11.

SCAVENGING & TURBOCHARGING

1. ENGINE SCAVENGING BASICS
1. SCAVENGING
 It is the process in a diesel engine, in which low pressure air is utilized
to blow out the waste gases of combustion i.e. scavenging and refill the
cylinder with fresh pressurized air for the next compression stroke. The
various types of scavenging are described below.
1.1. UNIFLOW SCAVENGING
 Uniflow, as the name suggests, is an air flow in the same direction.

 Low pressure air is allowed in at the bottom of the cylinder with slight
rotation and the exhaust gas is pushed out from the top of the cylinder.
 Uniflow scavenging is required in modern engines to use the
advantages of slow speed and a long stroke (which in turn requires
better scavenge efficiency to burn present day cheap heavy fuel oils).
   I. ADVANTAGES
1. The scavenge efficiency is the highest.
2. There is no exhaust and scavenge intermixing.
3. Working temperatures are reduced.
4. Costly cylinder lube oil consumption is reduced (0.3 gm/bhp/hr to 0.6
gm/bhp/hr for crosshead type engines).
5. Less residual exhaust gas remains in the cylinder after scavenging.
6. The air loss during exhaust and scavenging is nil.
7. It’s liner design is much simpler than other types and a shorter piston
skirt can be used.
8. Thermal stresses are also much less as compared to other scavenging
methods.
   II. METHODS
1. Poppet valve method: Using a single poppet type exhaust valve at top
of the engine cylinder. The large area at the exhaust valve allows
speedy exhaust gas escape and improves scavenge efficiency.
Most modem 2-stroke engines employ this method.
2. Opposed piston method: In opposed piston engines, one piston
controls the air inlet ports (bottom piston), while the other controls the
exhaust ports (top piston). Only outdated older engines like Doxford
engines employed this method.
1.2. REVERSE FLOW SCAVENGING
 It consists of Loop or Cross scavenging systems.

   I. ADVANTAGES
1. The design is simpler.
2. There is no valve gear maintenance nor power consumption required
for the same.
II. DISADVANTAGES
1. Consumption of expensive cylinder lube oil increases.
2. Undesirable mixing of scavenge and exhaust gases is increased.
3. Scavenge efficiency is less.
4. Exhaust back pressure may increase due to narrowing down of exhaust
passages with carbon deposits.
5. Chances of cracks are possible due to thermal stresses at the scavenge
and exhaust ports area.
6. The temperature variation between scavenge and exhaust ports is
confined to a limited area in the region of the ports.
7. Uneven wear of piston rings can cause leaks.
8. Liner costs are more as the liner design is more complicated.
9. It cannot use the advantage of a modem engine’s increase in stroke
bore ratio, which is why it is rarely used nowadays.
 
1.2.1. LOOP SCAVENGING
 In loop scavenging, the flow of air and gas is in a ‘loop’ path. The air
inlet and exhaust ports are arranged on the same side of the cylinder.
 Loop scavenging is best for stroke-bore ratios of less than 2:3, or else it
is thermodynamically disadvantageous. Hence, modem engines with
high stroke-bore ratios do not use the loop type method.
1.2.2. CROSS SCAVENGING
 In cross scavenging, the air and gas flow is in the ‘across’ path. i.e. air
inlet and exhaust ports are situated on opposite sides of the cylinder.
4. GAS EXCHANGE PROCESS
 In a diesel engine, the gas exchange process consists of:

4.1. BLOW DOWN OF EXHAUST GASES

 It starts when exhaust valves open or exhaust ports are uncovered.
Exhaust gases are ‘blown down’ rapidly into the manifold.
  They are helped by the sudden opening of the exhaust valves or ports.
This advance in timing of the opening of the exhaust valve before the
inlet valve is called Exhaust Lead.
 The end of this blow down period is when the inlet ports are uncovered.
The cylinder pressure falls below the scavenge pressure after blowing
down.
4.2. SCAVENGING
 Since the cylinder pressure is less than the scavenge box pressure, the
fresh scavenging air pushes the residual gases out, the moment the
scavenge ports open.
4.3. POST-SCAVENGING
 Post or After Scavenging period is the completion of the scavenge
process and prevention of any fresh air loss through the exhaust valve
or ports. This depends on the exhaust valve
 closing precisely when fresh air has fully filled the cylinder and
residual gases have been fully pushed out. Intermixing of fresh air with
exhaust gases is not desirable at this stage, as it would contaminate the
fresh air with exhaust and increase the fresh air temperature. However,
the sweeping action of the fresh air produces a cooling effect lowering
the cylinder temperature.
2. SCAVENGE PORT & SPACE INSPECTION
1. SCAVENGE SPACE (or) MANIFOLD INSPECTION
 The scavenge space inspection provides careful information about the
condition of cylinders, pistons, and rings at low expense. 
 The inspection consists of visually examining the piston, the rings, and
the lower part of the cylinder liner, directly through the scavenge air
ports. 
 To reduce the risk of scavenge box fire, remove any oil sludge and
carbon deposits in scavenge air box and receiver in connection with the
inspection.
 The port inspection should be carried out at the first stop after a long
voyage, e.g. by anchoring if possible, to obtain the most reliable result
with regard to the effectiveness and sufficiency of the cylinder
lubrication and the combustion cycle.
  A misleading result may be obtained if the inspection is carried out
after arrival at the harbour since during manoeuvring cylinders are
excessively lubricated.
 Further during low load, combustion cycle might not be as effective
due to the actual fuel oil qualities and running condition of the fuel
injection equipment.
1.1. PROCEDURE
1. Scavenge space inspections are best carried out by two men, the most
experienced of whom inspects the surfaces, and states his observations
to an assistant, who records them. The assistant also operates the
turning gear.
2. Keep the cooling water and cooling oil circulating, so that possible
leakages can be detected.
3. Block the starting air supply to the main starting valve and starting
air distributor
4. Open the indicator valves. Engage the turning gear.
5. Remove the inspection covers on the camshaft side of the cylinder
frame, and clean the openings. Remove the cover(s) on the scavenge air
receiver.

