TCR

Project Guide
Exhaust Gas Turbocharger

MAN Diesel SE
Stadtbachstr. 1
86224 Augsburg
Germany
Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]
www.manbw.com

Copyright © MAN Diesel SE

Subject to modification in the interest of technical progress.
D2366349 Printed in Germany GMC 08061

MAN Diesel – a member of the MAN Group MAN Diesel

ProjectGuide_TCR_Cover.indd 1 24.08.2006 09:34:35

 Project Guide
Exhaust Gas Turbocharger
TCR Series
1 General 1-1
Principles of Exhaust Gas Turbocharging 1-1
Application Ranges of the TCR Series 1-2
2 Overview of Series 2-1
Dimensions and Weights 2-3
Casing Positions 2-5
3 Design 3-1
Characteristics of the Assemblies 3-1
Loads on Connections and Flanges 3-7
Allowable Inclinations 3-10
Allowable Vibration Accelerations 3-11
Sound Level Diagram 3-12
4 Systems 4-1
Lube Oil System 4-1
Lube Oil Pressure of the Exhaust Gas Turbocharger 4-3
5 Quality Requirements 5-1
Fuels 5-1
Lubricating Oil and Additives 5-4
Intake Air 5-4
6 Auxiliary Equipment 6-1
Compressor Cleaning 6-1
Turbine Cleaning 6-1
Jet Assist 6-4
7 Engine-Room Planning 7-1
Disassembly Dimensions for the Assemblies 7-1
Turbocharger Suspension Device 7-3
Exhaust Gas System 7-3
8 Emergency Operation in Case of Failure of an
Exhaust Gas Turbocharger 8-1
9 Calculations 9-1
Layout Calculation 9-1
Efficiency of the Exhaust Gas Turbocharger 9-1
10 Speed Measurement, Adjustment, Checks 10-1
Speed Measurement 10-1
Measurement of the Air Volume 10-2
Matching Procedure 10-3
Surge Stability Check 10-3
11 Quality Assurance 11-1
12 Maintenance and Checking 12-1
Maintenance 12-1
Personnel and Time Requirements 12-3
Service Addresses 12-3
13 Transport 13-1
14 Preservation Treatment and Packing 14-1
15 Training and Documentation 15-1
16 Ordering of Spare Parts 16-1
Spare Parts 16-1
Reserve Parts and Tools 16-2
17 Tools 17-1
18 Worldwide Turbocharger Service 18-1
I Index I-1

Version 06/2006 TCR

 Low Noise Levels
Long Service Life of Wear Parts
High Power/Load Ratio
Extended Application Range
Compact Design
Easy Maintenance
Simple Installation
Safe Operation
Low Weight
Turbine
• New CFD-optimized components guarantee reliability and
increased efficiency: Rotor, nozzle ring as well as inlet and
outlet casing

• Constant and pulse pressure turbocharging

• Mix-flow turbine design Maintenance

• Compact gas-admission casing • Long inspection intervals

• Optimized gas outlet diffuser • Reduced number of components

Bearings Long Service Life of Wear Parts

• High-grade thrust bearings for low mechanical losses • Floating radial bearings

• Optimized shaft diameter for maximum efficiency • Thrust bearings

• Compact design of bearings for optimized damping char- • Nozzle ring

acteristics
• Compressor wheel
Compressor
Casing Design for Easy Assembly
• Optimized compressor wheel, diffuser and compressor
casing • Uncooled casings

• Extended pressure ratio and flow rate • Lubrication via engine oil-lubrication system

• Internal Flow Recirculation (IRC) for extended surge • Integrated oil pipe system
margins
• No sealing air system
• New compressor wheel fixation for easy servicing
Safety
• Containment-proven exhaust gas turbocharger

TCR Version 06/2006

1
General
1
Characteristics of the TCR Series They can be operated on propulsion engines (diesel-mechanic
and diesel-electric), on genset auxiliary engines, in stationary
Exhaust Gas Turbocharger systems as well as on traction engines.
Economic operation of modern engines without exhaust gas
turbochargers is inconceivable. MAN Diesel turbochargers Principles of Exhaust Gas Turbocharging
are equally tried and tested with marine main engines, auxiliary
The exhaust gas turbochargers of the TCR Series are intend-
engines and in stationary systems under the most various op-
ed for constant and pulse pressure turbocharging.
erating conditions. Reliability, easy maintenance and long in-
spection intervals have been confirmed through-out decades Constant pressure turbocharging:
of experience. With constant pressure turbocharging, the engine exhaust gases
flow into a common exhaust manifold, are accumulated there
Exhaust gas turbochargers of the TCR Series can and flow with minor pressure fluctuations to the exhaust turbine.
be used with two-stroke and four-stroke engines
with constant and pulse pressure turbocharging
Exhaust gas
and engine outputs from 450 kW to 6 700 kW.

Charge air
With the new TCR Series, not only clear increases in efficien-
cy, but also substantial improvements in reliability and service
life are introduced.

Fresh air

Constant pressure turbocharging

Charge air Exhaust gas
Pulse pressure turbocharging:
With pulse pressure turbocharging, the engine exhaust gases of
the individual cylinders are conducted together to several nar-
row exhaust gas pipes and transmit the outlet pressure pulses
of the cylinders into the multi-socket gas-admission casing.

Fresh air Exhaust gas

Charge air
TCR on in-line engine

The modular design of the TCR Series allows for optimal ad-
aptation of the turbochargers to the conditions for both four-
stroke as well as two-stroke engines.
Fresh air
Engine Types and Operating Range
MAN Diesel turbochargers of the TCR Series are designed for
HFO/MDO engines, dual fuel and gas engines. Pulse pressure turbocharging

Version 06/2006 TCR Page 1-1

Type Plate
The type plate is attached on the pressure socket of the compressor casing. An additional type plate is located on the silencer
or on the air intake casing:

Exhaust gas turbocharger

type W/No.
max 1/min t max °
type-tested year

The type plate contains the following information:

• Turbocharger type, • Unit of temperature for the turbine inlet temperature,

• Works number (serial number), • Date of the type test,

• Max. allowable rotor speed, • Year of ex-works delivery.

• Max. allowable turbine inlet temperature,

Application Ranges of the TCR Series

The state-of-the-art exhaust gas turbochargers designed and manufactured by MAN Diesel can be used in a very wide range
for the charging of diesel and gas engines per TC:

TCR12

TCR14

TCR16

TCR18

TCR20

TCR22

0 1000 2000 3000 4000 5000 6000 7000

Engine output per exhaust gas turbocharger in kW

Currently, the turbocharger types TCR14, TCR16, TCR18, TCR20 and TCR22 are available.
Introduction date of the TCR12 on request.

Page 1-2 TCR Version 06/2006

Performance Characteristics
The following operating lines are distinguished:

• Generator curve (constant engine speed), Regardless of the engine’s application purpose, a safety mar-
gin of all possible operating points to the surge line of the
• Standard propeller curve (variable engine speed),
compressor is always required. This is ensured by the respec-
• Propeller curve at reduced engine speed (high torque), tive dimensioning of the compressor.

• Combinator curve (combination of generator and propeller curve),

• as well as vehicle engine curve.

