (SAE 40)
Max. lube oil pressure in cold condition <4
(only permissible briefly)
Pre-lubrication (up to 10 minutes) 0.2 – 2.2
Pre-lubrication (over 10 minutes) 0.2 – 0.6
Post-lubrication (up to 10 minutes) 0.2 – 2.2
Post-lubrication (10 – 30 minutes) 0.2 – 0.6
1) Over 2.2 bar with orifice adapted to the engine pressure. Pressure measurement
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downstream of orifice for alarm, slow down, shut down (see Chapter Systems - Tur-
4 Systems
bocharger lube oil system).

CAUTION Lube oil pressure immediately after start-up

4.5 Emergency lubrication
At low lube oil temperature (after start-up), the lube oil pressure
may briefly exceed the defined operating limits. By the time the
operating temperature has been reached, the lube oil pressure
must have dropped to within the defined range.
Indication of the pending alarm and the reaction of the engine control system
must occur at the same time. Therefore, the engine control system must
conform at least to category 3 in compliance with ISO 13849-1.

The worst-case scenario for the turbocharger bearings is a direct engine
shut-down from full load, which can occur in the event of a power failure. In
this phase, the bearings can easily overheat due to a lack of lube oil. To pre-
vent this, the following minimum requirements must be met.
For emergency lubrication , the turbocharger requires an oil pressure greater
than 0.05 bar (reference point: turbocharger centerline) if, in an emergency
situation, the engine initially continues to run at full power following failure of
the main lube oil supply (see Figure Emergency Lubrication Diagram).
NOTE For differences in height between the pressure measuring point
and the centre of the turbocharger, a value of 0.1 bar per metre
must be taken into consideration.
If the main lube oil pump is not driven by the crankshaft of the engine, the
engine must be shut down no more than 10 seconds after a power failure.
These 10 seconds must be bridged using a separate lube oil tank or an
emergency pump (powered by battery or compressed air). The optional grav-
itation tank can meet this requirement.
The lube oil pressure during emergency lubrication must be above the limit
value of 0.05 bar (reference point: turbocharger centreline) until the turbo-
charger speed has fallen to 20% of the maximum permissible speed indi-
cated on the type plate. Once the speed has dropped below 20% of the
maximum speed, the lube oil pressure may drop to values below 0.05 bar.
The remaining oil in the bearing casing is sufficient to protect the bearings
against damage or increased wear until the rotor has come to a standstill.
Please note that the axial bearing of the turbocharger acts like a pump. For
this reason, the turbocharger must be supplied with sufficient lube oil.
The installation height of a gravitation tank above the turbocharger axis must
not exceed 3 m, as refilling of the gravitation tank can no longer be assured
with increasing installation height, with the result that the correct filling height
may no longer be reached.
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4 Systems

shut down

blackout
engine
Lube oil pressure at the middle of the
100% turbocharger shall not drop below
turbocharger speed this line at any time.
nominal
lube oil pressure
min. post-lubrication
pressure
0,05 bar
20%
turbocharger speed
max. max.
10 sec. 20 min 30 min
Figure 25: Emergency lubrication diagram
Emergency lubrication with gravitation tank

In systems with monitoring of the lube oil pressure (alarm and/or engine shut-
down if defined values are exceeded) the emergency lubrication bridges the
response time (max. 10 s) until the engine has shut down.
The gravitation tank is filled via the lube oil system during operation and con-
stantly purged with lube oil. If the pressure in the lube oil system drops, the
non-return valve in the oil feed pipe closes so that the lube oil flows out of the
gravitation tank and back to the bearings in the turbocharger.
2014-07-16 -
4 Systems

4.6 Pre-lubrication and post-lubrication of the turbocharger
4.6 Pre-lubrication and post-lubrication of the turbocharger
Pre-lubrication
Before the engine is started, the turbocharger must be pre-lubricated. This is
automatically done together with the pre-lubrication of the engine because
the lube oil system of the turbocharger is generally connected to that of the
engine. Depending on the engine system, pre-lubrication occurs directly
before engine start-up or by means of continuous pre-lubrication.
Pre-lubrication before start-up Lube oil pressure in bar
Up to 10 minutes 0.2 – 2.2
Over 10 minutes 0.2 – 0.6
See Chapter - Lube oil system.
Post-lubrication
After shut-down:
Following engine shut-down and interruption of the lube oil supply to the tur-
bocharger, the plain bearing on the turbine side and the turbine shaft are
heated up by the hot turbine parts. As a result of this, and depending on the
oil quality and the exhaust gas temperature before the interruption, a thin var-
nish-like coating forms on the turbine shaft and on the plain bearing. This
layer disappears after approximately 100 operating hours. If, however, there
are repeated power failures within a relatively short time, the layer gets
thicker and can result in increased wear or failure of the plain bearing on the
turbine side.
This can be avoided if post-lubrication starts no more than 20 minutes after
the turbocharger has come to a standstill. The later post-lubrication is
started, the longer it should be continued. Two examples:
1. Post-lubrication starts immediately after the turbocharger has come to a
standstill → 10 minutes suffice.
2. Post-lubrication starts 20 minutes after the turbocharger has come to a
standstill → 30 minutes suffice.
These requirements can be met by installing a suitable post-lubrication sys-
tem in the engine room. The optional gravitation tank can only meet this
requirement in the case of an emergency stop.
Post-lubrication Lube oil pressure in bar
Up to 10 minutes 0.2 – 2.2
10 – 30 minutes 0.2 – 0.6
Duration of post-lubrication: 10 to 30 minutes.

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4 Systems

4.7 Quality assessment of the lube oil

Lube oil filtration

Filtration of the lube oil, with the size of particles passing through the filters
≤ 0.05 mm, must be assured at the lube oil inlet of the turbocharger. If the
turbocharger is supplied via the lube oil circuit of the engine, the required fil-
tration is usually already assured by the filters installed there; an additional
lube oil filter for the turbocharger is not required in this case. A further pre-
condition is that the engine lube oil is constantly treated by means of separa-
tion and that the water content and solid residues larger than 0.02 mm are
not allowed to build up.
Prior to initial operation of the engine or after major servicing work, the pipes
between the engine filter and the turbocharger are to be pickled, cleaned
and flushed thoroughly.
Clean oil increases the service life of the plain bearings.
Taking an oil sample

The preconditions for obtaining a representative oil sample are as follows:
▪ Take oil sample only while the engine is running at service temperature.
▪ Take oil sample upstream of the turbocharger and always at the same
location.
▪ Fill sample bottle only to 90%.
▪ Provide a special sample removal cock.
Evaluation of the lube oil condition

In the case of turbochargers that are lubricated via the engine lube oil circuit,
the assessment criteria of the engine manufacturer are applicable for evalua-
tion of the lube oil condition.
The lube oil condition must be checked regularly in the case of turbochargers
with their own lube oil system. For routine inspections of the lube oil condi-
tion, the parameters in the table below are sufficient.
The limit values indicated are empirical field values and are based on the
requirements placed on the lube oil by the engine. In order to ensure a long
service life of the bearings, these limit values must not be exceeded.
A binding statement on the further usability of the oil can only be derived
from a full analysis where the values are to be determined according to
standardised testing methods.
Oil parameters for routine inspections Limit value
Viscosity ± one viscosity class
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4 Systems
Water content in % by weight < 0.2 (briefly up to 0.5)

Total contamination in % by weight ≤ 2.0

Oil change
An oil change is required when the chemical/physical characteristics of the oil

have changed to such an extent that the lubricating, cleaning and neutraliz-
ing properties no longer meet the requirements of the engine supplier and
lubricant supplier. The limit values specified in the table and a drop test can
serve only as a guideline.
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4 Systems

4.8 Sealing air system

4.8 Sealing air system
Sealing air diagram
1 Compressor casing 10 Thrust bearing with bearing disk

2 Labyrinth disk 11 Bearing casing
4 Sealing air duct 12 Gas outlet casing
5 Turbine-side ring duct with sealing cover and 13 End cover
labyrinth ring
9 Bearing bushes 14 Bearing body/oil chamber
C Compressor wheel T Turbine disc
Figure 26: Sealing air diagram
The sealing air prevents the penetration of hot exhaust gas into the bearing
casing and lube oil from seeping behind the turbine wheel (risk of oil coke
formation). It also helps to compensate for thrust in axial direction, thus
reducing the load on the thrust bearing.
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4 Systems

Sealing air
4.9 Bearing casing venting
The sealing air system is fully integrated in the bearing casing. Part of the air
compressed by the compressor wheel is diverted and flows out of the com-
pressor casing into a ring duct in the bearing casing. From there, the air is
led into the sealing air pipe. The air is led to a ring duct on the turbine side of
the bearing casing. There the sealing air emerges between the shaft labyrinth
and the turbine labyrinth.
▪ A small amount of the sealing air flows back into the bearing casing, thus
pressing against the bearing bush on the turbine side and retaining the
lube oil.
▪ The other part of the sealing air is led past the rotor shaft, through the
labyrinth seal on the turbine side and into the gas outlet casing.
4.9 Bearing casing venting

Due to design measures, the turbocharger does not require a separate vent-
ing box. Lube oil and air are separated from each other within the bearing
casing. The connection for the venting pipe is attached to the bearing casing.
The maximum ratio between the venting mass flow rate and the mass flow
rate through the compressor is 0.2%. It is advisable to dimension the venting
pipe according to the table in Chapter Systems - Turbocharger connecting
pipes.
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4 Systems

4.10 Compressor wheel cooling

In certain applications, it may be necessary to cool the compressor wheel by
means of water cooling.
4.10.1 Compressor Wheel Cooling System
1 Cooling water supply 3 Cooling water discharge

2 Ring duct 4 Bearing casing
C Compressor wheel T Turbine
Figure 27: Compressor wheel cooling diagram

Increasingly high charge air pressures are required for the efficient operation
of modern large diesel engines; this charge air must be provided by the tur-
bocharger for the combustion process. Due to the high pressure ratios, and
the correspondingly high peripheral speeds of the compressor wheel that are
required, the air temperatures downstream of the compressor wheel are very
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high. To reduce the resulting thermal load on the compressor wheel, the
4 Systems
compressor wheel is cooled by means of a cooling system.

4.10.2 Functional Description

Cooling water from the low-temperature cooling circuit of the engine plant is
pumped through the cooling water supply (1) into the bearing casing (4) of
the turbocharger. The water flows through the ring duct (2) between the
bearing casing and the labyrinth disk and takes up heat energy radiating from
the rear of the compressor wheel (C). The heated cooling water is fed back
into the low-temperature cooling circuit via the cooling water discharge (3).
The cooling water supply must be switched off for any maintenance or major
overhaul work. For disassembly of the bearing elements, the cooling water
must also be drained from the cooling ducts of the turbocharger. For this
purpose there are drainage holes located on the left and right-hand sides,
either of which can be used.
A leakage drain ensures that no cooling water escapes from the cooling
ducts and enters other subassemblies of the turbocharger.
The cooling water supply and cooling water discharge can optionally be con-
nected to the top left or right-hand side of the bearing casing. The pipes for
cooling water supply, cooling water discharge and cooling water leakage
drain are included in the scope of supply of the engine.
Caution! Water must be prevented from entering the lube oil circuit of the tur-
bocharger. The leak-tightness of the water cooling must be checked regu-
larly by inspecting the cooling water leakage drain.
Only treated cooling water (corrosion protection) from the low-temperature
engine cooling system may be used for compressor wheel cooling.
Quality requirements on cooling water for compressor wheel cooling, see
Chapter Quality requirements on cooling water for compressor wheel cool-
ing.
4.10.3 Operating parameters for compressor wheel cooling
TCA33 TCA55 TCA66 TCA77 TCA88

Cooling water inlet temperature max. 35 °C max. 35 °C max. 35 °C max. 35 °C max. 35 °C
Cooling water inlet pressure max. 4 bar max. 4 bar max. 4 bar max. 4 bar max. 4 bar
Cooling water flow rate min. 1.2 m /h
3
min. 2.28 m /h min. 3.26 m /h min. 4.54 m /h min. 6.39 m3/h
3 3 3
Diameter of the cooling water Ø 15 mm Ø 31 mm Ø 37 mm Ø 44 mm Ø 52 mm

connections inlet / 10 mm
outlet
Required cooling capacity 10.90 [kW] 26.40 [kW] 37.80 [kW] 52.70 [kW] 74.20 [kW]
The pipes for cooling water supply, cooling water return and cooling water
leakage drain are included in the scope of supply of the engine.
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4 Systems

5 Quality requirements on operating media
5.1 Quality requirements on fuels

The quality of the fuel used to operate the engine influences the composition
of the exhaust gas flowing through the exhaust gas turbocharger. Contami-
nants in the fuel may leave residues in the exhaust gas that could have an
abrasive or corrosive effect on the turbocharger.
5.1.1 MDO fuel (marine diesel oil)

Marine diesel oil is also referred to as diesel fuel oil, diesel oil, bunker diesel
oil or marine diesel fuel.
MDO is offered as a heavy distillate (ISO-F-DMB) or, exclusively for the ship-
ping industry, as a mixture of distillate and small quantities of residual oil
(ISO-F-DMC). The usual designation for the mixture, which is dark brown to
black in color, is “blended MDO”. MDO is manufactured from crude oil and
must be free from organic acids.
The usability of the fuel depends on the design of the engine and cleaning
device, and on compliance with the characteristic values specified below
which refer to the state at the time of supply.
The definitions of the characteristic values are based on the specifications of
ISO 8217‑1996 and CIMAC‑2003. The characteristic values refer to the
specified test methods.
Test method Characteristic value
ISO-F specification DMB DMC
Density at 15 °C in kg/m³ ISO 3675 900 920
Kinematic viscosity at 40°C ISO 3104 < 11 < 14

in mm²/s=cSt
Pour point
Winter quality in °C ISO 3016 <0 <0
Summer quality in °C <6 <6
Flash point (Pensky Martens) in °C ISO 2719 > 60 > 60
Total sediment content in % by weight ISO CD 10307 0.10 0.10
Water content in % by vol. ISO 3733 < 0.3 < 0.3
Sulfur content in % by weight ISO 8754 < 2.0 < 2.0
Ash content in % by weight ISO 6245 < 0.01 < 0.03
Carbon residue (MCR) in % by weight ISO CD 10370 > 0.3 > 2.5
Cetane number ISO 5165 > 35 > 35
Copper strip test ISO 2160 <1 <1
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Vanadium content in mg/kg DIN 51790 T2 0 < 100

Aluminum and silicon content in mg/kg ISO CD 10478 0 < 25
Visual inspection 1)
-
1) In well-lit conditions at room temperature the fuel should appear clear and trans-
parent.