6. Generally, note the condition of the scavenge manifold and the spaces
around the cylinder liners. Ensure that there is no buildup of sludge or
excessive oil deposits and that the drains are clear.
7. Check the scavenge relief valves and temperature probes. Check the
security of grids and plates. Sight auxiliary blower fan impellors.

8. Check for free movement of flap valves and water accumulation near
air cooler mist catcher.
 Flaps

1. The main blower inlet flap valves should be free to open and should
close when released.
 The next part of the procedure involves inspection of the piston, rings
and liner through the scavenge ports
2. SCAVENGE PORT INSPECTION
 Scavenge inspection or scavenge port inspection refers to the inspection
of the piston, piston rings, cylinder liner, etc. of the main propulsion
engine through scavenge ports. This helps for detecting leakages from
the piston and cylinder cover if any.
 Jacket cooling water and lubricating oil pumps should be running
during the scavenge port inspection.
 Scavenge inspection is carried out partly from under piston area and
partly from scavenge air receiver. The inspection procedure is
following:
1. Make sure that vessel has necessary permission from port authorities or
bridge for main engine immobilization.
2. Engage turning gear to main engine.
3. Remove scavenge port inspection covers and scavenge air receiver
covers.

Scavenge Space Inspection

4. Ventilate and clean the area.

5. Turn the engine to bring the piston of the unit under inspection to BDC
(Bottom Dead Center).
6. Check for the presence of any water or fuel on top of the piston, which
indicates leakages.

Inspection of Piston Rings and Grooves

7. Check the condition of cylinder liner wall through scavenge ports using
a mirror.
8.  Slowly bring the piston up from BDC.
 9. Inspect piston top land and piston skirt. Turn the piston down, so that
the crown can be inspected. Look for excessive deposits, burning, signs
of poor injection, or cracking.
10. Then look up the liner using the mirror. Look for evidence of
corrosion, scuffing, or abrasion. Check injector nozzles for leakage and
condition of exhaust valve ( hot corrosion). This liner has run 8000
hours and is in good condition.
11. When piston rings are visible through scavenge ports, move the
piston up and down several times to ensure that rings are freely moving
in the piston grooves.
12. Use a wooden stick and press the rings to ensure the free
movement of piston rings. Any broken piston rings can also be found
this way.
13. The first piston ring is normally CPR (Controlled Pressure
Relief) type. In that case, check that the CPR grooves are not clogged
and the gap is not enlarged.

CPR Piston Ring

13. Clearance between ring groove and rings can be measured and
recorded.
14. Move the piston further upwards and check the condition of the
piston rod.
15. Visually inspect the condition of the stuffing box.
16. Depend on the amount of sludge accumulated at the under piston
area, the frequency of scavenge port inspection can be varied.
3. ENGINE SUPERCHARGING
1. SUPER CHARGING OR PRESSURE CHARGING
  Combustion and power depend on the amount of fuel and air supplied,
since proper combustion requires a stoichiometric air fuel ratio of 14 :
1. The amount of fuel to be burnt is limited by the ratio of air that can
be supplied.
 If we increase the mass of air i.e. its density and pressure, we can use
more fuel for burning. Hence supercharging or pressure charging of the
combustion air supplied allows more power to be developed with
proper combustion.
 Supercharging or Turbocharging is the pressure charging of air
supplied to the cylinder at the beginning of compression.
 In 2-stroke marine engines, in order to achieve correct combustion,
good scavenging and effective cooling, thrice the amount of ideal
combustion air quantity is supplied. This is called Excess Air for proper
combustion
1.1. ADVANTAGES OF SUPER OR PRESSURE CHARGING
1. Power is increased for the same engine dimensions and piston speed.
2. There is no appreciable increase in cylinder maximum pressure.
3. The initial costs are reduced, since a more powerful engine can have
smaller size, space and mass.
4. It gives better reliability and cylinder operating conditions.
5. There is less maintenance.
6. Fuel consumption reduces while mechanical efficiency increases.
7. Cooling is improved since a greater mass of fresh cool air is supplied.
8. There is better utilization of waste exhaust gas energy which can be
used to drive the turbochargers.
 