5.5
Pressure ratio of compressor ∏c tot

5.0

4.5

4.0

3.5

3.0

2.5

2.0

0 0.3 0.4 0.5 1.0 1.5 2.0 2.5 3.0 4.0 5.0 7.5 10.0 15.0

Flow rate of compressor Vc tot in m3/s * TCR22-25 two-stroke version

High-pressure version Standard version

0.80

0.75

0.70
ETA TC tot

0.65

0.60

0.55

0.50

1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5
Pressure ratio of compressor ∏c tot

High-pressure version Standard version

Version 06/2006 TCR Page 1-3

2
Overview of Series

Type TCR12 TCR14 TCR16

Technical Data

Max. engine output per exhaust gas turbocharger

Four-stroke engine (le ≈7 kg/kWh) in kW 760 1 100 1 600
Two-stroke engine (le ≈ 8 kg/kWh) in kW

Max. flow rate in m3/s 1.26 1.84 2.67

Total pressure ratio

Standard version up to 4.7 4.7 4.7
High-pressure version up to 5.2 5.2 5.2

Max. allowable rotor speed in rpm 71 300 59 100 49 100

Max. allowable turbine inlet temperature in °C1) 650 650 650

Weight as shown 100 165 260

1) Higher temperature on request at MAN Diesel

Page 2-1 TCR Version 06/2006

2
2

TCR18 TCR20 TCR22 TCR22-25

Two-stoke version

2 350 3 400 6 700

2 050 3 000 5 900 6 400

3.92 5.69 11.18 12.19

4.7 4.7 4.7 4.2

5.2 5.2 5.2

40 500 33 600 24 300 23 000

650 650 650 650

415 720 1 550

Version 06/2006 TCR Page 2-2

Dimensions and Weights

B
L

H D

L L L

Type L1) in mm L2) in mm L3) in mm H in mm B in mm D in mm

TCR14 904 963 734 530 453 490

TCR16 1 092 1 238 887 658 555 590

TCR18 1 308 1 400 1 066 792 661 714

TCR20 1 580 1 713 1 307 953 777 854

TCR22 2 042 2 234 1 691 1 244 1 023 1 104

1) With silencer
2) With air intake casing
3) With air intake pipe

Page 2-3 TCR Version 06/2006

Weights of the Assemblies
Assemblies TCR14 TCR16 TCR18 TCR20 TCR22

Gas outlet casing 38 kg 57 kg 86 kg 144 kg 325 kg

Gas-admission casing 24 kg 38 kg 59 kg 102 kg 233 kg

Cartridge 30 kg 50 kg 89 kg 152 kg 337 kg

Compressor wheel 2 kg 3 kg 6 kg 10 kg 22 kg

Rotor, complete 7 kg 12 kg 23 kg 39 kg 87 kg

Bearing casing 23 kg 38 kg 66 kg 113 kg 250 kg

Compressor casing 29 kg 43 kg 68 kg 132 kg 277 kg

Insert
Compressor side 8 kg 13 kg 17 kg 35 kg 75 kg
Turbine side 3 kg 4 kg 7 kg 13 kg 30 kg

Silencer 14 kg 27 kg 45 kg 76 kg 156 kg
Air intake casing 18 kg 22 kg 38 kg 64 kg 139 kg
Air intake pipe 11 kg 14 kg 24 kg 42 kg 90 kg

Total weight1) (approx. value) 165 kg 260 kg 415 kg 720 kg 1 550 kg

1) Exhaust gas turbocharger with silencer and gas outlet casing

Version 06/2006 TCR Page 2-4

Casing Positions
For the best possible adaptation to the engine, certain casing assemblies of the exhaust gas turbocharger can be adjusted
continuously by up to 360˚ relative to the vertical position.

Compressor casing Bearing casing Gas-admission casing

0° 0° 0°
Vα Lα Zα

0° - 360° 0° 0° - 360°

Further positions upon consultation

continuously adjustable with MAN Diesel continuously adjustable

Air intake casing Gas outlet casing

0°
0°
Tα
Aα

0° - 360° from -90° to +90° Note

All casing positions viewed
from the turbine side.
continuously adjustable continuously adjustable

Page 2-5 TCR Version 06/2006

3
Design
3
Characteristics of the Assemblies
The following view indicates the advanced design principle of the TCR Series:

• High efficiency • Floating bearings

• Uncooled casings • Integrated lubricating oil pipe

• Silencer • Profiled turbine nozzle ring with long service life

• Optional: Internal Flow Recirculation (IRC) • Standard flanges on gas outlet casing and air intake casing

• Easy-to-service, high efficiency compressor wheel • Easy inspection through large maintenance hatch

Floating bearings
Silencer
Diffuser Nozzle ring
Gas outlet casing

Compressor casing
Compressor wheel Turbine wheel
Gas-admission casing

The development of flow parts is carried out based on modern CFD calculation programs. Simulation of the complete turbine
and compressor stage allows for realistic calculation of the operating performance and efficiency of the turbocharger.
This enables a more compact design of many components as well as significantly improved adaptation to the engine operating curve.

Version 06/2006 TCR Page 3-1

Turbine Wheel Internal Bearings
The turbine wheel, which is precision casted, consists of a For 70 years MAN Diesel has been using plain bearings in tur-
high temperature nickel-based alloy and is connected to the bochargers with great success. The huge experience resulting
rotor shaft by means of friction welding. CFD simulations, FEM has been turned into a bearing concept with high longevity.
calculations, as well as extensive operational testing with test- The TCR Series combines tried and tested aspects of the axial
bed load measurement ensure maximum reliability. and radial bearing concept of the NR Series with new detail
solutions.

Bearings
The rotor shaft runs in plain bearings which enable precise
centering of the rotor shaft. The centrally arranged thrust
bearing handles the axial guidance and the axial thrust.

These bearings have ideal

properties under extreme high
axial and radial forces and en-
sure long service life. The high
damping effect of the oil film
Turbine wheel make them insensitive to vibra-
tions and imbalance.

The turbine is very well accessible for inspections and cleaning.

Compressor Wheel
The highly stressed compressor wheel is milled from a forged
aluminum block. It builds up the charge pressure and supplies
the engine with the necessary amount of air. Internal radial bearings
The compressor wheel and the turbine are seated together on
the rotor shaft.

Axial bearing

Internal bearings

Characteristics of the bearing concept:

• Floating bearings,
Compressor wheel
• Compact bearing concept with center thrust bearing,

• Shaft sealing with piston rings and no sealing air.

Easy assembly and disassembly of the bearings is ensured

through housing of the radial bearings in the bearing bodies.

Page 3-2 TCR Version 06/2006

Bearing Casing Diffuser
The bearing casing is manufactured of cast iron with spheroid The diffuser raw part is manufactured of cast iron with spher-
graphite. It contains the distribution ducts for the lube oil oid graphite, from which the vane profile is then milled.
which is also used for cooling of the casing.
For special applications, e.g., for gas engines with high ex-
haust gas temperatures, water-cooled bearing casings can
be provided.

Diffuser

Optimal adaptation of the compressor map to the engine

Bearing casing takes place by changing the diffuser cross-section (see
Page 10-3, Chapter Matching Procedure). This provides for
optimal conversion of the speed component in pressure after
Compressor Casing the compressor wheel.
The compressor casing is manufactured of cast iron with
spheroid graphite. The standard design is with single outlet. It
is fastened to the bearing casing with clamping claws.

Compressor casing

The casing position is adjusted continuously (see Table on

Page 2-5).
The newly calculated flow cross-sections and the large outlet
surfaces ensure effective conversion of the kinetic energy into
pressure.
For special applications the compressor casing can be
sound-insulated.

Version 06/2006 TCR Page 3-3

Silencer with Air Filter Technical data according to ASHRAE (DIN 24 185):
Average separation content............................................83%
Exhaust gas turbochargers for marine engines, as a standard,
Efficiency .................................................................... < 20%
are equipped with silencers that are surrounded by a filter mat.
Quality class (filtration class) ........................................... EU3
Silencer characteristics: Dust-absorption capacity ....................................... 520 g/m3
Pressure loss.......................... 200 Pa (20 mm water column)
• High turbocharger efficiency due to low pressure loss,
especially at high air-flow,

• Effective sound level reduction,

Air Intake Casing
The air intake casing is used during operation without air filter.
• Low air-flow velocity at the silencer intake, It achieves constant distribution of pressure and velocity at the
pressure intake owing to the optimized flow ducts.
• Integrated cleaning device for compressor.
The completely new developed silencer casing dampens the The air intake casing can be adjusted continuously from 0° to
sound immission to less than 105 dB(A). 360° relative to the bearing casing (see Table on Page 2-5).

Air filter mat characteristics: The air intake casing is available in the 90° as well as in the ax-
ial version:
• The effective filtration widely keeps the compressor, dif-
fuser and charge-air cooler free from dirt particles,

• Easy replacement and installation,

• In case filter particles are drawn in, there is no danger of

damage to any leading edges of the compressor,

• Cleaning of the air filter mat is required only every 250

operating hours (approx.).

Air intake casing 90˚/axial

Silencer

The plastic air filter mat is resistant to temperatures of up to

100 °C, short-term even to 120 °C. The relative humidity can
be 100%. The behavior in fire is self-extinguishing.
The filter mats can be fully regenerated. For this, rinse with
warm water from inside to outside, 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 hard water jet.