Other specifications: British Standard BS MA 100-1987 Characteristic value

Class M2 Class M3
ASTM D 975 2D 4D
ASTM D 397 No. 2 No. 4
Mixing fuels can lead to a reduction in quality. This can result in combustion
with a high degree of residues, which is liable to cause heavy fouling of the
turbocharger. Extreme fouling can damage the turbocharger.
The following points must therefore be observed:
▪ MDO is handled at transshipment facilities and during transportation as
residual oil. It is thus possible for it to become mixed, for example, with
highly viscous fuel oil or interfuel remaining in the bunker boat, resulting
in serious deterioration of the quality.
▪ Different deliveries (bunkers) of blended MDO (ISO‑F DMC) may be
incompatible and should thus not be mixed. The fuel storage tank in
question should therefore be emptied as far as possible before it is refil-
led with a new delivery.
Sea water in the fuel promotes corrosion in the turbocharger and leads to
high-residue combustion. Solid foreign matter increases mechanical wear in
the turbine nozzle ring and the turbine of the turbocharger.
The following must therefore be observed:
If primarily blended MDO (ISO‑F DMC) is used, we recommend using a cen-
trifugal separator upstream of the fuel filter. This largely eliminates solid parti-
cles (sand, rust, catalyst residues (catalyst fines)) and water, thus extending
the cleaning intervals of the filter inserts.
Operating data:
▪ Separator admission 65% relative to the nominal throughput capacity
▪ Separating temperature 40-50 °C
5.1.2 MGO fuel (marine gas oil)

The suitability of the fuel depends on the adherence to the properties defined
in these specifications (with regard to the condition on delivery).
In the definition of the properties, particular reference has been made to the
standards DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ). The
properties refer to the specified test methods.
Properties Unit Testing method Typical value
Density at 15 ℃ kg/m 3
ISO 3675 ≥ 820.0
≤ 890.0
Kinematic viscosity at 40 ℃ mm2/s (cSt) ISO 3104 ≥2
≤ 6.0
Filtering capability*
in summer and °C DIN EN 116 ≤0
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in winter °C DIN EN 116 ≤ -12

Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) % by weight ISO 3735 ≤ 0.01
Water content % by vol. ISO 3733 ≤ 0.05
Sulfur content % by weight ISO 8754 ≤ 1.5

Properties Unit Testing method Typical value

Ash % by weight ISO 6245 ≤ 0.01
Carbon residue (MCR) % by weight ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m 3
ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Cetane number or cetane index – ISO 5165 ≥ 40
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
Table 14: Diesel fuel (MGO) – Properties that must be adhered to
* Determination of the filtering capability to DIN EN 116 is comparable with the cloud point to ISO 3015
5.1.3 HFO fuel (heavy fuel oil)

Origin/refinery process The quality of heavy fuel oil depends primarily on the quality of the crude oil
and the refining process used. For this reason, heavy fuel oils of the same
viscosity may have different properties depending on their bunker location.
Heavy fuel oil is normally a mixture of residual oil and distillates. The compo-
nents of the mixture are generally the product of modern refinery processes,
such as catalytic cracking or visbreaking. These processes may have a detri-
mental effect on the stability of the fuel and its ignition and combustion prop-
erties. These factors also have a major influence on the required conditioning
of the heavy fuel oil and the operating characteristics of the engine.
Bunker locations with standardized heavy fuel oil qualities are to be prefer-

red. If oils are purchased from independent dealers, it must be ensured that
they also meet the international specifications. Responsibility for the selection
of suitable heavy fuel oils lies with the user of the engine.
Specifications Fuels that can be used in an engine must comply with the specifications in
order to ensure sufficiently high quality. The limit values for heavy fuel oils are
specified in the table “Fuel specifications and corresponding properties for
heavy fuel oil”.
Observe the entries in the last column of this table, as they contain important
background information.
There are various different international specifications for heavy fuel oils. The
most important specifications are ISO 8217-2010 and CIMAC-2003. These
two specifications are more or less equivalent. Figure “ISO 8217-2010 speci-
fication for heavy fuel oil” shows the specification ISO 8217. All qualities of
these specifications up to K700 can be used, insofar as the fuel conditioning
system has been designed for these fuels. The Technical Service department
at MAN Diesel & Turbo in Augsburg must be consulted before fuels are used
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that do not meet these specifications (e.g. crude oil). Heavy fuel oils with a
maximum density of 1,010 kg/m3 can only be used if modern separators are
present.
Important The fuel properties in the table “Fuel specifications and corresponding prop-
erties for heavy fuel oil” may not be sufficient to determine the ignition and
combustion properties and stability of the fuel, even if they meet the above

requirements. This means that the operational performance of the engine

may depend on properties that are not defined in the specification. This
applies particularly to the propensity of the oil to form deposits in the com-
bustion chamber, injection system, gas ducts and exhaust gas system.
Some fuels have a tendency to be incompatible with lube oil and form
deposits in the fuel pump which can cause blockages in the pumps. It may
therefore be necessary to preclude certain fuels that could cause problems.
Mixtures The admixture of engine oils (ULO – used lube oil), additives not manufac-
tured from mineral oils (e.g. coal tar oil) and residual products from chemical
processes or other processes, such as solvents (polymers or chemical
waste), is not permissible. Reasons for this include the following: abrasive
and corrosive effects, unfavorable combustion properties, incompatibility with
mineral oils and, not least, harmful effects on the environment. When order-
ing fuel, it is important to specify explicitly what is not permissible, as these
constraints are not contained in the generally applicable fuel specifications.
The admixture of engine oils (ULO – used lube oil) to the fuel is particularly
hazardous, as the additives in the lube oil act as emulsifying agents, causing
dirt, water and catalyst fines to be transported as a fine suspension. They
thus prevent the required cleaning of the fuel. In our experience, and that of
other manufacturers, this can cause excessive wear, resulting in severe dam-
age to the engine and turbocharger components.
The admixture of chemical waste products (e.g. solvents) to the fuel is pro-
hibited for environmental reasons by the resolution of the IMO Marine Envi-
ronment Protection Committee of 1 January 1992.
Leaked oil collectors Leaked oil collectors, return pipes and overflow pipes of the lube oil system
must not be connected to the fuel tank. Leaked oil pipes should be dis-
charged into slurry tanks.
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Viscosity (at 50 °C) mm2/s (cSt) max. 700 Viscosity/injection viscosity

Viscosity (at 100 °C) max. 55 Viscosity/injection viscosity
Density (at 15 ℃) g/ml max. 1.010 Heavy fuel oil conditioning
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) °C max. 30 Low-temperature performance
(ASTM D 97)
Pour point (winter) °C max. 30 Low-temperature performance
(ASTM D 97)
Carbon residue (Con- % by weight max. 20 Combustion properties
radson)
Sulfur content % by weight max. 5 or Sulfuric acid corrosion
statutory specifications
Ash content % by weight max. 0.15 Heavy fuel oil conditioning
Vanadium content mg/kg max. 450 Heavy fuel oil conditioning
Water content % by vol. max. 0.5 Heavy fuel oil conditioning
Sediment (potential) % by weight max. 0.1
Aluminum and silicon mg/kg max. 60 Heavy fuel oil conditioning
content (total)
Acid value mg KOH/g max. 2.5
Hydrogen sulphide mg/kg max. 2
Used lube oil (ULO) mg/kg max. The fuel must be free from lube
oil (ULO – used lube oil). Fuel is
considered to be contaminated
with lube oil if the following
concentrations occur:
Ca > 30 ppm and Zn > 15

ppm or Ca > 30 ppm and P >
15 ppm.
Asphalt content % by weight max. 2/3 of the carbon residue Combustion properties
(Conradson)
Sodium content mg/kg max. Sodium < 1/3 vanadium, Heavy fuel oil conditioning
sodium < 100
The fuel must be free from admixtures that are not derived from mineral oils, e.g. vegetable or coal tar oils,
free from tar oil and lube oil (used oil), free from chemical waste, solvents and polymers.
Table 15: Fuel specifications and corresponding properties for heavy fuel oil
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5
5 Quality requirements on operating media 5.1 Quality requirements on fuels
62 (134)
Project Guide, TCA, EN-US
MAN Diesel & Turbo
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2014-07-16 -
MAN Diesel & Turbo

5 Quality requirements on operating media 5.1 Quality requirements on fuels
63 (134)
5
5.1.4 Biofuel
Other designations: Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying oil
Origin Biofuel is produced from oil plants or used food oil.
Both transesterified and non-transesterified vegetable oils can be used.

Transesterified biofuels (biodiesel, FAME) must conform to the standard EN
14214.
Non-transesterified biofuels must meet the specification in Table 1.
This specification is based on experience. Since this experience is limited,
the specification is to be regarded as a recommendation that can be
adapted as required. If future experience shows that this specification is too
strict, or not strict enough to assure safe operation, the specification may be
adapted accordingly.
In the case of operation with biofuel, a lube oil must be used that is also suit-
able for use with diesel oil (see Sheet 010.000.023-07).
Characteristics/properties Characteristic value Test method
Density at 15 ℃ 900 - 930 kg/m 3
DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
Lower fuel value > 35 MJ/kg DIN 51900-3
(typically: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to DIN EN ISO 3104
viscosity/40 °C < 60 cSt)
Cetane number > 40 FIA
Carbon residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662

Oxidation resistance (110 °C) >5h ISO 6886
Phosphorus content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine value < 125 g/100 g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660
Filterability < 10 °C below the lowest temper- EN 116
ature in the fuel system
Table 16: Non-transesterified biofuel – specification
DANGER Incorrect handling of operating media can endanger health, safety

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and the environment. The corresponding safety instructions pro-

vided by the suppliers must be observed.

5.2 Quality requirements on lube oil and additives

5.1.5 Gas
5.1.5.1 Gas types, gas quality
Natural gases may come from very different sources. They differ not only in
terms of their composition and conditioning, but also of their energy content
and fuel value.
Combustion in engines places particular requirements on the quality of the
gas composition.
Requirements on natural gas The gas must:
▪ conform to the generally applicable regulations for natural gas and the
specifications contained in the table Requirements on natural gas.
▪ be supplied to the engine clean and dry (free from water, hydrocarbon
condensate and oil) and cooled. If the particle concentration is greater
than 50 mg/Nm3, a gas filter must be installed upstream of the supply
system.
The specifications regarding gas quality in the documentation of the engine
manufacturer are of decisive importance for the use of gaseous fuels.
The gas quality influences fouling of the turbine and thus the necessity of
cleaning.
The gas quality can be checked using a gas analysis device.
Fuel Natural gas
Unit Value
Hydrogen sulfide content max. mg/Nm 3
5
(H2S)
Total sulfur content max. mg/Nm3 30

Hydrocarbon condensate mg/Nm3 Not permissible at engine inlet
Humidity content % Not permissible at engine inlet
Particle concentration max. mg/Nm 3
50
Particle size max. μm 10
Total fluorine content max. mg/Nm3 5
Total chlorine content max. mg/Nm3 10
Table 17: Requirements on natural gas
One Nm³ corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.
5.2.1 Lube oil

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Base oil The base oil must comply with the following limit values, especially with
regard to the aging resistance:

Characteristics/properties Unit Test method Characteristic value

Structure – – preferably paraffin-based

Low-temperature behaviour, still fluid °C ASTM D2500 -15
Cleveland flash point °C ASTM D92 > 200
Ash content (oxide ash) % by ASTM D482 < 0.02
weight
Conradson carbon residue % by ASTM D189 < 0.50
weight
Aging tendency after 100 h heating to – MAN aging cabinet –
135 °C
n-heptane insolubles % by ASTM D4055 or < 0.2
weight DIN 51592
Evaporation loss % by – <2
weight
Drop test (filter paper) – MAN test There must be no indication that resin-
ous or asphaltic aging products are
released.
Table 18: Lube oil – characteristic values to be met
Additives Additives must be dissolved in oil and designed to generate as little ash as
possible on combustion. The ash must exhibit a soft structure. If this require-
ment is not met, increased residues are liable to form in the bearing casing of
the turbocharger. Hard additive ash promotes increased mechanical wear.
Neither when active nor when consumed may additives intensify clogging of
the filter inserts.
Lube oil additives MAN Diesel & Turbo strongly advises against subsequently admixing addi-
tives in the lube oil or mixing different brands of lube oil, as this is liable to
destroy the function of the active agent package matched to itself and the
base oil. It would also exempt the supplier from his responsibility for the lube
oil.
5.2.2 General requirements on lube oil

The specific power achieved by modern diesel and gas engines and the use
of fuels that are increasingly reaching the very limits in terms of quality place
higher requirements on the lube oil and necessitate careful selection of the
lube oil.
Only lube oils that meet the following requirements may be used:
▪ They must be engine oils
(no turbine, cylinder or gear oils).
▪ They must have been approved for the engine by the engine manufac-
turer.
▪ They must meet the requirements of the engine manufacturer and the
lubricant supplier in every operating state.
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5.2.3 Specifications
Viscosity To ensure reliable operation of the turbocharger, the dynamic oil viscosity
limits with a range of 0.03 Pa s – 0.13 Pa s defined by MAN Diesel & Turbo
must be adhered to. For engine oil of viscosity class SAE 40, these limit val-
ues correspond to lube oil inlet temperatures of 40 °C and 70 °C. The same
dynamic oil viscosity limit values also apply to oils of other viscosity classes.