2. SUPERCHARGING METHODS
   I. MECHANICAL SUPERCHARGING USING:
1. Rotary Air Blowers: driven by the diesel engine crankshaft. Here,
some indicated engine power is wasted in the drive. Hence there is less
mechanical efficiency and more fuel consumption. It is inefficient at
higher pressures.
2. Scavenge Pumps: which are of engine driven reciprocating type.
3. Under Piston Space: Scavenging using under piston spaces to pump
the air.
 4. Auxiliary Blowers: which are of independently driven type. These are
used mostly in the first or second stage of a combined supercharging
system only as scavenge assistance
 II. TURBINE SUPERCHARGING
1. Turbochargers: use waste heat of the exhaust gas to drive a turbine
which in turn, drives a compressor (blower) on the same shaft to supply
pressurized air.
 

3. SERIES 2-STAGE SUPERCHARGING

 Here, there is only one air inlet. Supercharging is done in two stages in
series.
 1  stage: Air is compressed (e.g. by the turbocharger) and then cooled
st

in an inter cooler and supplied to the inlet of the 2nd stage in series.
 2  stage: Air is further compressed (e.g. by a scavenge pump or under
nd

piston spaces) and sent to an after cooler and then, to the scavenge air-
ports.

4. PARALLEL SUPERCHARGING
 Here, there are two separate air inlets. Supercharging is done in
parallel. Simultaneous delivery of air takes place from a turbocharger
and the under-piston space pumping effect.
5. TWO-STAGE SUPERCHARGING
 Supercharging in two stages gives the advantage of more efficiency and
boost air pressure ratio, since work done in compressing the air is
reduced. Inter cooling between stages helps the compression to
approach isothermal conditions.
 

6. SINGLE TURBOCHARGER SYSTEMS

 This type is usually used for constant pressure type turbo charging
systems.
6.1. DISADVANTAGES
1. It relies only on one turbocharger and there is no standby in case of a
failure.
2. A larger capacity of the turbocharger is required causing a slower
response to load changes, since it will have a higher inertia force.
3. Spare parts replacement will be more expensive.
7. TWO TURBOCHARGERS SYSTEM
 This type is usually used for pulse type turbo charging systems, since
the pulse of one cylinder may interfere with another cylinder.
 In case of failure of one turbocharger, engine power output is still
sufficient although it is reduced.
  At part loads, exhaust gas to one turbocharger can be bypassed. In this
case, although only one turbocharger is in use, there will be an increase
in air mass flow. It provides better flexibility at part load
4. ENGINE SCAVENGE AIR CONTROL
1. SCAVENGE AIR LIMITER
 It is a means of governor control of the fuel released depending on the
availability of scavenge air in the desired ratio required for good
combustion.
 It is important while increasing the engine speed so that a proportional
amount of fuel is released as the scavenge air pressure increases.
 The scavenge air limiter can be over-ridden, in case of failed start
attempts so as to provide a better chance for starting with more fuel
available. This is done by sending a false scavenge air pressure signal
to the governor from the control air-line.
2. LAMBDA CONTROLLER AND JET ASSIST SYSTEM
 The purpose with the lambda controller is to prevent injection of more
fuel in the combustion chamber of an auxiliary engine on the ship, than
can be burned during a momentary load increase. This is carried out by
controlling the relation between the fuel index and the charge air
pressure. The Lambda controller is also used as stop cylinder.
2.1. ADVANTAGES OF LAMBDA CONTROLLER
 The lambda controller has the following advantages:

1. Reduction of visible smoke in case of sudden momentary load

increases on auxiliary engines.
2. Improved load ability.
3. Less fouling of the engine’s exhaust gas ways.
4. Limitation of fuel oil index during starting procedure.
2.2. PRINCIPLE OF LAMBDA CONTROLLER
 Figure illustrates the controller’s operation mode. In case of a
momentary load increase, the regulating device will increase the index
on the injection pumps and hereby the regulator arm (1) is turned, the
switch (2) will touch the piston arm (3) and be pushed downwards,
whereby the electrical circuit will be closed.
 Thus the solenoid valve (4) opens. This valve is supplied with
compressed air and the same is supplied to assist the turbocharger.
 When this jet system is activated, the turbocharger accelerates and
increases the charge air pressure, thereby pressing the piston (3)
backwards in the lambda cylinder (5).
  When the lambda ratio is satisfactory, the jet system will be
deactivated. At a 50% load change the system will be activated for
about 3-8 seconds.
 If the system is activated more than 10 seconds, the solenoid valve will
be shut off and there will be a remote signal alarm for “jet system
failure”.
2.3. FUEL OIL LIMITING DURING START PROCEDURE
 During the start procedure the lambda controller is used as an index
limiter. Hereby heavy smoke formation is prevented during start
procedure and further the regulating device cannot over-react.
 The jet system is blocked during the starting procedure until the engine
has reached about 110 RPM.
5. TYPES OF TURBOCHARGING
1. CONSTANT PRESSURE TURBOCHARGING
 In this type, exhaust gas from each cylinder is lead to a common
exhaust manifold which then supplies exhaust gas to the turbocharger
at a ‘constant pressure’.
 The exhaust manifold space is large enough for the volume of
combined exhaust gases without any pressure rise. Hence, a constant
pressure is available to the turbine.
 However, the exhaust manifold should not be too big, as then there
would be a longer time required for the desired exhaust pressure rise in
it.
 The exhaust gas flow into the manifold creates eddies which, in turn,
damp out any pressure waves or pulses.
 Work is not done when exhaust gas is throttled through the exhaust
valve into the large manifold. Work is done when exhaust gases expand
through the turbine nozzle and blades which is seen as a
thermodynamic drop i.e. a utilization of exhaust gas heat.
1.1. ADVANTAGES OF CONSTANT PRESSURE TYPE
1. It is more efficient.
2. The turbine operation is better when a constant pressure is available at
the turbine inlet.
3. Better scavenging is possible at higher loads.
4. Exhaust-grouping is not required.
5. It can use the advantage of modem ‘long stroke’ engines, since more
time is available for expansion in the combustion cylinder itself. Hence,
greater use of heat energy in the cylinder and lower exhaust
temperatures is possible.
6. Since exhaust pressure pulses are not used, more energy is available for
recovery at the turbine and compressor. Hence, the compressor output
is increased.
7. There is a greater utilization of waste exhaust energy used in marine
engines because the main engine runs at a higher load most of the time
allowing a constant load with less load changes.
1.2. DISADVANTAGES
It cannot cope up at low or part loads. Here, the auxiliary electric blowers
supply air when the pressure falls below a preset value. Due to the large
exhaust manifold, there is a very slow response to load changes.
2. PULSE TURBOCHARGING
 Pulse Turbocharging uses the pressure pulse wave to expand the gas
further at the turbine nozzles and blades.
 Exhaust gas from each cylinder is directly lead to the turbine inlet.
Here, pulses i.e. pressure waves are created, when the exhaust valve
suddenly opens and exhaust is blown down into the exhaust piping of
smaller diameter, thereby pressurizing it.
 For maximum usage of the pulse, the pulse should be as close to the
turbine inlet.
 Work is done by the exhaust gas expanding further at the turbine nozzle
and blades.
  The requirements of efficient pulse turbocharging are:
1. A rapid opening of the exhaust valve.
2. Exhaust piping of a large diameter, but much smaller than the exhaust
valve opening to allow for creation of pulses.
3. Exhaust piping to be as near as possible to the turbine inlet to use the
pulse effectively as well as prevent any pulse reflection.
2.1. EXHAUST GROUPING
 Exhaust grouping is necessary to prevent blow back of one cylinder
into another in pulse type turbocharging. Each exhaust pipe has a
separate inlet to the turbine. Example: Three cylinders are coupled to
one turbine, with a firing interval of 120 deg. crank difference.
2.2. ADVANTAGES
1. It utilizes the high kinetic energy of the exhaust gas i.e. unutilized
energy from the combustion cylinder.
2. It can work effectively even at low loads.
3. It has a good response to load changes.
4. It is widely used in auxiliary power generators, where load changes are
frequent and longer periods of low load operation is common.
3. TURBOCHARGER FLOW TYPES
 Basically, they are of two types based on the flow:

3.1. AXIAL FLOW

 Here, a single stage impulse reaction turbine drives a centrifugal
compressor. Exhaust gas flow in and out of the turbine blades is along
the axis of the shaft.
 This type is the most commonly used in marine applications.

3.2. RADIAL FLOW

 Here, the exhaust flow into the turbine blade is along the radial
direction. The exhaust gas flows off the trailing edge of the blade and
the outlet is along the axis of the rotor.
 It is used in small high-speed engines.

6. TURBOCHARGER CONSTRUCTION
1. CONSTRUCTION (AXIAL FLOW)
 On the same shaft is mounted a single stage impulse reaction turbine
and a centrifugal compressor.