Page 3-4 TCR Version 06/2006

Gas-Admission Casing Gas Outlet Casing
The gas-admission casing is manufactured from of silicide- The gas outlet casing is manufactured from cast iron with
molybdenum alloyed cast iron with spheroid graphite. The un- spheroidal graphite. The casing is uncooled and is heat-insu-
cooled casing is heat-insulated with a covering. lated with a covering.

Gas-admission casing Gas outlet casing

An optimized, high-volume and very effective gas outlet diffus-

The gas-admission casing is fastened to the bearing casing
er is integrated in the gas outlet casing. It can be adjusted
with clamping claws and can be adjusted continuously (se Ta-
continuously from -90° to +90° relative to the bearing casing
ble on Page 2-5).
(see Table on Page 2-5).
Optimized flow cross-sections keep the loss of flow at a low
Waste Gate
level. For pulse pressure turbocharging, the gas-admission
casing can be provided with several gas-intake connections. The gas outlet casing can be supplied with a waste gate con-
nection:
Turbine Nozzle Ring
The cast turbine nozzle ring with profiled vanes largely contrib-
utes to the excellent turbine efficiency of the TCR Series.

Turbine nozzle ring

Gas outlet casing with waste gate

Optimum adaptation of the turbocharger to the engine is The waste gate enables the exhaust gas to be bypassed in order
achieved through nozzle-ring variants with different cross sec- to avoid the maximal turbocharger speed from being exceeded.
tions. Turbine nozzle rings are manufactured from an ex- The optimized waste-gate connection, which is in line with the
tremely resistant material which ensures long service life. turbocharger axis, allows for easy engine-side mounting.

Version 06/2006 TCR Page 3-5

Gas Outlet Elbow
Exhaust gas turbochargers of the TCR Series can also be
supplied with a gas outlet elbow.

Gas outlet elbow

The gas outlet elbow is manufactured from cast iron with

spheroidal graphite. As a result, the reduced space require-
ment and the lower weight are an advantage for assembly.

Containment Safety
With modern diesel engines, turbochargers are one of the
components that are subject to the highest loads. The high
speeds of turbocharger rotors lead to high centrifugal forces
and high component temperatures at the same time.
All assemblies of a MAN Diesel turbocharger are designed to
provide optimal burst protection. Extensive calculations and
operational testing ensure maximum safety.
MAN Diesel turbochargers comply with the required contain-
ment safety according to the regulations of the classification so-
cieties so that particles cannot be expelled in case of damage.

Page 3-6 TCR Version 06/2006

Loads on Connections and Flanges
All exhaust gas turbocharger casing flanges, with the excep- The mentioned parameters for the connections apply for radi-
tion of the turbine outlet, may be subject only to loads by the al and axial air intake casings.
effected gas forces. The maximum values are to be observed
under consideration of exterior forces and torque. • Forces and torques according to API Standard 617,

This necessitates the use of compensators directly at the tur- • Direction of effect transferred according to MAN Diesel
bine inlet, at the turbine outlet as well as after the compressor. Standard,

The compensators are to be pre-loaded in such a manner that • Minimized anticipated loads as far as possible,
thermal expansion of the pipes and casing do not effect forces
or torque in addition to the air or gas forces. • Parameters include forces of masses and compensators.

Connections of the Charge Air Pipes Mx

Mz

Fx Fy Fz Mx Mz Mx
Type Fy
in N in N in N in Nm in Nm Fx Fz

TCR14 1 900 3 900 3 900 2 900 1 400

TCR16 2 300 4 600 4 600 3 500 1 700

TCR18 2 800 5 700 5 700 4 300 2 100 Compensator

TCR20 3 400 6 900 6 900 5 200 2 600

TCR22 3 900 7 900 7 900 6 000 3 000

Maximum loads
• Compensator fastened directly to the turbocharger flange

Type D in mm d in mm k in mm Bolts

TCR14 150 121 167 4

TCR16 180 145 200 4

TCR18 231 176 220 8

TCR20 280 212 265 8

TCR22 370 277 350 8

k
D

Compressor casing connection

Version 06/2006 TCR Page 3-7

Connection of the Exhaust Gas Pipe (Engine Side)
.

Fx Fy Fz Mx Mz
Type
Mx in N in N in N in Nm in Nm

TCR14 1 700 3 500 3 500 2 700 1 300

Mz
TCR16 2 100 4 300 4 300 3 200 1 600

Mx Mz TCR18 2 600 5 200 5 200 3 900 1 900

Fy
Fx TCR20 3 100 6 300 6 300 4 700 2 300

TCR22 3 800 7 700 7 700 5 800 2 900

Fz

Compensator

Maximum loads
• Compensator fastened directly to the turbocharger flange

Type D in mm d in mm k in mm Bolts

TCR14 150 111 164 4

TCR16 180 134 195 4

TCR18 233 162 215 8

TCR20 275 195 260 8

TCR22 360 255 340 8

d
k
D

Connection of gas-admission casing

Page 3-8 TCR Version 06/2006

Connection of the Exhaust Gas Pipe (System Side)

Mx

Mz

Fx Fy Fz Mx Mz Mx Mz
Type
in N in N in N in Nm in Nm Fy Compensator
TCR14 3 400 6 800 6 800 5 200 2 600

TCR16 3 800 7 700 7 700 5 800 2 900 Fx

TCR18 4 100 8 300 8 300 6 300 3 100 Fz

TCR20 4 400 8 900 8 900 6 800 3 400

TCR22 5 000 10 200 10 200 7 700 3 800

Maximum loads

• Compensator fastened directly to the casing flange

• Flange connection according to DIN 86044

Type D in mm d in mm k in mm Bolts

TCR14 296 212 280 8

TCR16 357 256 335 12

TCR18 425 310 395 12

TCR20 540 373 495 16

TCR22 703 487 650 20

d

Connection of gas outlet casing

Version 06/2006 TCR Page 3-9

Allowable Inclinations
The exhaust gas turbochargers of the TCR Series require horizon- With the installation position in longitudinal direction of the
tal assembly with respect to the axis of the running equipment. ship, these limit values are not reached even under unfavor-
For operation in ships, however, where the installation position able exterior conditions.
is crosswise to the longitudinal axis, inclination angles occur For certain individual cases, larger inclination angles are also
that can influence the operating ability of the exhaust gas tur- possible. When required, please contact MAN Diesel SE in
bocharger. Augsburg.
The following inclination angles can be handled by the exhaust
gas turbocharger without problems.

α
β

Inclination Continuous Short-term

α ±15° ±22.5°

β ±10° ±10°

Page 3-10 TCR Version 06/2006

Allowable Vibration Accelerations
During engine operation, the exhaust gas turbocharger is sub- A: Frequency range 3 - 300 Hz,
ject to stress through vibrations that are actuated by the en-
excitation degree caused through engine
gine (A) and the exhaust gas turbocharger (B) itself.
The excitations starting from the engine lie within the low-fre- Allowable Vibration Acceleration ➊
quency range.
The resulting vibrations of the turbocharger structure stress TCR14 - 16 2.0 g effective
the possibly mounted silencer and connecting elements be-
TCR18 - 22 1.8 g effective
tween casing parts and turbocharger feet.
The bearing load resulting from the engine excitation is negli-
gible, as the rotors of the MAN Diesel exhaust gas turbo- Allowable Vibration Acceleration ➋
charger run in plain bearings.
TCR14 - 16 1.8 g effective
Vibrations actuated from the exhaust gas turbocharger itself
are generated by forces of imbalance that are transmitted via TCR18 - 22 1.4 g effective
the bearing onto the casings. The relevant frequency is in the
high-frequency range. B: Frequency range 300 - 3100 Hz,
The vibrations resulting from the imbalance forces do not in- actuated through the first harmonic oscillation of the rotor
fluence the structure of the exhaust gas turbocharger casing, speed; individual share.
but serve as an indicator for the balance condition of the rotor
and thus for the running behavior. Allowable Vibration Acceleration ➌
Imbalances occurring during operation can be caused
TCR14 - 16 0.8 g Amplitude
through irregular dirt deposits, damaged vanes of the com-
pressor and/or turbine wheel or residual imbalance. TCR18 - 22 0.8 g Amplitude
When erratic running of the turbocharger is observed during
operation, the condition can be improved in most cases by
cleaning of the compressor (see Page 6-1) and the turbine
Measuring Points for Vibration Acceleration
(

(see Page 6-1 ff.).