Figure 28: Dynamic viscosity SAE 30 and SAE 40
Base Oil The base oil (doped lube oil = base oil + additives) must have a narrow distil-
lation range and be refined using state-of-the-art methods. If paraffins are
contained, they must not have a detrimental effect on the thermal stability or
the oxidation stability.
Additives The additives must be dissolved in the oil and their composition must be
such that they leave as little ash as possible on combustion, even if the
engine is temporarily operated with distillate fuel. The ash must be soft.
Detergency The detergency must be so great that neither tar nor coke residues pro-
duced by combustion of the fuel can be deposited.
The lube oil must not take up any deposits arising from the fuel.
Reserve alkalinity The reserve alkalinity (ASTM D2896) must be high enough to neutralise acidic
combustion products. The reaction time of the additives must match the
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process in the combustion chamber.

Lube oil additives It is not permissible to add additives to lube oil or to mix different brands of
lube oil (oils from different manufacturers), as this could interfere with the per-
formance of the carefully coordinated mixture of additives tailored to the spe-
cific base oil.

Selection of lube oils/ Most mineral oil companies are in close, permanent contact with engine
5.3 Quality requirements on intake air
warranty manufacturers and can thus specify which oil from their own product line is
approved by the engine manufacturer for the specific application. Irrespective
of this information, the lube oil manufacturers are liable for the quality and
properties of their products. If you have any questions, we would be happy
to provide you with further details.
Lube oil filtration The turbocharger does not require its own lube oil filter.
Filtration and conditioning of the lube oil are sufficient when the following val-
ues are observed:
▪ Mesh of lube oil filter < 0.050 mm.
▪ Water content < 0.2% by weight.
5.3 Quality requirements on intake air

The quality and condition of the intake air have a decisive influence on the
turbocharger performance. Not only is the atmospheric condition of great
importance, but also the solid and gaseous impurities contained in the air.
Mineral dusts in the intake air increase wear. Chemicals and gases increase
corrosion.
For this reason, effective cleaning of the intake air (combustion air) and regu-
lar maintenance/cleaning of the air filters are required.
Characteristic values of the If the (turbocharger intake) silencer is used, the quality of the intake air sup-
intake air plied (to the turbocharger) should at least conform to filter class G3 (acc. to
DIN EN779). If an air intake casing is used, it is vital to ensure compliance
with this filter class and to take suitable filtration into account when designing
the intake air pipe.
The following maximum concentrations of particles in the intake air upstream
of the compressor must not be exceeded:
Characteristics/properties Concentration Unit1)
Dust (sand, cement, CaO, Al2O3 etc.) max. 5
Chlorine max. 1.5

mg/m3 (SPC)
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1

Table 19: Maximum concentration of particles in the intake air
1)
m3 (SPC) = cubic metre at standard temperature and standard pressure
When designing the intake air system, it must be ensured that the total pres-
sure loss (filter, silencer, piping) does not exceed 20 mbar.
Exception:
A loss of pressure in excess of 20 mbar has been taken into consideration in
the design (e.g. admixture of gas in the case of gas-powered engines).
2014-07-16 -
NOTE The intake air must not contain flammable gases. It must be ensured
that the combustion air is not potentially explosive and is not taken
from an ATEX zone.

5 Quality requirements on operating media 5.4 Quality requirements on cooling water for compressor wheel
cooling
5.4 Quality requirements on cooling water for compressor wheel cooling
As is also the case with the fuel and lube oil, the engine cooling water must
be carefully selected, treated and checked. If this is not the case, corrosion,
erosion and cavitation may occur at the walls of the cooling system in con-
tact with water and deposits may form. Deposits obstruct the transfer of heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
5.4.1 Additives for Cooling Water

Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled “Approved cooling water additives” may be used.
Required Approval A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
“Suitability test of internal combustion engine cooling fluid additives.” The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprüfanstalt (Federal Institute
for Materials Research and Testing), Abteilung Oberflächentechnik (Surface
Technology Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.
Only in Closed Circuits Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of cooling water con-
taining additives. For more information, consult the additive supplier.
Chemical Additives
Sodium nitrite and sodium borate based additives, etc., have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed cooling water treatment and electrochemical potential reversal can occur
due to the cooling water temperatures which are normally present in engines
nowadays. If necessary, the pipes must be deplated.
Slushing Oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with the transfer of heat and also prevents limescale
deposits on the walls of the cooling system.
2014-07-16 -
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based

emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.

Anti-Freeze Agents
cooling
If temperatures below the freezing point of water in the engine cannot be

excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Adequate corrosion protection can be provided by adding the products
listed in the table entitled “Anti-freeze solutions with slushing properties” (Mili-
tary specification: Sy-7025) while observing the prescribed minimum concen-
tration. This concentration prevents freezing at temperatures down to -22 °C
and ensures sufficient corrosion protection. However, the quantity of anti-
freeze solution actually required always depends on the lowest temperatures
that are to be expected at the place of use.
Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-
corrosive agent must be added if the concentration of the anti-freeze solution
prescribed by the user for a specific application does not provide an appro-
priate level of corrosion protection, or if the concentration of anti-freeze solu-
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Since the anti-
freeze solutions specified in the table “Anti-freeze solutions with slushing
properties” also contain corrosion inhibitors, which are not generally compati-
ble with other anti-corrosion agents, only pure glycol may be used as anti-
freeze in such cases.
Simultaneous use of an anti-corrosion agent from the table “Nitrite-free
chemical additives” with glycol is not permissible, as it is no longer possible
to monitor the concentration of the anti-corrosion agent in such a mixture.
Anti-freeze solutions may only be mixed with one another with the consent of
the manufacturer, even if these solutions have the same composition.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Biocides
If you cannot avoid using a biocide because the cooling water has been con-
taminated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of cooling water are not permitted.
2014-07-16 -
5.4.2 Requirements on untreated cooling water

Limit Values The properties of the untreated cooling water must comply with the following
limit values:

Characteristic/property Properties Unit
cooling
Type of water Distilled or fresh water, free from impurities. -
Overall hardness max. 10 °dH*
pH value 6,5 - 8 -
Chloride ion content max. 50 mg/l**
Table 20: Cooling water – properties to be adhered to
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
5.4.3 Requirement for Effective Use of an Anticorrosive Agent
Regular Checks of the Cooling Water State and the Cooling Water
System
Treated cooling water may become contaminated during operation and the
additive thus loses some of its effect. It is thus advisable to check the cooling
system and the state of the cooling water at regular intervals. In order to
detect leaks in the lube oil system, a regular check of the water in the com-
pensation tank is recommended. Signs of oil in the water include discoloura-
tions or a visible film of oil on the surface of the water sample.
Check the concentration of the additive at least once a week with the test kit
specified by the manufacturer. The results must be logged.
Concentrations that are too low can encourage corrosion and must be
avoided. Concentrations that are slightly higher do not cause damage. Con-
centrations that are more than double the recommended concentrations
should be avoided.
A cooling water sample must be sent to an independent laboratory or to the
engine manufacturer every 2 – 6 months in order for a complete analysis to
be performed.
Emulsifiable anticorrosive agents must generally be changed every 12
months in accordance with the instructions of the supplier. When changing
the anticorrosive agent, the entire cooling system must be purged and
cleaned if necessary. The fresh water with which the system is filled must be
treated immediately.
If chemical additives or anti-freeze solutions are used, the cooling water
should be changed after 3 years at the latest.
In the case of high concentrations of solids (rust), the water must be
changed completely and the entire system must be cleaned carefully.
2014-07-16 -
Deposits in the cooling system may be caused by fluids that enter the cool-
ing water, break-up of the emulsion, corrosion in the system, and limescale
deposits due to high water hardness. An increase in the concentration of
chloride ions is generally an indication that seawater has entered the system.
The specified maximum of 50 mg chloride ions per kg must not be

exceeded, as the risk of corrosion is otherwise too high. If exhaust gas

cooling
enters the cooling water, this can result in a sudden drop in the pH value
and/or an increase in the sulphate content.
Loss of water must be compensated for by topping up with water that meets
the quality requirements specified in the section Requirements. The concen-
tration of the anticorrosive agent must then be checked and corrected if nec-
essary.
Checks of the cooling water are required in particular after repairs or mainte-
nance work that involve draining the cooling water.
5.4.4 Protective Measures

Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer’s material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with eyes, rinse them immediately with plenty
of water and seek medical advice.
Anticorrosive agents are generally harmful to the natural water cycle.
Observe the relevant statutory requirements for disposal.
5.4.5 Analysis
We analyse cooling water for our customers in our chemical laboratory. A
0.5 l sample is required for the test.
5.4.6 Permissible Cooling Water Additives
Nitrite-containing chemical additives
Manufacturer Product designation Initial dosing for Minimum concentration ppm

1 000 litres
Product Nitrite Sodium nitrite
(NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15000 700 1050

One Drew Plaza Maxigard 40 l 40000 1330 2000
Boonton
New Jersey 07005
USA
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21500 2400 3600
KJEMI-Service A.S. Dieselguard 4.8 kg 4800 2400 3600
P.O.Box 49/Norway
3140 Borgheim
2014-07-16 -
Nalfleet Marine Nalfleet EWT Liq 3l 3 000 1000 1500

Chemicals (9-108)
P.O.Box 11 Nalfleet EWT 9-111 10 l 10000 1000 1500
Northwich Nalcool 2000 30 l 30000 1000 1500
Cheshire CW8DX, UK

Manufacturer Product designation Initial dosing for Minimum concentration ppm
cooling
1 000 litres
Product Nitrite Sodium nitrite
(NO2) (NaNO2)
Nalco Nalcool 2000 30 l 30000 1000 1500

TRAC 102 30 l 3000 1000 1500
TRAC 118 3l 3000 1000 1500
Maritech AB Marisol CW 12 l 1000 2000 3000
P.O.Box 143
S-29122 Kristianstad
Uniservice N.C.L.T. 12 l 12000 2000 3000
Via al Santuario di N.S.
della Guardia 58/A Colorcooling 24 l 24 000 2000 3000
16162 Genova, Italy
Marichem – Marigases D.C.W.T. - 48 l 48000 400 –
64 Sfaktirias Street Non-Chromate
18545 Piraeus, Greece
Marine Care Caretreat 2 16 l 16000 4000 6000
3144 NA Maasluis
The Netherlands
Vecom Cool Treat NCLT 16 l 16000 4000 6000
Schlenzigstraße 7
21107 Hamburg
Germany
Table 21: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)
Manufacturer Product designation Initial dosing Minimum con-

for 1 000 litres centration
Arteco
Technologiepark Havoline XLI 75 l 7.5 %
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7.5 %
Paris, France
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 22: Chemical additives – nitrite free
Emulsifiable Slushing Oils
Manufacturer Product
(designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
2014-07-16 -
Herts HP2 4UL Fedaro M

Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, Überseering 35, Oil 9156
22284 Hamburg, Germany
Table 23: Emulsifiable slushing oils

Anti-freeze solutions with slushing properties

5.5 Quality requirements on turbine cleaning granulate
Manufacturer Product designation Minimum concentration

BASF Glysantin G 48
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Glysantin G 05
Rhine
Germany
Castrol Int. Antifreeze NF, SF
Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Anti-frost X2270A
Moor Lane,
London EC2Y 9B, UK
35%
Deutsche Shell AG Glycoshell
Überseering 35
22284 Hamburg
Germany
Mobil Oil AG Frostschutz 500
Steinstraße 5
20095 Hamburg
Germany
Arteco, Technologiepark Havoline XLC
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants Glacelf Auto Supra
Paris, France Total Organifreeze
Table 24: Anti-freeze solutions with slushing properties
5.5 Quality requirements on turbine cleaning granulate

Commercially available granulates that meet the following specifications are
used for dry cleaning of the turbine during operation:
Granulate made of:
▪ Nut shells
▪ Activated charcoal (soft).
Grain size:
▪ 1.0 mm (max. 1.5 mm).
2014-07-16 -

6 Additional equipment
6.1 Jet Assist

6.1 Jet Assist
* *
A Starting air cylinder (30 bar) D Insert

B 2/2 way solenoid valve E Compressor wheel
C Orifice or pressure reducing station F Turbocharger
* Relative pressure (overpressure)
Figure 29: Jet Assist diagram
The “Jet Assist” acceleration system is used when special requirements have
to be met with regard to fast and soot-minimised acceleration and/or the
dynamic load response of the engine.
The engine control actuates the 2/2 way solenoid valve (B). Compressed air
at 30 bar now flows from the starting air cylinder (A) through the orifice (C),
where the pressure is reduced to a maximum of 4 bar. The compressed air is
now blown at max. 4 bar onto the blades of the compressor wheel (E) via a
ring duct and the inclined bores in the insert (D). On the one hand, this pro-
vides additional air to the compressor while on the other hand, the compres-
sor wheel is accelerated, thus increasing the charge air pressure for the
engine.
2014-07-16 -

We recommend dimensioning the Jet Assist pipe as follows:

6.2 Charge air blow-off for charge air limitation
Jet Assist air pressure 4 bar

Four-stroke engine Two-stroke engine
Type Cross section of Orifice in mm Cross section of Orifice in mm
connection pipe connection pipe
in mm in mm
TCA55 51 14.5 54 15.3
TCA66 61 17.5 64 18.5
TCA77 67 19.0 70 20.0
TCA88 81 23.0 84 24.0
6.2 Charge air blow-off for charge air limitation
Description
Excessively high charge pressure due to low charge air temperature results
in high ignition loads when the engine is working at high load. For this rea-
son, the charge air pressure is monitored and reduced via the blow-off flap if
required.
The exhaust gas temperature is set to the desired value by opening or clos-
ing the charge air blow-off valve.
Function
One function of charge air blow-off is regulation of the charge air pressure by
means of a setpoint value. This value should ideally be high in order to gener-
ate optimal performance. This value must be less than the maximum possi-
ble charge pressure. The charge pressure is reduced when the flap is
opened.
If the current charge pressure cannot be determined, the flap is regulated by
means of a setpoint value. This is determined on the basis of the values for
the engine load and exhaust gas temperature.
If neither regulation mechanism is available, the flap is closed to protect the
turbocharger against excessively high exhaust gas temperatures. There is
then no protection against excessive charge pressure.
Range of applications
There are two types of charge air blow-off: hot and cold. The excessive
charge air is blown off upstream of the charge air cooler in the hot variant
and downstream of the charge air cooler in the cold variant. The blow-off
pipe leads to the engine room or to the air pipe upstream of the turbo-
2014-07-16 -
charger. In the latter case, it is important to mix the blown-off air with suffi-
cient ambient air.