1. The Turbine consists of a gas inlet casing with a nozzle ring; a gas

outlet casing; a turbine wheel forged integral with the shaft; blades that
are fitted through side entry slots; and a provision for water cooling. In
earlier designs, the casing was water-cooled, but modem engines
employ uncooled type turbochargers.
2. The Compressor consists of a volute casing which houses the
impeller, inducer and diffuser. The inducer guides the air inlet flow
smoothly into the eye of the impeller. The impeller throws the air
outwardly with a centrifugal force. The diffuser at the discharge end
converts the kinetic energy i.e. its velocity into pressure energy and
leads the air to the volute casing. The volute shaped casing decreases
the velocity further and increases its pressure.
3. Bearings are of ball and roller type combination or of journal sleeve
type. Bearings are mounted in resilient type housings. These housings
have laminar springs which provide axial and radial damping as well as
they do not allow the bearing surfaces to chatter or flutter when
stopped.
4. Bearing Lubrication is integral or separate. It also allows transfer of
heat.
5. Roller Bearings have the advantages of less friction losses and more
accurate alignment. The disadvantages are that they are more
 expensive; are prone to brinelling effect; and need higher grade
lubrication and frequent changing.
6. Sleeve Bearings: Although these bearings can run at higher
temperatures, running at low loads create high friction.
7. Seals: Labyrinth seals are used to prevent exhaust gas leaking into the
air side and into the bearing housing. Sealing air from the air side is
leaked off to cool and seal the shaft.
8. Binding wire: A binding wire in small segments is loosely passed
through holes of four to six blades. In order to fasten this binding wire,
it is welded to the first blade of that segment. It works on the principle
of centrifugal action, resulting in the loosely fitted wire touching the
outside of the blade holes at high speeds. This alters the frequency of
vibration and dampens it. In auxiliary diesel generator engines, binding
wires are not necessary because they run at a constant rpm.
9. Fir-Tree Blade Root: It provides better and more even distribution of
stress at the root portion which is prone to failures. There is less stress
concentration at the joint of the blade and the root. Side entry fitting
provides improved balance and easy replacement.
10. Damping wires are required which pass through the blades.
These dampen the low frequency blade vibrations. Locking of the blade
is needed in the axial direction and a tab washer may be used to secure
the blade in place.
2. MATERIALS
1. Turbine Wheel, Nozzle Ring, Rotor Shaft and Blades:
 Nimonic 90 (Nickel-Chrome alloy) (Ni 75%, CO 18%, Ti 3%, Al 2%,
Cr 2%)
 These have impact resistance, strength, thermal stability, and creep
resistance at high temperatures of continuous operation upto 650 deg.
C.
2. Turbine Casing:
 Cast Iron with corrosion preventive plastic coatings in case of water-
cooled turbochargers.
3. Compressor Impeller, Volute Casing, Diffuser & Inducer:
 Aluminium alloy for light weight strength and smooth surface finish.

 
3. UNCOOLED TURBOCHARGERS
 Modern marine engines use uncooled turbochargers since the exhaust
gas temperatures are relatively lower than earlier types.
 Instead of wasting the heat energy by cooling through water cooled
casings, this heat energy can be recovered in the exhaust gas
 economizer. Thermal efficiency of the overall plant increases. More
heat is available at the exhaust gas economizer inlet.
 Corrosion defects are avoided which were due to the sulphur products
at low loads on the gas side of water-cooled casings. Further details are
listed in the chapter on Engine Developments.

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

a water-cooled system.
 Point B – is the temperature of the exhaust gas leaving the turbocharger
in an uncooled system.
 Point B is much greater than Point A showing more heat available to
the exhaust gas economizer.
7. TURBOCHARGER SURGING
1. SURGING THEORY
 It is the phenomenon of irregular pulsations due to a change in the mass
flow rate of air with respect to its pressure ratio. First, we have to
understand ‘mass flow rate of air’ and ‘pressure ratio’. The figure
shows the mass flow rate of air and pressure ratio from a compressor
(blower) through a damper.
 In case ‘A’, the damper is fully open, mass flow rate is maximum, and
pressure ratio is minimum. The mass of air will flow easily without any
resistance from the damper.
  In case ‘B’, the damper is throttled slightly. Resistance due to the
damper will increase. Mass flow rate decreases, pressure ratio
increases.
 In case ‘C’, the damper is throttled significantly and suddenly.
Resistance due to the damper increases, mass flow rate is so low and
pressure ratio is so high that the mass flow breaks down. At this
breakdown, the pressure pulsation is relieved backwards to the
compressor. This phenomenon is called ‘surging’, where loud ‘gulps’,
howling and banging sounds are heard.