If the running behavior is still not satisfactory after repeated
cleaning, the rotor is to be inspected and a balance check is
to be carried out. The maximum allowable vibration accelera-
tion for both of the mentioned excitation types are listed in the
following.

1 2 3

(1) At the front plate of the silencer

(2) At the flange of the compressor casing/silencer
(3) At the flange of the compressor casing/bearing casing, ver-
tical to the turbocharger axis

Version 06/2006 TCR Page 3-11

Sound Level Diagram
A completely new developed silencer was designed for the In the example, the sound level diagram is shown for the
TCR exhaust gas turbocharger. Together with the insulations TCR 18 exhaust gas turbocharger, equipped with silencer
at the gas outlet casing, gas-admission casing and compres- and air filter. The third octave spectrum of the dampened air-
sor casing of the turbocharger, sound immission values of be- intake sound was measured.
low 105 dB (A) can be achieved on the engine. Sound pressure level in dB; speed: n = 37 980 rpm.

TCR18
1 m Sound pressure level Lp in dB on MDB-A TC-tested

TC Engineering Testing TC-speed: n = 37980 rpm; π tot , V = 4.4

100

95

90
1 m Sound pressure level Lp in dB

85

80

75

70

65

60
25 40 63 100 160 250 400 630 1000 1600 2500 4000 6300 10000 Overall A
31.5 50 80 125 200 315 500 800 1250 2000 3150 5000 8000 Overall L

1/3 Octave center frequency in Hz

Sound level diagram for TCR Series

Page 3-12 TCR Version 06/2006

4
Systems
4
Lube Oil System The connection for lube oil discharge is located between the
two supply connections. The measuring point for the lube oil
The lube oil is conducted from the lube oil system of the en-
pressure is located at the top of the bearing casing.
gine to the exhaust gas turbocharger.

Lube Oil Connections Inner diameter of Inner diameter of

The exhaust gas turbocharger has two connections for lube Type lube oil supply lube oil outlet
oil supply at the bottom of the bearing casing. The connection in mm in mm
not needed is to be plugged in the area of the turbocharger TCR14 22 32
bracket.
TCR16 22 37

TCR18 22 45

TCR20 22 54

TCR22 32 70

Function of the Lube Oil System

Lubrication and cooling of the highly stressed bearing points
in the exhaust gas turbocharger is effected through a lube oil
system which is integrated in the bearing casing of the turbo-
charger.
The lube oil is conducted from the lube oil system (Lube oil di-
agram, see Page 4-2) of the engine via the supply pipe (1) to
the lube oil system of the turbocharger. The orifice (2) mounted
in the oil supply reduces the oil pressure to the required value.
Lube oil outlet The lube oil is conducted to the radial and axial lubrication gaps
of the turbocharger via the ring duct (3) and the bores in the
Lube oil supply*
bearings. A connection for the manometer (7) and/or the pres-
sure controller (8) for controlling/monitoring of the lube oil pres-
sure is located on the top of the bearing casing (4).
The oil flows back into the engine’s lube oil system via the
drain pipe (9).
* Alternatively left or right

Lube oil connections

The oil pressure is adjusted with an orifice. Alternatively, the

provided orifice can also be mounted in the turbocharger
bracket on the engine side.

Note
Ensure that only one orifice is mounted in the lube oil supply
of the turbocharger.

Version 06/2006 TCR Page 4-1

 Venting
8 7
Up to 0.2% of the intake air escapes with the lubrication oil
PSL PI
through the drain pipe via the bearing casing. This air volume
can lead to an inadmissible high increase of the prevailing
6 6 pressure in the crankcase.
To avoid this, the oil discharge must be vented. This must oc-
cur via a larger space/cavity that permits settling of the oil. The
two possibilities are either via separate venting in the oil dis-
charge or through sufficiently dimensioned crankcase venting.
The cross section of the venting pipe should correspond with
that of the oil drain pipe.
5
3 Note
4 For two-stroke engines, a bracket with integrated venting pos-
2 sibility can be supplied optionally from MAN Diesel.

9 1 Shaft Sealing
10
The oil chamber is sealed with piston rings on the turbine and
compressor side. For this reason, TCR exhaust gas turbo-
* Delivery scope of the turbocharger
chargers do not require sealing air and can be pre-lubricated
beyond limitation.
1 Supply pipe (engine) 6 Bearing bush*
2 Orifice * 7 Manometer The robust piston-ring sealing ensures ease of servicing.
3 Ring duct * 8 Pressure controller
4 Bearing casing* 9 Drain pipe
5 Thrust bearing* 10 Motor bracket
Lube Oil Flow Rate
The flow rate of the lube oil depends on the viscosity (SAE
class) and the temperature of the oil. The bearings are dimen-
Lube oil diagram
sioned to be operated with commercially available SAE 30 or
SAE 40 engine oil. This enables direct linking of the lube oil
Lube Oil Discharge supply to the lube oil circuit of the engine. High-alkaline cylin-
The drain pipe is to be installed with the maximum possible der oils are not suitable for the lubrication of the turbocharger
slope, sufficiently dimensioned and free of resistance and bearings.
back-ups.

• For ship systems the inclination of the drain pipe must be at Lube Oil
least 5˚ in excess of the largest possible slope of the ship, Parameter
Characteristics
• For stationary systems the drain pipe must have an inclina- Viscosity SAE 30 or SAE 40
tion of at least 5°.
Lube oil
40 °C
Upon request, planning data can inlet temperature (min.)
also be supplied for self-suffi-
Lube oil
cient lube oil supply of the 75 °C
inlet temperature (max.)
exhaust gas turbocharger, inde-
pendent from the engine lubri-
cation circuit. For more details
please contact MAN Diesel in
Augsburg directly.

E-Mail:
[email protected]

Page 4-2 TCR Version 06/2006

The following Table applies for SAE 30 at 60 °C: Pre-lubrication
Before starting the engine, the bearing points of the exhaust
Flow Rate Flow Rate Discharged
Type at 2.2 bar at 1.3 bar Heat gas turbocharger must be pre-lubricated. This takes place au-
in m3/h in m3/h in kW tomatically together with the pre-lubrication of the engine, as
the lube oil system of the turbocharger is connected to the
TCR14 0.9 0.6 7 lube oil system of the engine. Depending on the engine sys-
TCR16 1.2 0.9 9 tem, pre-lubrication occurs directly before starting.

TCR18 1.9 1.3 11 Pre-lubrication before starting:

TCR20 2.6 1.8 14 Duration < 10 minutes with an oil pressure of 1.3 - 2.2 bar.

TCR22 4.4 3.0 21

Continuous pre-lubrication:
With an oil pressure of 0.3 to 0.6 bar.
Lube Oil Pressure of the Exhaust
Gas Turbocharger Post Lubrication
The required lube oil pressure of the turbocharger is adjusted After an engine shut-down, the bearings of the turbocharger
by means of an orifice in the lube oil supply. Upon initial start- must be post lubricated for cooling purposes with a lube oil
ing of operation, the oil pressure is set and checked at the pressure of 0.3 to 0.6 bar (reference height: center axis of the
measuring point connection (at the top of the bearing casing) exhaust gas turbocharger) for a period of 10 to 30 minutes.
(see Page 4-1).
The lube oil pressure is to be set in such a manner that a pres- Oil Pressures
sure of 1.3 - 2.2 bar is given at this location under full load of
the engine with the lube oil at operating temperature. Measuring Location Limit Value in bar

The following parameters apply for the monitoring of the lube Lube oil pressure during
1.3 - 2.2
oil pressure: operation (40 - 75 °C)

• The alarm value is to be set at 1.0 bar for a pressure drop Max. lube oil pressure in cold
<6
of the lube oil pressure, condition
• The limit value for load reduction to half load is at 0.8 bar, Continuous pre-lubrication 0.3 - 0.6
• At 0.6 bar, the engine is to be stopped immediately. Post lubrication, 10 to 30 minutes 0.3 - 0.6
When starting the engine and during the warm-up phase of
the engine with still cool lube oil, a short-term higher lube oil
Alarm Points
pressure is permitted.
Alarm 1.0
For differences in elevation between the pressure-measuring
point and the center of the exhaust gas turbocharger, it is im- Direct load reduction of the engine
0.8
perative to take the value of 0.1 bar per 1 meter of level differ- (slow down)
ence into account.
Engine stop (shut down) 0.6
Example:
If the manometer or the pressure controller is situated three
meters below, then the manometer must indicate a value in-
creased by 0.3 bar or the pressure controller must be set
0.3 bar higher than the required operating pressure.
The required lube oil pressure is adjusted by means of a throt-
tle device in the supply line.
The indication of the active alarm and the reaction through the
engine control must occur at the same time. Therefore, the
engine control must at least correspond with category 3 ac-
cording to DIN EN 954-1.