6.3 Turbine cleaning

The turbochargers of engines operated with Heavy Fuel Oil (HFO), Marine
Diesel Oil (MDO) or Marine Gas Oil (MGO) must be cleaned prior to initial
operation and at regular intervals to remove combustion residue from the
blades of the turbine rotor and nozzle ring. In the case of engines operated
with gaseous fuels, cleaning may be necessary, depending on the gas qual-
ity. Considerable fouling of the nozzle ring (e.g. due to combustion residues
of heavy fuel oil) may result in increased vibration excitation and thus to con-
tact of the rotor assembly. This can cause major consequential damage,
including the rupture of turbine blades, which may result in failure of the tur-
bocharger.
As standard, two cleaning methods are available:
▪ Wet cleaning of the turbine
▪ Dry cleaning of the turbine
Both cleaning methods can be used on the same turbocharger, and the
advantages of both cleaning methods complement one another.
Wet cleaning of the turbine is particularly suitable for cleaning the nozzle ring,
while dry cleaning of the turbine is particularly suitable for cleaning the turbine
rotor (turbine blades).
Turbine cleaning must be carried out regularly.
The cleaning intervals must be adapted according to the quality of the fuel
(HFO, MDO, MGO, gas) used.
Assignment of cleaning The cleaning method used depends on the engine type.
method to engine type
Wet cleaning Dry cleaning
Two-stroke engines (diesel / HFO) - ●
Four-stroke engines (diesel / MDO / - ●
MGO)*
Four-stroke engines (HFO)* ● ●
Gas-powered engine – ○
● Included in the standard scope of supply of MAN Diesel & Turbo.
○ Offered as an option for all TCAs; to be used dependent on the gas quality.
* For dual-fuel applications, equipment depends on the quality of the

approved liquid fuel.
2014-07-16 -

6.3.1 Wet cleaning of the turbine
1 Water supply 8 Drain funnel

(water pressure: 2–3 bar) 9 Sealing air
2 Pressure gauge (extracted downstream of
charge air cooler)
3 Nozzles* 10 Gas outlet casing
4 Gas admission casing* B Drain cock
5 Nozzle ring* E Three-way cock with
6 Turbine rotor sealing air connection*
7 Water discharge * Scope of supply of turbocharger
Figure 30: Diagram “Wet cleaning of the turbine”
Wet cleaning is carried out during operation at greatly reduced engine load in
order to avoid overstressing the turbine materials (thermal shock).
One significant advantage of wet cleaning of the turbine over dry cleaning is:
▪ Better cleaning effect and thus longer cleaning intervals.
The cleaning frequency depends on the type of fuel and on the operating
mode; as a general recommendation, cleaning should be carried out every
250 operating hours.
▪ Use fresh water without any chemical additives whatsoever.
▪ Washing duration (interval cleaning): 5 x 2 minutes with 2 minutes drying
time between each cycle.

The washing water flows through the stop cock (water pressure: 2–3 bar)
into the gas admission casing.
The washing nozzles spray the water into the exhaust gas pipe upstream of
the turbine. The droplets of washing water bounce against the nozzle ring
and turbine, removing dirt. The washing water collects in the gas outlet cas-
2014-07-16 -
ing and runs through the washing water outlet and the drainage cock. The
washing water is conducted via a funnel to a sediment tank and collected
there.

Sealing air flows through the water line when it is not in use. This should be

taken from a point on the top of the charge air cooler in order to receive cold,
dry air. In this way, the fittings and pipe can be kept cooler.
Sealing air from the compressor casing can also be used, but we recom-
mend taking sealing air from the charge air cooler.
The sealing air (loss) flow rate required for turbine cleaning is 0.05 – 0.15% of
the compressor flow rate (applies to both wet and dry cleaning).
Number of washing nozzles in gas admission casing
Type 90° axial
TCA55 1 2
TCA66 1 4
TCA77 1 4
TCA88 - 6
Quantity of washing water for turbine cleaning

The max. permissible cleaning conditions, u2 = 300 m/s, TvT = 320 °C and
P water max. = approx. 3 bar, give the following flow rates:
Type Flow rate of washing water

in l/min
TCA55 20
TCA66 32
TCA77 43
TCA88 56
u2 = peripheral speed of the turbine rotor
TvT = exhaust gas temperature upstream of turbine
P water max. = water pressure
Connection sizes for pipes

and lines
TCA55 TCA66 TCA77 TCA88
Water supply for wet cleaning of the turbine 30 x 2.0 mm

Drain connection for wet cleaning of turbine 65 mm 80 mm 100 mm 125 mm
(inner diameter of pipe)
NOTE Wet cleaning of the turbine and VTA

In the case of turbochargers with VTA, wet cleaning of the turbine
is not available.
2014-07-16 -

6.3.2 Dry cleaning of the turbine
1 Compressed air pipe* (5–8 bar) 9 Turbine rotor

Ø 15 x 2 mm 10 Nozzle ring
2 Screw plug 11 Sealing air
3 Tank (extracted downstream of
charge air cooler)
4 Pipe 12 Exhaust gas pipe
5 Connecting flange A Stop cock
6 Intermediate piece (Compressed air connection
G1/2)
7 Gas admission casing B Three-way cock with
8 Gas outlet casing sealing air connection
* Scope of supply of engine man-
ufacturer
Figure 31: Diagram “Dry cleaning of the turbine”
The advantage of dry cleaning of the turbine over wet cleaning is that dry
cleaning can be carried out during operation at full load.
Shorter cleaning intervals must be observed than for wet cleaning of the tur-
bine, however, as heavier deposits will not otherwise be removed.
Cleaning with granulate every one to two days is recommended. When using
HFO that produces heavy deposits, the cleaning frequency should be
increased to twice daily.
The turbine cleaning with granulate may briefly result in sooty deposits from
the funnel. This must be taken into consideration particularly in the case of
passenger ships.
The granulate container is fitted with an opening for filling, a compressed air
supply pipe and a pipe leading to the gas admission casing. The com-
2014-07-16 -
pressed air supply pipe and the pipe to the gas admission casing are both
fitted with stop cocks. The granulate container is filled with cleaning granulate
and then shut tightly.

Type Granulate quantity in l 1)

TCA33 –
TCA44 0.5
TCA55 1.0
TCA66 1.5
TCA77 2.0
TCA88 2.5
TCA88-25 2.5
1) Use granulate from nut shells or activated charcoal (soft) with a grain size of
1.0 mm (max. 1.5 mm).
The stop cock in the compressed air pipe is opened and compressed air
flows into the granulate container. The stop cock in the pipe to the gas
admission casing is then opened. The compressed air blows the granulate
out of the granulate container into the gas admission casing. There, the
exhaust flow transports the granulate to the turbine rotor. The granulate par-
ticles bounce against the nozzle ring and turbine rotor, removing deposits
and dirt. The exhaust gas flow carries the granulate and dirt particles out of
the system.
▪ The granulate container must be installed in a suitable location, not lower
than 1 m below the connecting flange.
▪ The pipe may not be longer than 6 m and must be supported against
vibrations. An unobstructed flow must be ensured.
▪ Maximum operating temperature of the stop cock (exhaust
gas): ≤ 150 °C.
▪ The piping should have as few bends as possible, and these should be
of large radius.
▪ The connecting flange can be installed either on the intermediate piece of
the exhaust pipe or directly on the gas admission casing.
▪ Granulate injection time approx. 3 minutes.
The sealing air flow rate required for turbine cleaning is 0.05 – 0.1% of the
compressor flow rate (applies to both wet and dry cleaning).
Connection sizes for pipes

and lines
TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25
Compressed air connection for G 1/2"

dry cleaning of the turbine
2014-07-16 -

6.4 Compressor cleaning
6.4 Compressor cleaning

Depending on the quality of the intake air, deposits may be formed on the
blades of the compressor wheel and diffuser. This contamination reduces the
efficiency of the compressor. In such cases, compressor cleaning may be
helpful. MAN Diesel & Turbo offers compressor cleaning as an option.
Cleaning ▪ Cleaning of the compressor is carried out with water during operation at
full load.
▪ Cleaning is to be performed with fresh water only; do not use seawater,
chemical additives or detergents.
▪ Blow in washing water for approx. 30 seconds.
▪ The cleaning intervals for washing the compressor should be determined
in accordance with the degree of contamination of the respective sys-
tem.
▪ The compressor cleaning device is connected to the silencer/air intake
casing or the corresponding connection coupling.
1 Connection coupling 5 Turbocharger (compressor)

2 Handle A Relief valve
3 Plate with cleaning instructions B Hand valve
4 Pressure sprayer
Figure 32: Diagram “Wet cleaning of the compressor”

Turbochargers without cleaning device

Turbochargers without a compressor cleaning device should only be cleaned
with a soapy water and a vinyl brush during scheduled maintenance work or
general overhaul.
2014-07-16 -

2014-07-16 -
MAN Diesel & Turbo

6 Additional equipment 6.4 Compressor cleaning
83 (134)
6
7 Engine room planning

7.2 Disassembly dimensions for subassemblies
7.1 Containment safety

The turbocharger is one of the most highly loaded components on state-of-
the-art diesel engines. The high rotor speeds of a turbocharger result in high
centrifugal force stresses at the same time as high component temperatures.
External influences on the rotor, such as foreign bodies for example, may
cause the rotor components to rupture. This leads to the release of very high
kinetic energy, which must be absorbed by means of suitable deformation
zones in the casings. The use of state-of-the-art simulation methods in com-
bination with validation tests ensures that ruptured fragments are safely con-
tained in the casings.
Turbochargers manufactured by MAN Diesel & Turbo meet the requirements
of the EU Machinery Directive and comply with the containment safety
requirements according to the rules of the classification societies.
In the case of highly stressed machines, such as turbochargers, there is nev-
ertheless a certain residual risk. This can be minimized by observing the fol-
lowing:
▪ Under no circumstances are persons permitted to be near the turbo-
charger without reason during operation.
▪ A safety clearance of 2.50 m around the turbocharger must be main-
tained during operation. If it is possible to walk in this area, the area must
be clearly indicated with barrier tape or similar. Furthermore, a clearly
visible warning sign must be attached.
▪ All cleaning and maintenance work must be performed regularly, in
accordance with the maintenance schedule, by trained personnel/MAN
Service.
▪ Inadmissible operating states, such as frequent surging, must be
avoided.
▪ Corrosive and erosive agents in the exhaust air must be avoided.

Hoisting rails with a traversable crane trolley in axial direction above the tur-
bocharger must be provided. Lifting tackle with the appropriate minimum
load-bearing capacity is inserted into the hoisting rails for lifting of the com-
ponents so that the prescribed maintenance work can be carried out.
Disassembly dimension A for the radial silencer and disassembly dimension
B for the turbine rotor, as shown in the graphic, are required for disconnec-
tion and removal of the silencer and the turbine rotor from the turbocharger:
2014-07-16 -


Figure 33: Disassembly dimensions
TIP Disassembly dimension B is also the minimum clearance to the next

turbocharger!
The minimum clearance of the silencer to a bulkhead or between-
deck should not be less than 100 mm. We recommend planning an
additional 300 to 400 mm as working space.
Type Amin in mm Bmin in mm
TCA33 1300 1000

TCA44 550 1150
TCA55 1800 1300
TCA66 2050 1550
TCA77 2300 1800
TCA88 2700 2150
TCA88-25 2700 2150
NOTE On the compressor and turbine side above the gas outlet casing,
sufficient space must be provided between the hoisting rails for the
exhaust gas system (the maximum possible dimensions D must not
be exceeded)!
2014-07-16 -

Figure 34: Dimensions of hoisting rails
Dimensions C1 and C2 for the two hoisting rails, as well as their minimum
load-bearing capacity (Fc1 and Fc2), are indicated in the following table:
Type Dmax in mm C1min in mm Fc1 in kg C2min in mm Fc2 in kg Hmin in mm
TCA33 200 1000 350 500 150 878

TCA44 225 1550 550 1150 300 1200
TCA55 260 1800 700 1300 350 1384
TCA66 260 2050 1200 1550 550 1608
TCA77 370 2300 2000 1800 900 1700
TCA88 370 2700 3000 2150 1400 2040
TCA88-25 370 2700 3000 2150 1400 2100
NOTE Weights of subassemblies, see Chapter Overview of series - Weights

of the Subassemblies.
It must be ensured that the silencer and the gas admission casing can be
removed either upwards, downwards or sideways and set down so that the
turbocharger can be accessed for additional servicing.

For the purpose of minimising danger to persons and material property
(SOLAS 2000, Amendments Jan. / July 2002, Chapter II-1, Part C, Reg. 26,
Chapter II-2, Reg. 4), the routing of pipes and the installation of tanks carry-
ing or containing flammable liquids (lube oil, fuel, hydraulic oil, etc.) above the
turbocharger, and in particular above the turbocharger silencer, is to be
avoided.
2014-07-16 -
If this is not possible for design reasons, the pipes and/or containers must be
designed in such a way that there is no risk of danger due to loss of stability,
bearings coming loose or flammable liquids escaping.