2. COMPRESSOR MAP CHARACTERISTICS & SURGE LIMIT

 The Compressor Map shows the compressor performance
characteristics. Here, the effect of changes in speed (i.e. constant speed
 lines at different percentages of blower rpm N) are shown with respect
to the mass flow rate and pressure ratio of air.
 When the mass flow rate of air is maximum without any restriction, the
pressure developed is less. When the mass flow rate of air reduces, the
pressure increases. After a certain point, as the flow reduces, the
pressure drops, and the reversal of air flow takes place.
 The surge limit is the point on each curve where a blower cannot work
at low mass flow rate for a given pressure ratio. The portion of the
curve on the left is inoperable due to surge. The blower is most
efficient to the right of the surge limit point. The line joining these
surge limit points is called surge limit line or surge line.
 Isentropic efficiency curves are shown for 80%, 75%, 70% and 65%
efficiency.
 Engine operation on the left side of the surge line will bring about
instability and surging. On the right side of the surge line, although
there are changes in operation, the change in the amount of air flow is
matched or balanced by a proportionate change in pressure. A safety
margin in the difference between the surge line and the main engine
operating line is shown.
2.1. SURGING SYMPTOMS
1. These are noises at the turbocharger
2. Gulping air sounds at the compressor intake
3. Repeated violent pressure fluctuations
4. Sudden quick surges in scavenge pressure
5. Howling or banging noises.
6. Intermittent intake of air by blower
7. Repeated irregular violent thud from air intake to blower
8. Alternate suck in and push out at blower air intake
9. Fluctuating rpm of turbocharger
2.2. SURGING CAUSES
1. Any factor which causes a change in air mass flow rate or overpressure
at scavenge manifold
 2. Excess fouling in the system like intake air filter, air cooler, compressor
or turbine wheel, turbine blades, nozzle ring, exhaust gas economizer,
or even a blockage of air filters as in the case of a cloth covering it.
3. The load changes during manoeuvring, rough seas, overloading, or
crash astern conditions.
4. Sudden changes in engine rpm which cause vibration in the air flow
rates.
5. Mismatch of engine and turbocharger
6. Fuel starvation; dirty fuel filter; and fuel system component defects like
faulty fuel pump fuel injector, fuel high pressure pipe damage, or
severely wrong timings.
2.3. SURGING REMEDY AND ACTION
1. Reduce engine speed which, in turn, reduces scavenge air pressure and
there is less tendency of reverse flow from scavenge air manifold to the
turbocharger diffuser.
2. Dirty or fouled components to be checked and cleaned.
3. Proper matching of turbocharger to the engine with respect to the
compressor map characteristics, compressor impeller, diffuser and
nozzle area design.
4. Regular gas and air side washing of turbocharger.
8. TURBOCHARGER OVERHAULING
1. PROCEDURE FOR TURBOCHARGER OVERHAUL
 Overhauling is carried out as per planned maintenance of
turbochargers. The procedure for overhauling diesel engine
turbocharger is explained below.
1. Lock off the engine staring mechanism.
2. Remove the turbocharger air filter.
3. Drain off the oil from both drain plugs.
4. Remove the bearing covers from both sides.
5. Remove the locking wires.
6. Unscrew the hexagon screws and remove oil suction pipes.
7. Tighten again the hexagon screws of the bearing boxes.
8. Check the deflection of the divergent nozzle by using pick tester and
magnet stand.
9. Remove the divergent nozzle by screwdriver.
 10. Measure the K value at the blower side by using depth
micrometer or caliper and straight edge.
11. Lock the rotor with special tool.
12. Extract the lubricating disc.
13. Extract the both bearings by bearing extractor.
14. The various parts should be warped in waxed paper to protect
them against dirt and moisture
2. CHECKS ON TURBOCHARGER WHILE OVERHAULING
1. Check the deflection of divergent nozzle (using a Pick tester & a
Magnet stand).
2. Measure the K value at blower side.
3. Change the bearing on both sides with the new one (because bearing
service life is same as turbocharger overhauling time).
4. Clean blower and turbine side with chemical and inspect carefully.
5. Check the labyrinth seal.
6. Made clear the labyrinth seal air line
7. Check the casing for crack & wear
8. Blade condition
9. After reassembled, check Static Balance
10. Check Impeller and Casing clearance
3. CHANGING THE TURBOCHARGER BEARING
 Turbocharger bearing is changed,

1. As per Running Hour

2. As per clearance
3. When damaged
4. When vibration is heavy
4. CLEARANCES IN TURBOCHARGER
 K → Shaft-end – Bearing flange (end)

 L → Impeller face – Casing

 M → Impeller back – Casing

 N → Inducer – Casing

 R → Turbine radial end – Casing

4.1. AXIAL CLEARANCE (K VALUE)
 It is a distance between the rotor shaft end and the flange of bearing
cover measure at blower side.
 Push the shaft by screw jack and measure by Depth Gauge (0.2 – 0.3
mm)
4.2. RADIAL CLEARANCE (or) N VALUE (or) R VALUE
 Radial – at plane bearing, place a clock gauge (dial gauge) on the shaft
from the top and clamp, by screwdriver from bottom, record the
clearance (0.15 – 0.2 mm).
4.3. ROTOR AND CASING CLEARANCE (L & M VALUES)
 Taken for new casing or new rotor
9. TURBOCHARGER WASHING
1. WASHING OF TURBOCHARGER BLOWER & TURBINE
 Purpose of washing
1. To ensure efficient functioning of turbocharger.
2. To protect the compressor and turbine from contamination (Deposits).
 Disadvantages of water washing
1. Engine speed has to lower.
2. Thermal stress and corrosion usually occurred.
3. Longer cleaning time.
4. Very fine hard deposits and residues cannot be removed easily with
water washing.
 Advantages of solid (crystal) cleaning or grit washing
1. Not required to reduce engine rpm, thus no effect on scheduled voyage
2. No used of water, so no corrosion and thermal stress.
3. Cleaning time is short.
4. Not wear turbine blade.
5. Effectively remove combustion residues and hard particle.