Version 06/2006 TCR Page 4-3

Filtration of Lube Oil Changing the Oil
Additional lube oil filters are not necessary; the nowadays usual An oil change is required when the chemical/physical param-
filtration for heavy fuel oil operation is sufficient, as far as the eters of the oil filling have changed in such a manner that the
pass-through size of particles < 0.05 mm. Furthermore, it is as- lubricating, cleaning and neutralizing properties are no longer
sumed that the engine lube oil is continuously maintained by sufficient. In this, the limit values mentioned in the Table as
separation and is not enriched with residual matter exceeding well as a drop test can serve only as a reference.
0.02 mm and water.
Before the first starting of operation or after extended mainte-
nance, the pipes between engine filter and exhaust gas turbo-
charger are to be thoroughly pickled, cleaned and flushed.
Clean oil increases the service life of the plain bearings.

Taking an Oil Sample

In order to receive a representative oil sample, the following
requirements are to be met:

• Take oil sample only while the engine is running,

• Take oil sample in front of the exhaust gas turbocharger

and always at the same location,

• Fill sample bottle only to 90%,

• Provide for a special sample removal cock.

Evaluation of the Lube Oil Condition

For exhaust gas turbochargers that are supplied with oil via
the engine lube oil circuit, the assessment criteria of the en-
gine manufacturer primarily apply for the evaluation of the lube
oil condition.
For exhaust gas turbochargers with their own lube oil system,
regular checks of the lube oil condition are to be carried
through. For routine inspections of the lube oil condition, the
parameters in the Table below are sufficient.
The mentioned limit values are empirical field values with ori-
entation of the engine requirements toward the lubricating oil.
In order to reach long storage service life, 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 de-
termined according to standardized testing methods.

Oil Parameters for

Limit Value
Routine Inspections

Viscosity ± one viscosity class

Water content < 0.2

(% in weight) (short-term to 0.5)

Total contamination in
≤ 2.0
(% in weight)

Page 4-4 TCR Version 06/2006

5
Quality Requirements
5
Fuels
The quality of the fuel with which the engine is operated af- Testing
Parameter
fects the composition of the exhaust gas that flows through Method
the turbocharger. Impurities in the fuel can lead to residue in ISO-F Specification DMB DMC
the exhaust gas which can effect the turbocharger in an abra-
sive or corrosive manner. Total sediment content
ISO CD 10307 0.10 0.10
(% in weight)
Marine Diesel Oil (MDO)
Water content in Vol.% ISO 8733 < 0.3 < 0.3
Marine Diesel Oil (MDO) is also known as diesel fuel oil, diesel
oil, bunker diesel oil or marine diesel fuel. Sulphur content
ISO 8754 < 2.0 < 2.0
MDO is offered exclusively for shipping as a heavy distillate (% in weight)
(ISO-F-DMB) or as a mixture of distillate and low quantities of Ash content
residual oil (ISO-F-DMC). The term “blended MDO” is com- ISO 6245 < 0.01 < 0.05
(% in weight)
mon for the dark brown to black colored mixture. MDO is pro-
duced from crude oil and must be free of organic acids. Coke residue (MCR)
ISO CD 10370 > 0.3 < 2.5
(% in weight)
The usability of the fuel depends on the design of the engine
and the cleaning device as well as if the characteristics men- Cetane number ISO 5165 > 40 > 40
tioned below, which are based on the condition at the time of
Copper strip test ISO 2160 <1 <1
supply, are observed.
The characteristics determined were based on Vanadium content
DIN 51790 T2 0 < 100
ISO 8217-1996 and CIMAC-2003. The characteristics refer to in mg/kg
the mentioned testing methods.
Aluminum and silicon
ISO CD 10478 0 < 25
content in mg/kg
Testing 1)
Parameter Visual check —
Method
1) At room temperatures and with good lighting, the fuel
Specification ISO-F DMB DMC should be clear and appear transparent.
Density at 15°C
ISO 3675 0.900 0.920
in kg/m3 Other Specifications Parameter
British Standard BS MA 100-
Kinematical viscosity at Class M2 Class M3
ISO 3104 < 11 < 14 1987
40°C in mm2/s=cSt
ASTM D 975 2D 4D
Pour Point
Winter quality in °C ISO 3016 <0 <0 ASTM D397 No. 2 No. 4
Summer quality in °C <6 <6
Mixing fuels can lead to a reduction of quality. This can result
Flash point
ISO 2719 > 60 > 60 in combustion with a higher degree of residuals which can
(Pensky Martens) in °C
cause heavy contamination of the turbocharger. Extreme con-
tamination can damage the turbocharger.

Version 06/2006 TCR Page 5-1

Therefore the following points are to be observed: free engine operation.
In loading plants and during transportation, MDO is treated as The following points are to be observed for this:
residual oil. Mixing with, e.g., high-viscous fuel oil or interfuel
remaining in a bunker vessel is possible and can lead to a con- • Heavily abrasive inorganic, solid foreign substances (cat-
siderable reduction in quality. fines, rust, sand) must be separated to the greatest possi-
ble extent.
Different bunker batches of blended MDO (ISO-F DMC) can
be incompatible and therefore should not be mixed. For this • With an aluminum content >10 mg/kg, the abrasive wear in
reason, the respective fuel tank should be emptied to the the turbocharger increases heavily.
greatest possible extent before a new batch is filled in. • Use only separators of the latest generation which are fully
Ocean water in the fuel aides corrosion in the turbocharger effective over a large density range without any adjustment,
and leads to high-residual combustion. Solid foreign matter and separate water with an HFO density of 1.01 g/ml at
15 °C. The cleaning effect is monitored by the separator
increases the mechanical wear in the nozzle ring and the tur-
itself.
bine of the turbocharger.
Therefore the following is to be observed: • The HFO purification is to be designed in such a manner
that the characteristics in the Table are reached:
If blended MDO (ISO-F DMC) is primarily being used, we
recommend installing a centrifugal separator in front of the fuel
Particle Size
filter. This widely separates solids particles (sand, rust catalyst Parameter Quantity
in µm
residue, catfines) and water so that the cleaning intervals for
the filter inserts can also be prolonged. Inorganic solid
Operating data: foreign particles <5 < 20 mg/kg1)
(including catfines)
• Separator admission 65% with reference to the rated flow
Water — < 0.2 Vol.%
rate capacity,
1) AlSi content < 15 mg/kg
• Separation temperature 40 -50 °C.

Heavy Fuel Oil (HFO) • With unfavorable vanadium-sodium ratio, the melting tem-
perature of the HFO ash drops to the range of the exhaust
MAN Diesel turbochargers can be operated on engines that
valve temperature, which causes hot corrosion. By pre-
run on crude-oil based heavy fuel oil (HFO), when the engine cleaning the HFO in the settling tank and in the centrifugal
and the processing system are designed accordingly. separators, the water and thus the water-soluble sodium
The fuels used must meet the fuel specifications. compounds can be removed to the largest extent.
With a sodium content exceeding 100 mg/kg, increasing
The respective limit values that are to be met are listed in the
salt deposits in the turbine are to be expected. This jeopar-
fuel specifications. The limit values that influence the engine
dizes the turbocharger operation (among other things by
operation are to be specified when ordering fuel, e.g., in the pumping of the turbocharger). When using PTG the
bunker or charter clause. sodium content must be limited to 50 mg/kg.
Adding motor oil (waste oil), mineral-oil-foreign materials (e.g. Under certain conditions, hot corrosion can be avoided
with a fuel additive that increases the melting temperature
coal oil) and remainders from refining or other processes (e.g.
of the HFO ash.
solvent) is prohibited!
This ban is specifically to be pointed out in the fuel order, as it • Heavy fuel oils with a high ash content in form of foreign
substances, e.g., sand, rust catfines, increase the
is not yet part of the standard fuel specifications.
mechanical wear in the turbocharger. Heavy fuel oils from
Such additions lead to combustion with high residue and in-
catalytic cracking plants can contain catfines. These are
creased wear and corrosion on components of the turbo- generally aluminum silicate, which effects high wear in the
charger. Adding motor oil (waste/old oil) is particularly critical turbocharger. The determined aluminum content multiplied
as the lube oil additives cause emulsions to form and keep de- by 5-8 (depending on catalyst composition) approximately
bris, water and catalyst particles finely distributed in poise. amounts to the content of catalyst material in the HFO.
This impedes or prevents the required fuel cleaning.
The heavy fuel oils ISO F-RMK 35/45/55, with a maximum
density of 1010 kg/m3, can be used only when respectively
modern separators are available.
Thorough processing of heavy fuel oil is required for trouble-