7.3 Exhaust gas system

Exhaust gas resistance has a very large influence on the fuel consumption
and thermal load of the engine.
The pipe diameter to be selected depends on:
▪ the engine power
▪ the volume of exhaust gas
▪ the length and routing of the pipe
Sharp bends result in very high resistance and are therefore to be avoided.
Where this is not possible, use pipe bends with blade grids.
The total resistance of the exhaust gas system must not exceed 30 mbar.
For this reason, the exhaust gas pipe is to be designed as short as possible.
The exhaust gas velocity in the pipe must not exceed 40 m/s.
Exception:
A loss of pressure in excess of 30 mbar has been taken into consideration in
the design (e.g. admixture of gas in the case of gas-powered engines).
Exhaust gas system – installation

The following points must be observed when installing the exhaust gas sys-
tem:
▪ The exhaust pipes of multiple engines must not be routed together.
▪ The exhaust pipes must be able to expand. For this purpose, expansion
pieces are installed between the fixed-point supports which are attached
at suitable locations. A sturdy fixed-point support is to be provided as
directly as possible above the compensator in order to keep forces
resulting from the weight, thermal expansion or lateral axial displacement
of the exhaust pipe away from the turbocharger. In order to minimise
sound transmission to other rooms in the vessel, the exhaust pipes
should be fastened or supported elastically by means of damping ele-
ments.
▪ Permanently opened drainage outlets are to be provided in the exhaust
pipes for condensate flowing backwards and any water leaking from the
boiler.
2014-07-16 -

6
5
4
1 Exhaust silencer 4 Compensator

2 Floating support 5 Water drainage
3 Fixed-point support 6 Exhaust-gas boiler
Figure 35: Example of exhaust routing

2014-07-16 -

7.4 Installation of flexible pipes

7.4 Installation of flexible pipes
5
4
6
3
2
7
8
1
1 Lube oil outlet from turbocharger 5 Exhaust gas pipe

2 Cooling water hose of charge air 6 Lifting tackle rail for turbocharger
cooler maintenance
3 Stable fixed-point support 7 Fixed-point support
4 Lifting tackle rail for installation of 8 Dirt water discharge from turbo-
charge air cooler bundle charger
Figure 36: Installation of elastic hose lines
Apart from the engine movements caused by rough seas or swell in vertical,
axial and transverse directions, the largest motion amplitudes of an elastically
mounted engine occur in the transverse direction of the engine while starting
and shutting down the engine.
2014-07-16 -
We therefore recommend installing hoses in the axial or vertical direction rel-

ative to the engine, not in the transverse direction, to improve movement
absorption.

A section of pipe, as short as possible, must be provided between the con-

7.5 Turbocharger connection dimensions
nection on the engine and the hose in accordance with the planned routing
of the pipes.
Directly after the hose, the pipe is to be secured with a fixed-point support
positioned above the usual construction. This must be capable of absorbing
the reaction forces of the hoses and the hydraulic forces of the fluids.
If the connections are installed in a straight line, the clearance between the
flanges is to be chosen in such a manner that the hose sags. It must not be
subjected to tensile strain during operation.
In the case of installation with a 90° bend, the radii indicated in our drawings
are minimum required radii and must be observed. Hoses must not be instal-
led twisted. For this reason, the loose flanges on the hoses are designed to
rotate.
In the case of screw connections, the hexagon on the hose is to be counter-
held with a wrench when tightening the nut.
NOTE The manufacturer’s assembly instructions must be observed!
7.5 Turbocharger connection dimensions

Dimensioned 2D connection drawings and 3D CAD models can be provided
on request.
If required, please contact MAN Diesel & Turbo in Augsburg directly.
2014-07-16 -

8 Emergency operation and temporary shutdown
8.1 Emergency operation

Turbochargers are highly stressed turbo-machines. As with engines, mal-
functions can occur despite careful operations management.
Devices
If damage occurs to a turbocharger that cannot be corrected immediately,
emergency operation is possible. The following options are available:
▪ Blocking the rotor assembly by means of an arresting device
▪ Removing the rotor and closing the rear side of the compressor and tur-
bine (bearing casing).
All these devices are designed in such a manner that continuous flow
through the air and exhaust gas sides of the turbocharger is possible.
The following tools and devices are available:
▪ Cover screen(s) for the side of the charge air pipes facing away from the
turbocharger. The cover screen(s) is/are designed to ease operation of
the engine in naturally aspirated mode (scope of supply of the engine
manufacturer).
▪ Blind flanges for closing the partially assembled charge air bypass pipe
(scope of supply of the engine manufacturer).
Emergency measure
The arresting device for blocking the rotor should only be mounted if removal
of the rotor assembly is not possible, as there is a risk of consequential dam-
age to the turbocharger if the rotor is blocked.
▪ Emergency measure with the rotor mounted:
When mounting the arresting device, the rotor remains installed and is
8 Emergency operation and temporary

blocked with a special tool (scope of supply of the turbocharger) from the
compressor side. The intake cross section remains open. For mounting
the arresting device, the intake silencer/air intake casing must be
removed and then reinstalled once the arresting device has been
attached.
▪ Emergency measure with the rotor removed:
When closing the bearing casing with the closing covers, the rotor must
be disassembled first. The bearing casing is then closed on the turbine
and compressor side with two closing covers (scope of supply of the tur-
bocharger). For this, the intake silencer/air intake casing and gas admis-
sion casing must be removed and then reinstalled once the bearing cas-
ing has been closed.
NOTE We recommend removing the nozzle ring for both forms of emer-
gency operation. This reduces the flow resistance in the exhaust gas
2014-07-16 -
duct.
shutdown
In the case of systems with multiple turbochargers connected to a common

exhaust manifold, the exhaust intake side of the defective turbocharger must
additionally be closed by means of a blind flange.

Personnel and time requirements

Emergency measure Qualified mechanic Assistant

Time required in h Time required in h
Arresting device 0.6 0.6
Closing device 3.5 3.5
(operation without rotor)
Table 25: Mounting the emergency operation devices
Achievable Performance
The following criteria limit the achievable engine load during emergency oper-
ation:
▪ Maximum exhaust gas temperature downstream of the cylinders
▪ Maximum exhaust gas temperature upstream of the turbocharger
The max. achievable performance/speeds are indicated below:
Type In-line engine in % V-type engine in %
Engine operation with 15 15
variable speed
Engine operation with 20 20
constant speed
Table 26: Emergency operation: example – MAN Diesel & Turbo four-stroke engine
2014-07-16 -
shutdown


2014-07-16 -
shutdown
Figure 37: Emergency operation: example – MAN B&W two-stroke engine

8.2 Shutting Down and Restarting Operation

Cut-out and Lay-up A distinction is made between two different types of shutdown of a turbo-
charger:
▪ Cut-out
Temporary shutdown of the turbocharger by means of cut-out.
Duration ≤ 6 months
If the turbocharger is shut down and the engine plant remains in opera-
tion, this is referred to as a temporary shutdown by means of cut-out.
▪ Lay-up
Permanent shutdown of the turbocharger by means of lay-up.
If the turbocharger is shut down together with the engine, this is referred
to as a permanent shutdown by means of lay-up.
8.2.1 Shutdown by Means of Cut-out

This operating mode enables a flexible cut-out of the turbocharger to ensure
the best possible adaptation to the operating conditions of the marine
engine.
Reducing the speed of a vessel also reduces its fuel consumption. In partial
load operation, the turbocharger is operated outside its rated range with
poorer efficiency and thus lower charge air pressure. For larger engines with
three or four turbocharger, the cut-out of one of the turbochargers is the cor-
rect measure to counter this loss of efficiency. In the case of a cut-out of one
of the turbochargers, the remaining turbocharger have a higher exhaust gas
flow and thus work more efficiently. The increased charge air pressure results
in cleaner combustion and lower fuel consumption.
There are two cut-out options:
▪ Shutdown with rotor assembly installed:
The rotor assembly remains installed. The exhaust gas pipe from the
engine and the feed pipe to the charge air pipe are sealed by means of
swing gates (see TIP below) or covers.
▪ Shutdown with rotor assembly removed:

The rotor assembly is removed. The exhaust gas pipe from the engine
and the feed pipe to the charge air pipe are sealed by means of covers.
Swing gates are possible here, but are no more beneficial than covers
and are thus not sensible due to the high costs.
The flanges should be sealed by means of steel covers 3 - 5 mm thick.
No changes are made to the lube oil circuit. In this mode, the turbocharger
bearings continue to be supplied with lube oil as long as the engine is run-
ning.
NOTE ▪ The remaining turbochargers of the system continue to be
operated within their specifications.
▪ Only operate the engine in a load range in which the per-
missible speed of the remaining turbochargers is not
2014-07-16 -
exceeded.
shutdown
▪ Ensure that the engine is operated within its specified

parameters (see engine manual).

In this way, the turbocharger can be shut down as described above for up to

6 months. If the duration of the cut-out is to be longer, put the turbocharger
back into operation for at least 100 operating hours every 6 months in order
to loosen any deposits and prevent permanent fouling. The cut-out can then
be resumed.
TIP If operation frequently changes between full load and partial load
operation, so that frequent cut-outs are desired, the use of a swing
gate is recommended to enable fully automatic cut-out control. Fur-
ther information about this can be obtained from MAN PrimeServ
(see MAN Diesel | PrimeServ) or the engine manufacturer.
8.2.2 Long-term shutdown for lay-up

Special measures are generally required for preserving the turbocharger in
the case of a shutdown > 6 months (lay-up). These are described in the
operating manuals of the engine and turbocharger.

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shutdown

8
8 Emergency operation and temporary 8.2 Shutting Down and Restarting Operation
96 (134)
shutdown

MAN Diesel & Turbo
2014-07-16 -
9 Calculations
9.1 Design calculations

9.1 Design calculations
A design calculation in accordance with the experience of MAN Die-
sel & Turbo on the basis of ISO conditions (298 K/1000 mbar) enables relia-
ble engine operation with inlet air temperatures between 278 K and 318 K.
For operation in an Arctic climate (< 278 K), a blow-off valve must be pro-
vided downstream of the compressor in order to exclude the possibility of
increased charge pressures and the risk of surging.
For operation in a tropical climate, a design calculation on the basis of ISO
conditions is sufficient insofar as the resulting higher gas temperatures can
be accepted.
The maximum speed of the rotor specified on the type plate of the turbo-
charger is a constant value, irrespective of the ambient temperature.
NOTE At a given rotor speed, the pressure ratio of the compressor
increases with decreasing inlet air temperature and decreases
with increasing temperature.
9 Calculations
2014-07-16 -

9.2 Turbocharger efficiency

The efficiency is an important criterion for the evaluation of a turbocharger.
NOTE The formula for the efficiency is a simplification.
The following formula shows how the efficiency of the turbocharger can be
calculated. The specific thermal values “cp” and the isentropic exponents “ҡ”
are temperature-dependent. The isentropic exponent for the exhaust gas
“ҡG” is also influenced by the gas composition.
Definition of efficiency
MAN Diesel & Turbo turbochargers are used by various engine manufactur-
ers within and outside the MAN Diesel & Turbo Group. Various traditional
definitions of the efficiency of turbochargers are used.
Total (tot – tot)

Total efficiency is one of the most commonly-used characteristic figures for
the thermodynamic performance of a turbocharger. Total pressures directly
upstream and downstream of the compressor and upstream of turbines as
9 Calculations
well as total temperatures are to be put into the equation. The flow velocity in
the turbine outlet casing is not taken into account, as there is no further
2014-07-16 -
stage for using the dynamic pressure; as a result, the static exhaust gas tur-
bine outlet pressure is applied and not the total pressure.

Definition for two-stroke engines

This is essentially a definition of total-total (tot-tot); however, the air pressure
in the scavenge air pipe plus the cooler pressure drop are used for p2, while
the ambient pressure reduced by the filter losses is used for p1. p3 is the
pressure in the exhaust manifold.
The efficiencies are calculated with the help of measured operating values. In
order to receive a meaningful comparison between turbochargers of varying
specifications, sizes, designs and makes, it is always necessary to specify
the definition used for calculation of the efficiency.
If pressure and temperature upstream of the turbine are not known, it is not
possible to determine the efficiency of turbochargers.
Pressure values for the definition of turbocharger efficiency
Pressure: p1 Ambient pressure / total air inlet pressure
Pressure: p2 Total downstream of compressor
Pressure: p3 Total turbine inlet pressure
Pressure: p4 Static downstream of turbine
9 Calculations
2014-07-16 -

10 Speed measurement, matching, checking

10.1 Speed measurement

10 Speed measurement, matching, check-
562.040 Speed transmitter T401, T411 562.200 Frequency-current converter

562.083 Terminal box 562.310 Frequency-current converter
562.100 Speed indicator, analog with speed indication, digital
Figure 38: Connection variants for speed measuring device for the TCA Series
For all turbochargers of the TCA Series, MAN Diesel & Turbo provides a
speed transmitter for measuring the rotor speed as standard.
The speed transmitter is arranged radially in the insert at the compressor-
side end of the rotor and delivers speed pulses. The alternating pulses are
2014-07-16 -
conducted via a 3-wire cable to the terminal box on the compressor casing.
From the terminal box, the pulse signal is forwarded to a frequency-current
converter or digital speed indicator (optional).
The signal can additionally be indicated on a suitable analogue measuring
ing
instrument. A transmission system for the measured values can be con-

nected to both types of speed measuring device.