2. WATER WASHING PROCEDURE

2.1. BLOWER SIDE WATER WASHING
1. It can be done when M/E on full load.
2. Fill up the warm fresh water to hopper and closed the cover.
3. Open the valve and water will flow into the blower casing and
mechanically attack the blower blades and clean the deposit.
4. Close the valve, open the cover and check the cleaning water must be
empty.
2.2. TURBINE SIDE WATER WASHING PROCEDURE
1. Turbine side water washing can be made with hot fresh water.
2. Inform to the bridge
3. Reduce the M/E rpm to recommended speed and hence turbocharger
rpm.
4. Check the water washing injection nozzle if fitted. (directly aim to the
exhaust grips before entering to the turbocharger)
5. Open turbocharger drain valve.
6. Open the water supply about 1 bar to turbine side.
 7. Water washing must be made until the clean water comes out.
8. Close the water supply and remove the nozzle.
9. Exhaust side drain can be closed after all water is drained out and dried.
10. Inform to the bridge and increase the M/E rpm gradually to sea
speed.
11. The turbine side water washing is usually at departure after
manoeuvring time.
12. For usual practice cleaning is done at every 500 hr, running hour
depending on the cleanliness of the turbocharger
3. GRIT WASHING (or) DRY CLEANING OF TURBOCHARGER
PROCEDURE (Turbine Side)
1. Turbine side cleaning is superseded by walnut shell, with grain size of
12 to 34 mesh 
2. No speed reduction required, and cleaning can be done at full speed,
once every day
3. Compressed air of (3 -5 bar) is used to help the grains strike the
deposited Turbine Blades and Nozzles, giving effective cleaning of
hard particles
4. Air supply pipe is fitted to solid grain container, and grains are injected
into exhaust system by air pressure, at the same point (as in water
washing) just after exhaust grids
5. Turbine casing drain kept open during cleaning time (about 2 minutes
only).
9. TURBOCHARGER WASHING
1. WASHING OF TURBOCHARGER BLOWER & TURBINE
 Purpose of washing
1. To ensure efficient functioning of turbocharger.
2. To protect the compressor and turbine from contamination (Deposits).
 Disadvantages of water washing
1. Engine speed has to lower.
2. Thermal stress and corrosion usually occurred.
3. Longer cleaning time.
4. Very fine hard deposits and residues cannot be removed easily with
water washing.
 Advantages of solid (crystal) cleaning or grit washing
1. Not required to reduce engine rpm, thus no effect on scheduled voyage
 2. No used of water, so no corrosion and thermal stress.
3. Cleaning time is short.
4. Not wear turbine blade.
5. Effectively remove combustion residues and hard particle.
WATER WASHING PROCEDURE
2.1. BLOWER SIDE WATER WASHING
1. It can be done when M/E on full load.
2. Fill up the warm fresh water to hopper and closed the cover.
3. Open the valve and water will flow into the blower casing and
mechanically attack the blower blades and clean the deposit.
4. Close the valve, open the cover and check the cleaning water must be
empty.
2.2. TURBINE SIDE WATER WASHING PROCEDURE
1. Turbine side water washing can be made with hot fresh water.
2. Inform to the bridge
3. Reduce the M/E rpm to recommended speed and hence turbocharger
rpm.
4. Check the water washing injection nozzle if fitted. (directly aim to the
exhaust grips before entering to the turbocharger)
5. Open turbocharger drain valve.
6. Open the water supply about 1 bar to turbine side.
7. Water washing must be made until the clean water comes out.
8. Close the water supply and remove the nozzle.
9. Exhaust side drain can be closed after all water is drained out and dried.
10. Inform to the bridge and increase the M/E rpm gradually to sea
speed.
11. The turbine side water washing is usually at departure after
manoeuvring time.
12. For usual practice cleaning is done at every 500 hr, running hour
depending on the cleanliness of the turbocharger
3. GRIT WASHING (or) DRY CLEANING OF TURBOCHARGER
PROCEDURE (Turbine Side)
3. Turbine side cleaning is superseded by walnut shell, with grain size of
12 to 34 mesh 
 4. No speed reduction required, and cleaning can be done at full speed,
once every day
5. Compressed air of (3 -5 bar) is used to help the grains strike the
deposited Turbine Blades and Nozzles, giving effective cleaning of
hard particles
6. Air supply pipe is fitted to solid grain container, and grains are injected
into exhaust system by air pressure, at the same point (as in water
washing) just after exhaust grids
7. Turbine casing drain kept open during cleaning time (about 2 minutes
only).
10. OTHER COMMON QUESTIONS
Q. Why do we need an air cooler and why is the scavenge air
temperature maintained at 40°C?
1. We decrease the temperature in order to decrease the volume of air. If
the temperature is more, less volume of air will be supercharged into
the cylinder for combustion.
2. However, if we decrease the temperature too much, the moisture
present in the air will start to condense. If this moisture is then mixed
with the sulphur present in the fuel oil during combustion, the result
will be Sulphuric Acid which will cause cold corrosion to the metal
surfaces in contact.
Q. How is moisture separated in the air cooler?
 This is a shell & tube type Heat Exchanger where compressed air in the
shell is cooled by plant cooling water circulating in the. The liquids
which condensed due to cooling are separated by the in-built Moisture
Separator.
 Moisture-laden compressed air enters into the moisture separator
moves in cyclonic motion around the inner pipe. The direction of the
compressed air is guided by the baffle plates ( fixed at angles). This
compressed-air impinges on the mild steel baffle, this separates
the moisture from the compressed air.
Q. How do you know about air cooler leakage?
 Check the water level in sight-glass fitted at cooler drain pipe.