Page 5-2 TCR Version 06/2006

Fuel Specification Heavy Fuel Oil (HFO)
Fuel Specification

B30/ G/H3/
CIMAC 2003 A30 D80 E/F 180 — H/K700
C10 K50

BS MA-100 M4 M5 M7 8/9 M8/— M9/—

ISO F-RM A10 B/C10 D15 E/F25 G/H35 H/K45 H/K55

System-relevant Parameters

Viscosity (at 50 °C)1) in mm2/s=in cSt 40 40 80 180 380 500 700

Viscosity (at 100 °C)1) in mm2/s=in cSt 10 10 15 25 35 45 55

Density (at 15 °C)1) in g/ml 0.975 0.981 0.985 0.991/1.010

Flash point2) in °C 60 60 60 60 60 60 60

Pour point
Summer1) in °C 6 24 30 30 30 30 30
Winter2) in °C 0 24 30 30 30 30 30

Engine-relevant Parameters

Carbon residue1) (Conradson) (% in weight) 10 10/14 14 15/20 18/22 22 22

Sulfur1) (% in weight) 3.5 3.5 4 5 5 5 5

Ash1) (% in weight) 0.10 0.10 0.10 0.15 0.15 0.20 0.20

150/ 200/ 300/

Vanadium1) in mg/kg 150 350 600 600
300 500 600

Water1) in Vol.% 0.5 0.5 0.8 1 1 1 1

Sediment1) (potential) (% in weight) 0.1 0.1 0.1 0.1 0.1 0.1 0.1

Supplementary Parameters

Aluminum and silicium1) in mg/kg 80

Asphaltenes1) (% in weight) 2/3 of the carbon residue (Conradson)

Sodium1) in mg/kg Sodium < 1/3 vanadium, sodium < 100

Cetane number of the fluid mixing component: min. 35

Fuel to be free of mineral-oil-foreign additives such as coal oil or vegetable oil.

Free of creosote and lubricating oil (waste oil)

1) maximum
2) minimum

Version 06/2006 TCR Page 5-3

Lubricating Oil and Additives tives or the mixing of different lube oil brands also annuls the
responsibility of the lube oil supplier company for the lube oil.
Commonly, doped oils (HD oils) are used for gas oil and die-
sel-oil operation (MGO/MDEO), whereas semi-alkaline lubri-
cating oils are used for heavy fuel oil operation (HFO). Intake Air
The base oil must meet the following limit values, particularly The quality as well as the condition of the intake air has a de-
concerning the aging stability: cisive influence on the performance of the turbocharger. Not
only is the atmospheric condition of great importance, but
also the degree of solid and gaseous impurities.
Testing
Properties Parameter Mineral dust particles in the intake air have a wear-increasing ef-
Method
fect, whereas chemical/gaseous ingredients increase corrosion.
Preferably
Structure — For this reason, effective cleaning of the intake air and regular
paraffin-based
maintenance/cleaning of the silencer air filter mat is required.
Behavior in cold, still
fluid in °C
ASTM-D2500 -15 Intake Air Characteristics
The particle size in the intake air must not exceed 5 µm after
Flash point according the silencer/air intake casing or ahead of the compressor inlet.
ASTM-D92 > 200
to Cleveland in °C The following maximum particle concentrations in the intake
air may not be exceeded:
Ash content (oxide
ASTM-D482 < 0.02
ash) (% in weight)
Concentration
Carbon residue Properties/Characteristics
in mg/Nm3 1)
according to Conrad- ASTM-D189 < 0.05
son (% in weight) Dust (sand, cement, CaO, Al203 etc.) 5

Aging tendency after Chlorine 1.5

MAN aging
100 h of heating — Sulphur dioxide (SO2) 1.25
apparatus
(to 135 °C)
Hydrogen sulphide (H2S) 15
n-heptane insoluble ASTM-D4055
< 0.2 1) Standard cubic meter in Nm3
(% in weight) or DIN 51592

Evaporation loss (% in When dimensioning the intake air system, pay attention not to
— <2 exceed a total pressure loss (filter, silencer, piping) of 20 mbar.
weight)
Exception:
Spot test
MAN-Test Visual check1) A pressure loss higher than 20 mbar has been taken into con-
(filter paper)
sideration for the layout (e.g. gas addition for gas engines).
1) Sample must not show precipitation/parting of resinous
and asphaltic aging

Additives must be dissolved in oil and structured in such a

manner that as little as possible ash results upon combustion.
The ash must have a soft structure. Otherwise, increased for-
mation of residue in the bearing casing of the turbocharger
must be taken into account. Hard additive ash enables in-
creased mechanical wear.
Additives may not aid a clogging of the filter inserts, neither in
active nor in processed condition.

Lubrication Oil Additives

We strongly advise to refrain from subsequent addition of ad-
ditives to the lube oil or mixing different lube oil brands, as this
can interfere with the function of the additive package
matched for itself and for the base oil. The addition of addi-

Page 5-4 TCR Version 06/2006

6
Auxiliary Equipment
6
Cleaning Equipment Therefore, we recommend carrying out the compressor
cleaning every 100 to 200 operating hours. For this, cleaning
Wet Cleaning Dry Clean- equipment with a pressure sprayer is provided by
Turbine Compressor ing, Turbine MAN Diesel:

Heavy Fuel Oil • Cleaning of the compressor is carried out with water during
x x x
operation operation at full load,
Marine diesel
oil/gas oil x1) x x • Cleaning is to be performed only with fresh water; do not
operation use ocean water, chemical additives or detergents,

1) Depends on fuel ingredients such as vanadium, sodium • Blow washing water in for approx. 30 seconds,
and nickel
• The cleaning intervals for the compressor should be deter-
mined depending on the contamination degree of the
Compressor Cleaning respective system.
During operation, deposits and oily debris films increasingly The compressor cleaning equipment is connected at the si-
form on the vanes of the compressor wheel and the diffuser. lencer/air intake casing or at the corresponding connection
This contamination reduces the efficiency of the compressor. coupling.

4
B A

2 1 Handle
2 Pressure sprayer
5 3 Label with cleaning instructions
3
4 Connection coupling
5 Turbocharger (compressor)

A Overpressure valve
B Hand valve
Diagram “Wet cleaning of the compressor”

Turbine Cleaning
From the initial starting of operation on, the exhaust gas tur- Otherwise such deposits can impair the operating data or
bochargers of engines in heavy fuel oil operation, marine die- even lead to heavy vibrations of the turbine blades.
sel oil operation and gas oil operation must be cleaned in
regular intervals in order to remove combustion residue from
the blades of the turbine wheel and the turbine nozzle ring.

Version 06/2006 TCR Page 6-1

The following two cleaning procedures are possible: cleaning every 150 operating hours:

• Turbine wet cleaning, • Use fresh water without any chemical additives whatso-
ever,
• Turbine dry cleaning.
• The washing duration for interval cleaning is: 10 x 0.5 min-
Both cleaning procedures can be applied to the same exhaust utes washing and drying for 1 minute each time.
gas turbocharger, whereby the advantages of both cleaning
procedures complement one another. The washing water (1) flows through the three-way cock (A) (wa-
Observe the cleaning instructions on the instruction plate of ter pressure approx. 2 bar) into the gas-admission casing (4).
the exhaust gas turbocharger and in the operating manual. The washing nozzle (2) sprays the water in the exhaust gas
pipe before the turbine (3). The droplets of the washing water
Wet Cleaning of the Turbine bounce against the turbine nozzle (5) ring and the turbine (6)
where they wear off contamination. The washing water col-
Wet cleaning of the turbine is carried out during operation at
lects in the gas outlet casing. A large portion of the washing
strongly reduced engine load in order to avoid overstressing
water evaporates in the gas outlet diffuser (7) due to the high
of the turbine materials (thermal shock):
flow velocity and is emitted outside via the flue flange as
steam. The portion of washing water that does not evaporate
Max. Exhaust Gas drains through the washing water outlet (8) and the stop cock
Max. Turbocharger
Type Temperature before the (B). The washing water is conducted to a sediment tank via
Speed in rpm
Turbine in °C the drain funnel (9) and collected there.
TCR14 ≤ 320 ≤ 26 000 The sealing air prevents clogging or rusting through of the piping.