MAN Diesel & Turbo provides the measuring device and transmission system

for the measured values on request.
Description of components
Speed transmitter The insert has a radial internal thread for fitting the transmitter. It is designed
in such a way that the transmitter is fitted flush against the front edge of the
compressor wheel.
The transmitter is screwed in and secured so that its front side is flush with
the surface of the insert or is recessed by 0.2 mm (see detail Y), i.e. the radial
clearance between the compressor wheel blades and the face of the trans-
mitter is not less than the radial compressor gap.
Y
0...0.2 mm
Figure 39: Speed transmitter connection

Read-out units The read-out units can be housed in the switch cabinet or operating cabinet,
for example. A speed measuring device with frequency-current converter is
included in the standard MAN Diesel & Turbo scope of supply. Alternatively,
a digital speed indicator or an analogue read-out unit can also be connected.
Both units require an external 24 V DC supply from which they supply the
transmitter with an integrated 12 V transmitter voltage.
▪ Digital speed indicator
To ensure correct speed indication, the digital speed indicators must be
programmed with the number of blades of the compressor wheel before
installation (number of pulses per revolution). If original MAN Die-
sel & Turbo components are used, this parameter is factory-set.
▪ Frequency-current converter
If a frequency-current converter is used, the number of blades of the
compressor wheel (number of pulses per revolution) and the speed
range limit must be taken into consideration when programming the
device.
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Since the speed indication and the compressor wheel must be matched to
one another, the complete sensing and indication systems should be sup-
plied by MAN Diesel & Turbo.
ing

Analogue speed indicator/sensor:

Both speed measuring devices have a power output (4-20 mA) for connec-
tion of an additional analogue speed measuring device and/or a measured
value transmitter.
Functional principle The HF transmitter with integrated amplifier requires an auxiliary voltage of
4.5 ... 30 V DC, supplied by the speed measuring device. It contains a high-
frequency oscillator with its oscillator coil located in the transmitter head. The
blades of the compressor wheel and the flow ducts between them result in a
varying damping of the oscillating circuit and thus a higher or lower amount
of supply current from the oscillator. These changes in current control an
electrical, contact-free switching output via a switching amplifier. The ampli-
fied signal is additionally processed by the digital speed indicator or fre-
quency-current converter which are specially adapted to the transmitter and
themselves supply the transmitter with the required transmitter voltage.
2014-07-16 -
ing

10.2 Measurement of the air volume

10.2 Measurement of the air volume
Measurement by means of a volute casing

Measurement of the air volume is carried out by means of calibration of a vol-
ute compressor casing.
tSp
255°
hsp ∆ hsp

1 2 3
1 Silencer 3 Δhsp in mm H2O

2 Section A-A hsp in mm Hg
Spiral pressure hsp, outlet temperature tsp and Δhsp

This calibration curve cannot be applied to other turbochargers, even if they
are of the same size and specification.
The accuracy of this method is approx. ±1%. In the case of diffuser cross
sections other than that for which the calibration curve has been derived,
correction factors are used. In order to ensure reliable measurement, all
measuring hoses, extensions, threads, etc. must be absolutely airtight (check
by spraying on a soap solution).
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ing

Measurement by means of turbine characteristics

10.3 Matching
Turbine Characteristic TCA66-21172

for 6S50MC-C8.1; 9960 KW / 127 rpm
SPEC: TCA66-21ATP015AND0309
540
530 V tot vT
[m 3/ (s√ K)]
520 √ T tot vT
510
500
490
480
470
460
450
440
430
420
410
400
390
380
370
360
350
340
330
320
310
300
¢‡T
1.10 1.30 1.50 1.70 1.90 2.10 2.30 2.50 2.70 2.90 3.10 3.30 3.50 3.70
Figure 40: Turbine characteristics
Based on the map parameters “pressure ratio” and “exhaust gas volume”,
the actual exhaust gas volume and, by subtracting the fuel quantity, the air
volume can be back-calculated from the known plot of the operating curve in
a reduced form (unambiguously assigned to a turbine geometry). This serves

as an alternative if the compressor casing has not been calibrated for direct
measurement of the air volume.
10.3 Matching
Each newly specified turbocharger for a new application must be matched
so that:
▪ It is optimized with the best possible flow cross sections for the operating
conditions of the engine.
▪ A sufficient surge-limit distance is ensured across the entire operating
range.
For this reason, it is customary for different nozzle ring and diffuser variants
2014-07-16 -
(matching components) to be provided for matching purposes.

ing

Matching steps
10.4 Checking surge stability

▪ Test run of the engine with the turbocharger “as delivered”.
▪ If the charge air pressure upstream of the cylinder at the design point
falls below or exceeds that specified by the engine manufacturer, the
nozzle ring must be exchanged.
Please note: In order to achieve a higher charge air pressure, a nozzle
ring with a smaller cross-sectional area must be used. In order to achieve
a lower charge air pressure, a nozzle ring with a larger cross-sectional
area must be used.

“Surging” describes the unstable operation of a compressor when the air
flow of an engine operating point becomes too low for the pressure ratio of
the compressor. In this case, the air flow breaks away and air from the
downstream pipe system flows through the compressor against the feed
direction.
Following the sudden drop in pressure, the air begins to flow in the normal
direction again until the surge procedure is repeated.
This subjects the bearings to great stress with the result that continuous
surging can lead to damage.
Please note that the “surging” of turbochargers is to be avoided at all times.
“Surging” is not a normal operating state for turbochargers and can cause
damage to the compressor wheel.
“Surging” in the turbocharger generally occurs if the air supply is interrupted.
This may be caused, for example, by emergency shutdown of the engine
due to a gas alarm, a rig-saver test or similar.
Damage to the turbocharger, and particularly to the compressor wheel, can
be avoided by throttling the engine power to 50% during tests that can
cause the turbocharger to start “surging”.

MAN Diesel & Turbo generally recommends the use of relief flaps to avoid
damage due to the above causes.
The air intake section of the engine system is to be dimensioned in such a
way that pressure blasts of at least 1 bar overpressure can be withstood.
One of the following methods can be applied for determining the surge-limit
distance:
Four-stroke engines:
▪ Reduce engine speed with constant fuel admission (constant torque).
A speed reduction of at least 15% should be possible without the occur-
rence of surging.
▪ Increase the charge air temperature at constant power.
A temperature increase of at least 50 °C above the air temperature at the
compressor inlet should be possible without the occurrence of surging.
▪ If no surging occurs, the stability is good.
Please note: If the surge-limit distance is lower than required, a smaller
2014-07-16 -
diffuser must be used (in rare cases even a smaller compressor wheel).
The partial load range must also be checked for sufficient surge-limit dis-
tance.
ing

Two-stroke engines:
▪ Run the engine at 100% load.

▪ Reduce the load abruptly to 50%. If no surging occurs, the stability
above 50% load is good.
▪ Run the engine at partial load (approx. 50%) so that the auxiliary fans no
longer run. Pull the fuel pump of one cylinder suddenly to zero, and
repeat this measure with other cylinders. The stability is sufficient if surg-
ing occurs in no more than one case.
2014-07-16 -
ing

10.5 Characteristic maps

The compressor map and turbine characteristic are drafted by MAN Die-
sel & Turbo as documents for the matching of every newly-specified turbo-
charger.
Compressor map
Figure 41: Compressor map with and without IRC (example)
On the basis of the characteristic diagram parameters “pressure ratio” and

“air volume”, all operating points can be plotted along the operating curve in
a reduced form to eliminate influences from different intake conditions.
Together with other parameter curves, such as speeds and efficiency, they
2014-07-16 -
provide information about the operational performance of the compressor.

The distance between the operating curve and the surge line can be
increased by means of the internal compressor measure IRC (internal recir-
culation).
ing

Internal recirculation (IRC)

The compressor map width that can be used for an engine operating char-
acteristic is increased by the following effects:
▪ Increasing the surge-limit distance in the case of a low or medium pres-
sure ratio
▪ Increasing the choke line in the case of a high pressure ratio
In other words, in the case of a low or medium pressure ratio, the minimum
flow rate required for stable compressor operation is reduced by an addi-
tional neutral airflow component. This occurs by recirculating the airflow
around the admission area of the compressor wheel blades (see diagram
below). In the opposite direction of flow, however, in the case of a high pres-
sure ratio, the maximum flow rate is increased by means of an additional air-
flow component that bypasses the admission area.
Figure 42: Internal recirculation

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ing

11 Quality assurance
11.1 Certification
11.1 Certification
MAN Diesel & Turbo has an integrated management system (IMS) compris-
ing quality (ISO 9001), environment (ISO 14001) and occupational health and
safety (BS OHSAS 18001). This affords our customers the confidence that
MAN Diesel & Turbo turbochargers meet customer expectations to complete
satisfaction, from development to production and shipment.
Certificate of conformity of the quality system
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Certificate of conformity of the environmental system

11.1 Certification
2014-07-16 -

Certificate of conformity of the occupational health and safety
11.1 Certification
system
2014-07-16 -

11.2 Description of the quality criteria
Standards, regulations and requirements

Turbochargers from MAN Diesel & Turbo meet the requirements of Directive
2006/42/EC (Machinery Directive).
The following national and international standards were applied during devel-
opment and production:
▪ EN ISO 12100 – Safety of machinery – General principles for design –
Risk assessment and risk reduction
▪ DIN EN 82079 – Preparation of instructions – Structuring, content and
presentation
▪ ISO 2768-1 – General tolerances — Part 1: Tolerances for linear and
angular dimensions without individual tolerance indications
▪ ISO 2768-2 – General tolerances — Part 2: Geometrical tolerances for
features without individual tolerance indications
▪ ISO 13715 – Technical drawings – Edges of undefined shape – Vocabu-
lary and indications
▪ DIN EN ISO 1302 – Geometrical Product Specifications (GPS) – Indica-
tion of surface texture in technical product documentation
Development and production are also governed by internal MAN Diesel &
Turbo quality guidelines.
Acceptance by international classification societies

▪ Each turbocharger type receives type acceptance. This includes a draw-
ing check, an examination of the regulation conformity, the type test run
on the burner rig with maximum speed and exhaust temperature.
▪ In addition to this, each individual turbocharger can be ordered and deliv-
ered with acceptance and IMO Certificate on request.
▪ The turbochargers are certified by the following international classification
societies: ABS (American Bureau of Shipping), BV (Bureau Veritas), DNV
(Det norske Veritas Classification A.S.), GL (Germanischer LIoyd), LR
(LIoyd's Register of Shipping).
Compressor wheel
▪ The forged compressor wheel blanks are crack detection tested and
ultrasonic-tested before milling.
▪ Each compressor wheel blank carries a test ring on which the strength
values are checked.
▪ After milling and pre-machining, the compressor wheels are balanced
and spin-tested at speeds far above the maximum permissible operating
2014-07-16 -
speeds.
▪ Bore dimensions and outer wheel dimensions are checked to ensure that
all dimensions are still within tolerance.
▪ Crack detection test by means of dye penetrant inspection.
▪ All finishing performed according to specification.
▪ Checking/measuring of all machined surfaces and diameters.

▪ Re-balancing of finish-machined compressor wheels.

Turbine rotor
▪ Spot checks of the blade thickness in axial and radial direction (20-fold
magnification).
▪ Each blade is checked for cracks before it is machined.
▪ The fir-tree profile is spot-checked with 20-fold magnification.
▪ Turbine rotors are balanced and spin-tested at speeds far above the
maximum allowable operating speed.
▪ Measurement of disk and blade-head circular profile to ensure that all
measurements are within the tolerance range.
▪ Removal of the blades and repeated crack detection testing including the
rotor shaft.
▪ Re-installation of the blades and final balancing of the turbine rotor.
Service life
The following data are based on empirical values of MAN Diesel & Turbo tur-
bochargers produced with identical materials and manufacturing processes.
The specified service life values are guideline values for operation under nor-
mal conditions. They may be considerably reduced, e.g. as a result of unfav-
orable ambient conditions, insufficient maintenance, frequent “blackouts” or
use of low-quality fuel and lube oil.
Operating hours
Plain bearing Up to 50000
Nozzle ring Up to 40000
Turbine rotor 70000 1) to 100000
Shroud ring Up to 30000 2)
Compressor wheel Up to 80000 3)
Casing Unlimited
1) TCA turbocharger on two-stroke engine with waste heat recovery (WHR)

or bypass
2) Dependent on:
▪ the load profile of the engine
and may be shorter in the case of unfavourable values.
3) Dependent on:
▪ the intake air temperature
▪ the charge pressure
▪ the load profile of the engine
2014-07-16 -
and may be shorter in the case of unfavourable values.