 Drain the cooler / taste the water

 If the water continuously comes out, the cooler is leaking. Also, in the
funnel white & dense smoke.
  Then the engine should be stopped with permission from the bridge.
 Normal leaking tubes can be stopped by plugging.

 Then the engine is put back normal running.

Q. Why turbocharger exhaust outlet is lower than inlet temperature?

 Some exhaust gas heat and pressure energy are transferred to
mechanical rotating energy for turbocharger, thus pressure become
decrease and temperature lower.
 
Q. What will occur is oil leak in turbocharger system?
1. If oil is leaked into the air system the cooling surface are covered with
oil which are insulated & cooling efficiency will be reduce (i.e..
Scavenge temperature drop, Exhaust temperature high)
2. Also there will be deposits on the blower and blower efficiency will be
reduced
3. If oil leaked into exhaust side, Carbon deposits on the nozzle & turbine
blade. It causes surging, reduces blower efficiency and fire in the
exhaust piping (uptake fire)
 
Q. What causes turbocharger over-run?
 Causes
1. Happens in constant pressure turbo charged engine
2. Caused due to fire and or detonation of scavenge space
3. Exhaust trunk fire due to accumulation of leaked or excess lube oil and
unburned fuel
 Effects
1. Turbocharger bearings casing damage
2. E/R fire
 Prevention
1. Scavenge space regular cleaning
2. Exhaust gas pipe regular cleaning
3. Maintain complete combustion of fuel
4. Liner, piston and rings, fuel vales, cylinder lubrication, maintained in
good order
5. Avoid operating M/E under reduced load for long term
 
Q. Causes of Turbocharger Vibration?
1. Unbalancing
2. Bearing defects
3. Deposits in nozzle ring
4. Impingement
5. Surging, Scavenge Fire, Overloading
Q. What is Reed valve? Where are they fitted? What are they made up
of?
 Reed valves are a type of check valve which restrict the flow of fluids
to a single direction, opening and closing under changing pressure on
each face.
 As the piston rises in the cylinder a vacuum is created in the cylinder
beneath the piston. The resulting pressure differential opens the reed
valve and the air flows into the cylinder volume beneath the piston
form crankcase. As the piston descends, it raises the cylinder pressure
beneath, causing the valve to close to retain the mixture and pressurize
it for its eventual transfer through, to the combustion chamber.
 Modern versions often consist of flexible metal or composite materials
(fiberglass or carbon fiber).

Q. How to evaluate turbocharger performance and efficiency?

 The efficiency of a turbocharger is described with a compressor map,
like the one to the right. The x-axis is the air flow rate—how much air
is entering the compressor—and the y-axis is the pressure ratio—the
ratio of the air pressure after the compressor compared to the air
pressure before the compressor. The contours in the compressor map
describe the compressor efficiency.
 A typical pressure-volume curve for a turbocharger is shown in the
Figure below, with reference to the operating characteristics of a two-
stroke diesel engine. The operating curve runs almost parallel to the
surge line. Every value of the engine output corresponds to a point on
the curve, and this point, in turn, corresponds to a particular
turbocharger speed which is derived automatically. There is,
consequently, no need for any system of turbocharger speed control.
 If, for example, at a specific turbocharger speed, the charge air pressure
is lower than normal, the conclusion may be drawn that the compressor
is contaminated. By spraying a certain amount of water into the
compressor, the deposit can be removed, provided it has not already
become too hard.
 The operating curve and the behaviour of the turbocharger may vary,
depending on whether constant pressure or pulse turbocharging is
employed and also on how any volumetric (i.e. mechanically driven)
compressors and turbochargers are connected together. By observing
changes in behaviour, it is usually possible to check performance,
deduce causes and prescribe the measures necessary to rectify the
problems.
Q. Why don’t exhaust gasses coming out from one unit enter the other?
 In the case of pulse-type turbochargers, grouping is necessary to
prevent blow-back of one cylinder into another. Each exhaust pipe has
a separate inlet to the turbine. Example: Three cylinders are coupled to
one turbine, with a firing interval of 120° crank difference.
 In the case of constant pressure type turbochargers, exhaust gas from
each cylinder is leads to a common exhaust manifold which then
supplies exhaust gas to the turbocharger at a ‘constant pressure’. The
exhaust manifold space is large enough for the volume of combined
exhaust gases without any pressure rise. Therefore, there is no back-
pressure affecting any unit.