TCR16 ≤ 320 ≤ 22 000 For this, a minor quantity of the air after the charge air cooler
is used and continuously flows through the respective piping
TCR18 ≤ 320 ≤ 18 000 system.
TCR20 ≤ 320 ≤ 15 000 The sealing-air flow rate required for the turbine cleaning is 0.1
- 0.3% of the compressor flow rate.
TCR22 ≤ 320 ≤ 12 000

Advantages of turbine wet cleaning:

The cleaning frequency depends on the type of fuel and on the
Better cleaning effect and thus longer cleaning intervals.
operating mode; we recommend carrying out turbine wet

3
2

4
5
1 Washing water
2 Washing nozzle
3 Exhaust gas pipe before the turbine
10 4 Gas-admission casing
6 5 Turbine nozzle ring
6 Turbine wheel
7 7 Outlet diffuser
8 Washing water outlet*
C 9 Drain funnel*
A 10Plate with cleaning instructions
8 A Three-way cock with sealing air
1 B connection
B Stop cock*
Sealing air
C Manometer (recommended)*
9
* Delivery scope of engine manufacturer

Diagram “Wet cleaning of the turbine”

Page 6-2 TCR Version 06/2006

Dry Cleaning of the Turbine The compressed-air supply pipe and the further piping are
In addition to wet cleaning of the turbine, dry cleaning of the both shut with a cock. The granulate tank is filled with cleaning
turbine can also be performed. granulate and shut tight.

Dry cleaning of the turbine is carried out during operation at The stop cock (A) of the compressed-air supply (1) is opened
75% - 100% operating load of the engine. and compressed air flows into the granulate tank (2). After-
wards the cock (B) of the pipe leading to the gas-admission
Shorter cleaning intervals must be observed in regard to wet
casing (6) is opened. The compressed air blows the granulate
cleaning of the turbine, otherwise more intense deposits will
out of the granulate tank into the gas-admission casing.
not be removed.
There, the exhaust gas flow transports the granulate to the
It is recommended to perform the cleaning with granulates ev- turbine wheel (8). The granulate particles bounce against the
ery one to two days. When using HFO that produces heavy turbine nozzle ring (7) and the turbine wheel (8), and in this
coverings, the cleaning interval should be increased to twice manner remove deposits and contamination.
daily. The exhaust flow forwards the granulate and the dirt particles
Depending on the type of funnel, particles of soot can escape out of the system.
during the cleaning procedure. Special consideration should
• The granulate tank must be fastened at a suitable location
be taken for passenger ships.
and must not be positioned more than 1 m below the con-
The granulate tank is fitted with an opening for filling, a com- nection flange,
pressed-air supply pipe and a pipe leading to the gas-admis-
• The piping must not be longer than 6 m and must be sup-
sion casing.
ported against vibrations. Unhindered flow must be
ensured,
Type Granulate Quantity1) in l
• Maximum operating temperature of the stop cock (exhaust
TCR14 0.1 gas): ≤ 200 °C,
TCR16 0.2
• The piping should have as few bows as possible with large
TCR18 0.2 bend radius,

TCR20 0.3 • The connection flange have to be attached on the exhaust

gas pipe. The max. distance between injection point and
TCR22 0.5 gas-admission casing is the inlet diameter of the gas-
admission casing d.
1) Granulate consisting of nut shells or activated carbon
(soft) with a particle size of 1.0 mm (max. 1.5 mm)

5 1 Compressed-air supply pipe

(5-8 bar)*
9 2 Granulate tank (filling volume
10 approx. 0.5 l)
6
3 7 3 Screw plug
4 Piping
20 x 2 mm, lmax = 6 m
5 Connection flange
2 4 6 Gas-admission casing
8
A 7 Turbine nozzle ring
8 Turbine wheel
9 Gas outlet casing
B 10 Plate with cleaning instructions
1 Sealing air
A Stop cock (compressed air)
B Three-way cock with
sealing air connection

* Delivery scope of engine manufacturer

Diagram “Dry cleaning of the turbine”

Version 06/2006 TCR Page 6-3

Jet Assist Jet Assist Connections
The “Jet Assist” acceleration system is used when special re- Jet Assist Air Pressure 4 bar
quirements are made towards swift and possibly soot-free ac- Type Inner Diameter of the
celeration, and/or towards the load applications of the engine. Connection Pipe in mm
In case of a sudden load increase, the Jet Assist system accel- TCR14 20
erates the rotor within an extreme short period by supplying
auxiliary compressed air, which is conducted onto the com- TCR16 20
pressor wheel through several nozzles in the compressor insert. TCR18 40
TCR20 40
TCR22 50

6
5

1 Starting-air bottle*
2 Solenoid valve*
3 Orifice
4 Insert
5 Compressor casing
6 Bore
4 bar
2 3

1 * Delivery scope of engine manufacturer

30 bar

Diagram “Jet Assist”

Connection Sizes for Pipes and Piping

Connections for Turbine Dry Cleaning Sealing-air Connection for Turbine Cleaning
Dry cleaning: 6 x 1 mm
Type Compressed-air Connection in mm
Wet cleaning: 10 x 1 mm
TCR14 10 x 1.5

TCR16 10 x 1.5
2D connection drawings and 3D
TCR18 12 x 1.5 CAD models can be supplied on
TCR20 12 x 1.5 request.
If required, please directly con-
TCR22 12 x 1.5 tact MAN Diesel in Augsburg.

Connections for Turbine Wet Cleaning E-mail:

Water supply: 16 x 2 mm [email protected]
Drain-water connection: G 3/4¨

Page 6-4 TCR Version 06/2006

7
Engine-Room Planning
7
Provide for hoisting rails with a traversable crane trolley in axial direction above the exhaust gas turbocharger in which a lifting
tackle with the respective minimum carrying capacity for lifting is inserted, so that, e.g., maintenance can be carried out.

Disassembly Dimensions for the Assemblies

The disassembly dimensions C1 (compressor side) and C2 We recommend planning additional 300 to 400 mm as work-
(turbine side) shown in the graphic are required to disconnect ing space.
and remove assemblies from the exhaust gas turbocharger: It must be ensured that the silencer and gas outlet casing can
be removed and placed down either to the bottom, the top or
C1 A B C2 to the side, so that the exhaust gas turbocharger is accessible
for additional servicing.
Pipes are not to be installed in these free spaces.
The following Tables list the disassembly dimensions for tur-
bochargers with air intake casing/air intake pipe and gas out-
let elbow:
Turbocharger with air intake casing

C1min C2min
Type A in mm B in mm
in mm in mm

TCR14 505 480 100 120

TCR16 685 545 120 120

Disassembly dimensions TCR18 735 655 120 120

TCR20 895 780 130 130

The following Table lists the disassembly dimensions for the TCR22 1 055 1 000 150 150
turbocharger with silencer and gas outlet casing:
Turbocharger with air intake pipe
A B C1min C2min
Type
in mm in mm in mm in mm C1min C2min
Type A in mm B in mm
TCR14 445 460 100 300 in mm in mm

TCR16 535 585 120 400 TCR 14 275 480 100 120

TCR18 645 700 120 400 TCR 16 330 545 120 120

TCR20 750 870 130 400 TCR 18 400 655 120 120

TCR22 880 1 130 150 400 TCR 20 490 780 130 130

TCR 22 530 1 000 150 150

The minimum clearance of the silencer to a bulkhead or deck
should not be less than 100 mm.

Version 06/2006 TCR Page 7-1

Between the hoisting rails above the gas outlet casing and Casing Positions
manifold, sufficient space must be provided for the exhaust The gas outlet casing can be delivered assembled in various
gas system (make sure to observe the maximal possible di- angle positions (also see Table on Page 2-5):
mension E).