12 Maintenance and inspection

12.2 Bindingness and adaptability
12.1 Maintenance work

When performing maintenance and inspection work, it is usually sufficient to
remove only subassemblies of the turbocharger. For major overhauls only, it
may be necessary to remove the complete turbocharger.
If major components are repaired or if a major overhaul is carried out, logging
the state of the individual subassemblies is recommended.
Components with traces of wear or damage that impair especially the
strength and smooth running of rotating parts must be replaced with original
spare parts or repaired by an authorised repair facility or the manufacturer.
For shipping, pack and protect components against corrosion so that they
remain undamaged during transportation.
12.2 Bindingness and adaptability

Validity of the maintenance The maintenance schedule contains a summary of the maintenance and
schedule inspection work, up to major overhaul of the turbocharger.
A major overhaul of the turbocharger must be carried out at the latest after
▪ 12000 – 18000 operating hours (turbochargers on four-stroke engines)
▪ 24000 – 30000 operating hours (turbochargers on two-stroke engines)
After each major overhaul, which is best carried out when an engine service
falls due, the maintenance schedule starts from the beginning again.
A major overhaul includes the disassembly of the complete turbocharger for
inspection of the actual condition, thorough cleaning and a check of all parts/
components.
NOTE The maintenance must be scheduled well in advance, meaning that,
for example, sailing timetables or power plant inspections must be
taken into account. In order to ensure the operational safety of the
turbocharger and the engine, maintenance work is to be performed
as far as possible on schedule or beforehand.
Adaptation of the The maintenance schedule is based on the following operating conditions
maintenance schedule and an annual operating period of approx. 6000 h:
▪ uniform loading within a range of 60 to 90% of the rated power,
▪ compliance with the specified limits for temperatures and pressures of
the operating media,
▪ use of the specified lube oil and fuel qualities,
▪ reliable separation of fuel and lube oil.
The maintenance intervals must be shortened when the following operating
conditions are given:
2014-07-16 -
▪ prolonged operation at peak loads or low loads, long idle periods, sub-
stantial and frequent load changes,
▪ frequent engine starts and repeated warming-up phases without ade-
quate preheating,
▪ high loading of the engine before the specified operating media tempera-
tures are reached,

▪ lube oil, cooling water and charge air temperatures that are too low,
12.4 Turbocharger on four-stroke engine

▪ use of inappropriate fuel qualities and insufficient separation,
▪ inadequate filtration of the intake air (particularly with stationary engines).
12.3 Turbocharger on two-stroke engine

Inspection (during operation) in h 24 150 250 3 000 12 000 24 000
Check turbocharger for unusual noise and vibrations. X
Check turbocharger and system pipes for leaks (charge X
air, exhaust gas, lube oil).
Check all the fixing screws, casing screws and pipe con- 2 X
nections for tight fit.
Maintenance (during operation) in h 24 150 250 3 000 12 000 24 000

Clean turbine – dry cleaning, if provided. 1
Clean turbine - wet cleaning, if provided. 1
Clean compressor (during operation). 1
Maintenance (engine stopped) in h 24 150 250 3 000 12 000 24 000

Clean air filter (if provided). 1
Maintenance (together with engine maintenance) in h 24 150 250 3 000 12 000 24 000
Clean and check compressor casing, insert, diffuser and X
compressor wheel (visual inspection and clean if
required). Establish operational readiness of the turbo-
charger again.
Major overhaul
24,000 - 30,000 operating hours: Dismantle, clean and X
check all components of the turbocharger. Check gaps
and clearances on reassembly.
24... Repetition intervals in operating hours
X Maintenance work due
1 As required/depending on condition 12 Maintenance and inspection
2 Check new or overhauled parts once after the time specified
12.4 Turbocharger on four-stroke engine

Inspection (during operation) in h 24 150 250 3 000 6 000 12 000
Check turbocharger for unusual noise and vibrations. X
Check turbocharger and system pipes for leaks (exhaust X
gas, lube oil, charge air).
Check all the fixing screws, casing screws and pipe con- 2 X
2014-07-16 -
nections for tight fit.

Maintenance (during operation) in h 24 150 250 3 000 6 000 12 000

12.5 Personnel and time required
Clean turbine – dry cleaning, if provided. 1

Clean turbine - wet cleaning, if provided. 1
Clean compressor (during operation). 1
Maintenance (engine stopped) in h 24 150 250 3 000 6 000 12 000

Clean air filter (if provided). 1
Maintenance (together with engine maintenance) in h 24 150 250 3 000 6 000 12 000
Clean and check compressor casing, insert, diffuser and X
compressor wheel (visual inspection and clean if
required). Establish operational readiness of the turbo-
charger again.
Major overhaul
12,000 - 18,000 operating hours: Dismantle, clean and X
check all components of the turbocharger. Check gaps
and clearances on reassembly.
24... Repetition intervals in operating hours
X Maintenance work due
1 As required/depending on condition
2 Check new or overhauled parts once after the time specified
Cleaning work
Qualified mechanic Assistant

Turbine: Dry cleaning 0.3 -
Wet cleaning 0.6 -
Compressor 0.3 -
Air filter 0.4 -
Removing and Refitting the Turbocharger

The assembly time for removing and refitting the turbocharger includes con-
nection of the charge air and exhaust pipes, the lube oil system, the speed
transmitter, Jet Assist (if present) and the cleaning systems provided:
2014-07-16 -
Turbocharger on Engine approx. 6.0 approx. 6.0

Checking the bearing and bearing disk

To check the thrust bearing, counter-thrust bearing and bearing disk the
compressor wheel is removed. It is not necessary to remove the compressor
casing.
Silencer / air intake casing 2.0 2.0
Insert 1.5 1.5
Compressor wheel 2.0 2.0
Labyrinth disk 1.0 1.0
Labyrinth ring 1.0 1.0
Bearing and bearing disk 2.0 -
Total hours: 9.5 7.5
Inspection times for major overhaul

In conjunction with engine maintenance, the turbocharger is subject to a
major overhaul every 12 000 to 18 000 operating hours (four-stroke engine)
or every 24 000 to 30 000 operating hours (two-stroke engine). All compo-
nents of the turbocharger must be checked and the gaps and clearances
must be inspected for dimensional accuracy.
Approximately 20 working hours must be allowed for all inspection work.
Removing and refitting 1 qualified mechanic 1 assistant
Silencer / air intake casing 2.0 2.0
Emergency lubrication and post- 1.5 1.5
lubrication system
Insert 1.5 1.5
Compressor casing 2.0 2.0 12 Maintenance and inspection
Compressor wheel 2.0 2.0
Labyrinth disk 1.0 -
Labyrinth ring 1.0 -
Bearing and bearing disk 2.0 -
Gas admission casing 2.0 2.0
Turbine nozzle ring 0.5 0.5
Rotor 1.0 1.0
Shroud ring 1.0 -
2014-07-16 -
Connection cover 0.5 -

Bearing bushes 1.0 -
Checking gaps and clearances approx. 1.0 -
Total hours: 20

13 Transportation
13.1 Fastening points
13.1 Fastening points

The figures illustrate various fastening points for transportation of the com-
plete turbocharger (depending on the turbocharger type).
Turbochargers with axial gas admission casing must be suspended by the
two lifting hooks on the bearing casing. The additional lifting fixture on the
silencer serves to stabilise the turbocharger and hold it in balance.
Turbochargers with 90° gas admission casing can be suspended by the two
lifting hooks on the bearing casing (turbocharger is then in balance).
1 2
1 Turbocharger with axial gas admission casing

2 Turbocharger with 90° gas admission casing
Figure 43: Transporting the turbocharger
The fastening points for the ropes/chains of the lifting tackle are firmly
attached to the silencer and bearing casing.
The lifting eye bolts on the subassemblies are intended for lifting the individ-
ual subassemblies only and cannot carry the weight of the complete turbo-
charger!
13 Transportation
NOTE Weights of turbochargers, see Chapter Overview of series - Weights

of the Subassemblies.
2014-07-16 -

14 Preservation, packaging and storage
14.3 Storage
14.1 Corrosion prevention
The corrosion prevention is in accordance with the expected transportation
and storage conditions:
▪ Duration of transportation
▪ transportation conditions (land carriage, air or sea freight)
▪ climatic conditions during transportation
▪ storage at the destination
After preservation, all openings on the turbocharger are sealed air-tight.
As standard, the preservation is rated for transportation by sea and storage
over 12 months.
For extreme climatic conditions (e.g. for overseas, tropics, subtropics),
increased corrosion protection is applied.
Detailed information about anti-corrosion agents and removal of protective
coatings can be found in the operating manual.
14.2 Packaging
The packaging corresponds to the corrosion prevention requirements, the
transportation and storage conditions and the climatic conditions at the des-
tination.
14.3 Storage
The following points must be observed with regard to correct storage of the
turbocharger:
All openings on the turbocharger must be sealed.
14 Preservation, packaging and storage

The turbocharger
1. must not be stored outdoors.
2. must not be stored at temperatures below the freezing point.
3. must be stored dry and dust-free.
4. must be packaged to protect against fouling, humidity and damage.
5. must not be exposed to aggressive fluids.
In the case of incorrect or inappropriate storage, damage may be caused, for
example, by humidity and dirt.
2014-07-16 -

15 Environmental protection and disposal

The environmental protection regulations must be observed. Packaging
materials must be disposed of correctly and with minimum environmental
impact!
When handling the product, environmentally hazardous substances must be
disposed of correctly. Operating media must not be allowed to enter the
public drainage system or groundwater. All applicable national and local envi-
ronmental regulations and technical regulations for safe and proper working
must be adhered to.
Materials contaminated with lube oil, such as cleaning cloths, must be col-
lected in suitable containers and disposed of in accordance with the regula-
tions. Heat sources, fire, naked flames and smoking in the vicinity of the con-
tainers are prohibited.
When shutting down the system or exchanging defective components, the
defective components must be disposed of in accordance with the locally
applicable regulations. Electrical and electronic components must be dis-
posed of separately in accordance with Directive 2002/96/EC on Waste
Electrical and Electronic Equipment (WEEE). National and local regulations
must be observed.
Where possible, metals, plastic elements and fluids must be disposed of
separately and recycled.
If in doubt, obtain information about environmentally compatible disposal
from the local authority or a specialized waste management company.
We recommend an environmental management system that complies with
the standard ISO 14001.
15 Environmental protection and disposal
2014-07-16 -

16 Spare parts
16.1 Ordering spare parts

Maintenance and repair work can only be carried out properly if the required
spare parts and reserve parts are available.
The spare parts catalog is an integral part of the operating manual. It covers
all essential components of the turbocharger.
Figure 44: Overview of subassemblies of the turbocharger
The sheets in the spare parts catalogue are ordered in accordance with the
subassemblies system of the turbocharger. The subassemblies can be
determined with the aid of the overview of subassemblies at the front of the
spare parts catalog.
16 Spare parts
2014-07-16 -

Figure 45: Spare parts sheet with order numbers
The ordinal number, consisting of the 3-digit subassembly number and a 2-

digit variant number, is located at the top of the spare parts sheets:
The order number consists of a 3-digit subassembly number and a 3-digit
item number. The subassembly number and the item number are separated
by a dot.
Examples:
Subassembly number: 506 (gas outlet casing)
Order number:
506.001 (gas outlet casing)
506.038 (seal)
Reserve parts and tools

16 Spare parts
A set of reserve parts and tools can optionally be ordered for each turbo-
charger. Reserve parts and tools are packed in separate cases. The contents
2014-07-16 -
of the cases are itemised in lists.

For reordering, the same guidelines apply as for spare parts.

Ordering

Please send your order to the address indicated in Chapter Addresses.
To avoid queries and confusion, the following information should be provided
when ordering:
1. Turbocharger type
2. Works number of turbocharger (type plate)
3. Order number
4. IMO number (for flow-guiding parts)
5. Designation of part
6. Quantity
7. Shipping address
8. Mode of shipment
16 Spare parts
2014-07-16 -

17 Tools
17.1 Tools
17.1 Tools
A set of spare parts and tools, consisting of removal/installation tools, sus-
pension devices, arresting devices, equipment for emergency operation and
torque wrenches, can optionally be ordered for each turbocharger. This
ensures that the turbocharger is not damaged during maintenance and repair
work and that the work can be carried out swiftly and effectively.
Spare parts and tools are packed in one or two cases. The contents of the
cases are itemised in the enclosed lists.
Type Weight of tool case (full) in kg
TCA33 -
TCA44 -
TCA55 80
TCA66 106
TCA77 170
TCA88 219
TCA88-25 222
Removal/installation tools
Components that can not be removed and installed by simply loosening the
screw connections are removed and installed with pullers and assembly
devices, guide rods and lifting eye bolts. These are:
▪ Turbine rotor
▪ Compressor wheel
▪ Insert
▪ Thrust ring
▪ Shroud ring (not for TCA33 and TCA44)
▪ Labyrinth ring
▪ Thrust bearing, bearing disk and counter-thrust bearing. 2014-07-16 -
17 Tools

Assembly devices
17.1 Tools
1 Labyrinth ring puller
2 Sleeve for protection of the undercut bolt during assembly work
3 Clamping sleeve for guiding and fixation of the turbine rotor
Figure 46: Assembly tools
In order to examine the wear condition of the labyrinth ring, the labyrinth ring
can be released with the labyrinth ring puller.
In order to check the wear condition of the bearing disk in the bearing cas-
ing, the thrust bearing must be removed. As a protective measure, a sleeve
is mounted on the undercut bolt of the rotor. The thrust bearing is then
released with forcing-off bolts so that the bearing disk can be removed.
2014-07-16 -
1 Compressor wheel puller

17 Tools
2 Compressor wheel assembly ring

3 Torque wrench
Figure 47: Compressor wheel assembly tools

The compressor wheel is released from the turbine rotor with a puller. Exact
17.1 Tools
reinsertion is carried out with the aid of an assembly ring, and fastening is
carried out using a torque wrench in accordance with special fastening
instructions.
Suspension devices
1 Compressor wheel suspension device

2 Gas admission casing suspension device
3 Lifting eye bolt
Figure 48: Suspension devices
In most cases, standard suspension devices such as attachment swivels and

lifting eye bolts are used. These are fastened in the threads or in special
bores in the components.
Some heavy components are moved away from the turbocharger by means
of specially designed suspension devices:
▪ Compressor wheel
▪ Gas admission casing
The compressor wheel is slid precisely onto the rotor shaft by means of a
specially developed suspension device.
The gas admission casing is fastened to the lifting tackle by means of an
attachment swivel and an eye bolt.
2014-07-16 -
17 Tools

Emergency operation
17.1 Tools
For emergency operation in the event of a turbocharger failure, a closing
device for the bearing casing and an arresting device are included.
The arresting device prevents rotation of the rotor assembly during emer-
gency operation.
The rotor assembly remains installed.
Figure 49: Emergency operation with arresting device
With the closing device in emergency operation, the bearing casing is closed
with covers and sealed.
The rotor assembly is removed.
Figure 50: Emergency operation with closing device

2014-07-16 -
17 Tools

Other tools
17.1 Tools
The number of tools listed may vary according to the specific turbocharger.
Designation
Guide rod
Forcing-off bolt
Threaded rod
Shackle
Lifting eye bolt
Attachment swivel
NOTE For reordering, the same guidelines apply as for spare parts and
reserve parts.
2014-07-16 -
17 Tools

18 Training and documentation
18.2 Technical documentation

18.1 Training programs
▪ For engineers
– Matching of turbochargers
– Trouble-shooting and corrective action
▪ For mechanics
– Practical training in our training centre
▪ Courses for groups available on request
For more information on our training programs, please contact the PrimeServ
Academy directly:
e-mail: PrimeServ.Academy-info@mandieselturbo.com
18.2 Technical documentation
18 Training and documentation
Figure 51: Examples of work card and spare parts catalog
On delivery of a turbocharger, our customers receive comprehensive techni-

cal documentation:
▪ Operating manual
2014-07-16 -
▪ Work instructions for maintenance work to be carried out (work cards)

▪ Spare parts catalog
▪ Reserve parts list and tool list
▪ Certification and logs
▪ Customer information

19 Addresses
19.1 MAN PrimeServ
19.1 MAN PrimeServ

Internet MAN Diesel & Turbo service addresses and authorized service partners
(ASP) can be found on the Internet under MAN PrimeServ Global Network:
www.mandieselturbo.com/primeserv
Contact persons The following table contains addresses for MAN Diesel & Turbo SE/MAN Pri-
meServ in Germany, together with telephone and fax numbers for the
departments responsible and ready to provide advice and support on
request.
Augsburg plant Telephone/Fax/e-mail/Internet
Headquarters
MAN Diesel & Turbo SE Tel. +49 821 322-0

Stadtbachstrasse 1 Fax +49 821 322-3382
86153 Augsburg e-mail info-de@mandieselturbo.com
Germany
Internet http://www.mandieselturbo.com
MAN Diesel & Turbo SE Tel. +49 821 322-0

PrimeServ Augsburg Fax +49 821 322-3382
86153 Augsburg e-mail PrimeServ-Aug@mandieselturbo.com
Germany
Internet http://www.mandieselturbo.com/primeserv
MAN PrimeServ Turbocharger Tel. +49 821 322 4010 Axial turbochargers (24 hours)
Technical service Tel. +49 821 322 4020 Radial turbochargers (24 hours)
Fax +49 821 322-3998
e-mail PrimeServ-TC-Technical@mandieselturbo.com
MAN PrimeServ Turbocharger Tel. +49 821 322 4030 (24 hours)
Spare parts Fax +49 821 322-3998
e-mail PrimeServ-TC-Commercial@mandieselturbo.com
19 Addresses
MAN PrimeServ Turbocharger Tel. +49 821 322-4273

2014-07-16 -
Retrofits Fax +49 821 322-3998

e-mail PrimeServ-TC-Retrofit@mandieselturbo.com

Augsburg plant Telephone/Fax/e-mail/Internet
19.1 MAN PrimeServ

Headquarters
Sales Tel. +49 821 322-1345
Technical information Fax +49 821 322-3299
e-mail Turbochargers@mandieselturbo.com
Internet http://www.mandieselturbo.com/turbocharger
19 Addresses
2014-07-16 -

MAN Diesel & Turbo
Index
Gas admission casing 3.13 (33)
A
Gas outlet casing 3.13 (35)
Constant-pressure turbocharging 1.2 (7)
ABS (American Bureau of Shipping) 11.2 (112)
Containment safety 7.1 (84)
Additional equipment
Cooling water
dry cleaning of the turbine 6.3.2 (80)
Specifications 5.4.3 (71)
Jet Assist 6.1 (75)
Cooling water, compressor wheel 5.4 (69)
Wet cleaning of the turbine 6.3.1 (78)
cooling, quality requirements
Additives
Corrosion prevention 14.1 (119)
Cooling water 5.4.3 (71)
Corrosion protection
Address
Increased 14.1 (119)
Ordering spare parts 16.1 (123)
Cut-out 8.2.1 (94)
Addresses 19.1 (130)
After shut-down 4.6 (50)
Air volume D
Measurement 10.2 (103)
Design calculations 9.1 (97)
Dimensions 2.4 (13)
B
Disposal 15 (120)
DNV (Det norske Veritas Classifica- 11.2 (112)
Bearing casing
tion A.S.)
Venting 4.9 (54)
Dry cleaning of the turbine
Venting box 4.9 (54)
Diagram 6.3.2 (80)
Biodiesel 5.1.4 (64)
Granulate quantity 6.3.2 (81)
Biofuel 5.1.4 (64)
BV (Bureau Veritas) 11.2 (112)
E
C
Efficiency
Definition 9.2 (98)
Casing position
Formula 9.2 (98)
Air intake casing 2.6 (19)
Emergency lubrication 4.5 (48)
Bearing casing 2.6 (19)
Emergency operation
Casing foot 2.6 (19)
Achievable performance 8.1 (92)
Compressor casing 2.6 (19)
Arresting device 8.1 (91)
Gas admission casing 2.6 (19)
Devices 8.1 (91)
Personnel and time require- 8.1 (92)
Certification 11.1 (109)
ments
Characteristics of the Subassem- 3.1 (20)
Engine control system 4.4 (48)
blies
Engine room planning
Characteristics of the TCA turbo- 1.1 (7)
Disassembly dimensions 7.2 (84)
charger series
Environmental regulations 15 (120)
Charge air blow-off 6.2 (76)
Exhaust gas system
Climate, Arctic
Constant-pressure turbocharg- 1.2 (7)
Operational performance 9.1 (97)
ing
Closing covers
Exhaust gas velocity 7.3 (87)
Emergency operation 8.1 (91)
Installation 7.3 (87)
Total resistance 7.3 (87)
Compressor cleaning 6.4 (82)
2014-07-16 -
Exhaust gas temperature upstream 2.3 (12)

Compressor map 10.5 (107)
of turbine
Compressor pressure ratios 2.3 (12)
Exhaust system
Compressor wheel cooling 4.10.2 (56)
Example of exhaust routing 7.3 (88)
Index
Connecting pipes, lube oil/venting 4.1 (41)

Connection

MAN Diesel & Turbo
F M
Flanges 3.13 (30) Maintenance schedule 12.2 (114)

Fuel, quality requirements 5.1 (57) Maintenance work
Four-stroke engine 12.4 (115)
Two-stroke engine 12.3 (115)
G Marine diesel oil
Test methods 5.1.1 (57)
Gas 5.1.5.1 (65) Marine gas oil 5.1.2 (58)
Gas admission casing 3.11 (29) Matching
Gas outlet casing 3.12 (30) Air pressure 10.3 (105)
GL (Germanischer LIoyd) 11.2 (112) Surge-limit distance 10.4 (105)
Turbocharger to engine 10.3 (104)
H Maximum pressure ratio 2.3 (12)
MDO 5.1.1 (57)
Measuring point
Heavy fuel oil 5.1.3 (59)
Vibration acceleration 3.15 (38)
5.1.3 (59) Vibration speed 3.15 (38)
HFO 5.1.3 (59) MGO 5.1.2 (58)
Hose lines
Hose routing 7.4 (89)
N
I Noise Emission 3.16 (40)
IMO Certificate 11.2 (112)
Inclination, turbochargers 3.14 (37) O
Intake air, quality requirements 5.3 (68)
Intended use 1.4 (8) Oil change 4.7 (52)
Internal recirculation (IRC) 10.5 (108) Oil pressures 4.4 (47)
Item number 16.1 (122) Oil sample 4.7 (51)
Operating media, quality require- 5.1 (57)
ments
J Operational performance
Arctic climate 9.1 (97)
Jet Assist Normal conditions 9.1 (97)
Diagram 6.1 (75) Order number 16.1 (122)
Ordinal number 16.1 (122)
L Orifice
Lube oil pressure 4.4 (47)
Loads on connections and flanges 3.13 (30) Overview of series 2.2 (12)
LR (Lloyd's Register of Shipping) 11.2 (112)
Lube oil P
Emergency lubrication 4.5 (48)
Lube oil condition, evaluation 4.7 (51) Packaging 14.2 (119)
Lube oil diagram 4.2 (44) Partial load operation
Lube oil filtration 4.7 (51) Cut-out 8.2.1 (94)
Lube oil flow rate 4.3 (46) Performance characteristics 1.3 (8)
Lube oil pressure 4.4 (47) Performance ranges 2.1 (11)
Lube oil temperature 4.4 (48)
2014-07-16 -
Pipe
Quality assessment 4.7 (51) Installation, flexible 7.4 (89)
Quality requirements 5.2.1 (65) Post-lubrication 4.6 (50)
Venting 4.7 (51)
Index
Pre-lubrication
Continuous pre-lubrication 4.6 (50)
Engine start-up 4.6 (50)
Pressure ratios 2.3 (12)

MAN Diesel & Turbo
Pressure reducing valve Four-stroke engines 10.4 (105)

Lube oil pressure 4.4 (47) Two-stroke engines 10.4 (106)
PrimeServ 19.1 (130)
T
R
Technical documentation 18.2 (129)
Range of applications 2.1 (11) Time requirements
Read-out unit Checking the bearing and bear- 12.5 (117)
Speed measurement 10.1 (101) ing disk
Regulations 11.2 (112) Cleaning work 12.5 (116)
Requirements 11.2 (112) Emergency operation 8.1 (92)
Reserve parts 16.1 (122) Major overhaul 12.5 (117)
Removing and refitting the tur- 12.5 (116)
bocharger
S Tools 17.1 (124)
Training 18.1 (129)
Sealing air diagram Transportation
Schematic diagram 4.8 (53) Turbochargers with 90° gas 13.1 (118)
Sealing air system 4.8 (54) admission casing
Shaft sealing 4.7 (51) Turbochargers with axial gas 13.1 (118)
Shut down 4.4 (47) admission casing
Shutdown 8.2.1 (95) Turbine cleaning granulate, quality 5.5 (74)
Slow down 4.4 (47) requirements
Spare parts 16.1 (121) Turbocharger suspension device 7.2 (86)
Speed measurement 10.1 (100) Type plate 1.5 (10)
Speed transmitter 10.1 (101)
1.5 (10)
Standards 11.2 (112)
Storage 14.3 (119)
Subassembly V
Air intake pipe/air intake casing 3.10 (28)
Bearing 3.3 (22) Venting box 4.9 (54)
Bearing casing 3.8 (26) Vibration limit values 3.15 (38)
Compressor wheel 3.2 (21)
Gas admission casing 3.11 (29) W
Internal bearings 3.6 (24) Weights 2.5.1 (14)
Nozzle ring 3.5 (23) 2.5.2 (15)
Silencer/air filter 3.7 (25)
2.5.2 (16)
Turbine blades 3.4 (23)
Turbine rotor 3.2 (21) 2.5.2 (16)
Subassembly number 16.1 (122) 2.5.2 (17)
Surge stability 10.4 (105) 2.5.2 (17)
Surge-limit distance 2.5.2 (18)
Checking 10.4 (105) Wet cleaning of the turbine
Diagram 6.3.1 (78)
Quantity of washing water 6.3.1 (79)
2014-07-16 -
Index

Project Guide TCA Turbocharger: MAN Diesel & Turbo

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Date .................................................. 2014-07-16

TCA Project Guide

Translation of the original instructions

MAN Diesel & Turbo SE

Phone +49 (0) 821 322-0

Copyright © 2014 MAN Diesel & Turbo

2 Overview of series ............................................................................................................................... 11

4.1 Turbocharger connecting pipes .............................................................................................. 41

4.6 Pre-lubrication and post-lubrication of the turbocharger ..................................................... 50

4.7 Quality assessment of the lube oil .......................................................................................... 51

5 Quality requirements on operating media ......................................................................................... 57

6 Additional equipment .......................................................................................................................... 75

7 Engine room planning ......................................................................................................................... 84

7.1 Containment safety .................................................................................................................. 84

10 Speed measurement, matching, checking ...................................................................................... 100

11 Quality assurance ............................................................................................................................. 109

12 Maintenance and inspection ............................................................................................................ 114

13 Transportation ................................................................................................................................... 118

14 Preservation, packaging and storage .............................................................................................. 119

15 Environmental protection and disposal ........................................................................................... 120

16 Spare parts ........................................................................................................................................ 121

16.1 Ordering spare parts .............................................................................................................. 121

17 Tools .................................................................................................................................................. 124

18 Training and documentation ............................................................................................................ 129

19 Addresses .......................................................................................................................................... 130

1.2 Exhaust Gas Turbocharging

1.2 Exhaust Gas Turbocharging

1 Exhaust gases 2 Fresh air 3 Charge air

Figure 1: Constant-pressure turbocharging

Project Guide, TCA, EN-US 7 (134)

1.3 Performance Characteristics

1.4 Intended use

▪ by the engine manufacturer:

▪ by the installation contractor / manufacturer of the complete plant:

8 (134) Project Guide, TCA, EN-US

The following flange loads and inclinations must be maintained:

1.4 Intended use

Project Guide, TCA, EN-US 9 (134)

1.5 Type plate

Temperature specification on the type plate

1.6 Reference values for pressure specifications in the Project Guide

10 (134) Project Guide, TCA, EN-US

2.1 Range of applications of the TCA Series

Figure 2: Turbocharger application range

Turbochargers of the TCA Series can be used on engines with constant-

Project Guide, TCA, EN-US 11 (134)

2.2 Achievable power outputs per turbocharger

2.3 Maximum compressor pressure ratios and exhaust gas temperatures

TCA33 – 5.3 – 650°

12 (134) Project Guide, TCA, EN-US

TCA88-25 – 4218 2 012 2987 1200 825 1076 2270

4) Axial gas admission casing D = 300 mm or dual-channel

Project Guide, TCA, EN-US 13 (134)

2.5 Weights of the Subassemblies

2.5.1 TCA for Two-Stroke Engines

Weights of subassemblies TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25

14 (134) Project Guide, TCA, EN-US

2.5 Weights of the Subassemblies

Weights of subassemblies TCA33 TCA44 TCA55 TCA66 TCA77 TCA88

Gas admission casing, 30° 57.4 kg - - - - -

Sound insulation, double - - 52.4 kg 71.5 kg 103.1 kg 142.3 kg

Project Guide, TCA, EN-US 15 (134)