E E

Hoisting rail dimensions

Casing positions, gas outlet casing

Dmin1) Dmin2) Dmin3) E

Type For these cases, provide for sufficient clearance b between
in mm in mm in mm in mm
the flange/exhaust gas system and the engine-room walls!
TCR14 880 940 710 150
Note
TCR16 1 035 1 180 830 180 If required, please enquire about the flange clearances relative
TCR18 1 220 1 315 980 215 to the angle position at MAN Diesel in Augsburg.

TCR20 1 430 1 575 1 170 270

TCR22 1 845 2 020 1 495 355

1) with silencer
2) with air intake casing
3) with air intake pipe

Note
Weights of the assemblies, see Page 2-4.

Page 7-2 TCR Version 06/2006

Turbocharger Suspension Device Exhaust Gas System
Exhaust-gas resistance has a very large influence on the fuel
consumption and the thermal load for the engine.
The pipe diameter depends on:

• the exhaust-gas volume,

2
• the length and arrangement of the pipe.
2
Sharp bends result in very high resistance and are therefore to
be avoided. Where this is not possible, use pipe bends with
blade grids.

Note
1 The total resistance of the exhaust gas system must not ex-
ceed 30 mbar.

The exhaust-gas velocity in the pipe must not exceed 40 m/s.

Exception: A higher pressure loss has been taken into consider-

ation for the layout (e.g. underwater exhaust gas system)

Turbocharger suspension device

The fastening point (1) of the endless sling for lifting the turbo-
charger is at the bearing casing; the auxiliary ropes (2) of the Feet
lifting tackle are to be fastened between silencer/air intake
casing and compressor casing or gas outlet casing.
Exhaust gas silencer
Minimal Carrying
Type Weight in kg Capacity of the
endless Sling in kN Loose-point support

TCR14 165 4
Fixed-point support
TCR16 260 6
Exhaust-gas drum
TCR18 415 10 Drain Compensator

TCR20 720 15

TCR22 1 550 35

Example of an exhaust system

Version 06/2006 TCR Page 7-3

Exhaust Gas System - Installation
The following points are to be observed when installing the ex-
haust gas system:

• The exhaust pipes of more than one engine may not be

conducted together,

• The exhaust pipes must be able to expand. For this pur-

pose, expansion pieces are installed between the fixed-
point supports which are attached at suitable locations. A
sturdy fixed-point support is to be provided for directly
above the compensator, as far as this is possible, in order
to keep forces away from the exhaust gas turbocharger
that result from the weight, the thermal expansion or the
sideward axis displacement of the exhaust pipe. To keep
the sound transmission in other parts of the vessel as low
as possible, the exhaust pipes should be fastened flexible
or supported with the use of damping elements.

• Continuously opened drainages are to be provided for

back-flowing condensate and possible drum-leakage
water.

Installation of Flexible Pipes

Apart from the engine movements caused by rough seas or
swell in vertical, axial and transverse direction, the largest motion
amplitudes of an elastically supported engine occur in trans-
verse direction while starting and shutting down the engine.
For reasons of improved motion absorption, we therefore rec-
ommend the installation of the pipes in axial or vertical direc-
tion, and not in transverse direction to the engine.
For straight installation, the clearance of the flanges to each
other is to be selected in such a manner that the hose can
sag. It must not be subject to tensile stress during operation.
For installation with 90° bend, the radii indicated in our draw-
ing are minimum required radii, and must not be fallen below.
Hoses may not be installed twisted, which is why the loose
flanges on the hoses are designed rotatable.
For screwed connections, the hexagon on the hose is to be
counter-held with a wrench when tightening the nut.

Note
Observe the manufacturers’ instructions!

Page 7-4 TCR Version 06/2006

8
Emergency Operation in
Case of Failure of an Exhaust
Gas Turbocharger
8
Exhaust gas turbochargers are highly stressed turbo ma- Auxiliary Device
chines. As with engines, malfunctions can occur despite care- For the turbocharger (delivery scope optional):
ful operations management.
• Closing cover and foot for closing off the gas-admission
If damage occurs to a turbocharger that cannot be corrected casing and sealing off the lube oil supply and discharge.
immediately, emergency operation is possible. For this, the
cartridge is removed and the gas-admission casing is closed. Achievable Outputs
The following criteria limit the achievable engine load at emer-
gency operation:

• Maximum exhaust gas temperature after cylinders,

• Maximum exhaust gas temperature before the turbo-

charger,

• Maximum permitted speed of the still operative turbo-

1 chargers (for engines with several turbochargers),

• Smoke number of exhaust gas.

Personnel and Time Requirements

Qualified
2 Mechanic
Assistant
Emergency Measure
Required Required
Time in h Time in h
Turbocharger with closing device
Mounting of the closing device 2.6 2.6

Emergency Measure
In order to close the gas-admission casing, the silencer/air in-
take casing and the compressor casing must be removed
first. The cartridge (bearing casing with turbine rotor) and the
turbine nozzle ring are removed.
Afterwards, the gas-admission casing is closed with the clos-
ing cover (1). The foot (2) is used to secure the casing and seal
off the lube oil supply and discharge.
In emergency operation, the turbocharger exhaust side is still
flown through.

Version 06/2006 TCR Page 8-1

9 9
Calculations

Layout Calculation
A layout calculation in accordance with the experience of
MAN Diesel on the basis of ISO conditions (25 °C/1000 mbar) κL - 1
p2 κL – 1
enables safe engine operation at inlet air temperatures be- .
m L c pL p1
tween 5 °C and 45 °C. ηTC = T1
.
m G c pG κG - 1
For operation in arctic climate (< +5 °C), a blow-off valve is to T3 p4
1– κG
be provided for after the compressor in order to exclude ex- p3
ceeding charge air pressure and danger of surging.
The maximum speed of the rotor mentioned on the type plate
of the exhaust gas turbocharger is a constant value, regard-
less of the respective ambient temperature. T1 = Compressor inlet temperature in K
Note T3 = Turbine inlet temperature in K
•
m L = Air flow in kg/s
At a given engine output, the pressure ratio of the compressor •
m G = Exhaust gas mass flow (air and fuel in kg/s)
increases with decreasing inlet air temperature and decreases
cpL = Specific heat (air in J/kg.K)
with increasing temperature.
cpG = Specific heat (exhaust gas in J/kg.K)
p1 = Air inlet pressure in bar
Efficiency of the Exhaust Gas Turbo- p2 = Charge-air pressure in bar
charger p3 = Turbine inlet pressure in bar
The efficiency is an important criteria for the evaluation of the p4 = Turbine outlet pressure in bar
turbocharger. κL = Isentropic exponent (air)
The following formula shows how the efficiency of the turbo- κG = Isentropic exponent (exhaust gas)
charger can be calculated. The specific thermal value “cp” and ηTC = Turbocharger efficiency
the isentropic exponent “κ” are temperature-dependent. The p2/p1 = Pressure ratio of compressor
values for the exhaust gas “κG” and “cpG” are also influenced p3/p4 = Pressure ration of turbine
by the gas composition.

Page 9-1 TCR Version 06/2006

Definition of the Efficiency
MAN Diesel exhaust gas turbochargers are used by various Please note:
engine manufacturers within and beyond the MAN Diesel
As various losses of the supercharger system are taken into
Group. Traditionally, various efficiency definitions are custom-
account for the engine definition, this efficiency is always lower
ary for exhaust gas turbochargers.
than the efficiency according to the turbocharger definition,
Turbocharger Definition despite the same thermodynamic capacity of the exhaust gas
The total efficiency is one of the most common characteristics turbocharger.
for the thermodynamic properties of a turbocharger. The total
pressures directly before and after the compressor and before The efficiencies are calculated with the help of measured op-
the turbine as well as the total temperatures are to be put into erating values. In order to receive a meaningful comparison
the equation. The flow velocity in the turbine outlet casing is between exhaust gas turbochargers of varying specifications,
not taken into account as no further usage of the dynamic sizes, designs and makes, it is always necessary to mention
pressure is given; as a result, the static exhaust gas turbine the definition used for the calculation of the efficiency.
outlet pressure is applied and not the total pressure.
When a pressure or temperature value in the definition is un-
Engine Definition known, then it is not possible to determine the efficiency of ex-
The engine definition defines the turbocharging efficiency of haust gas turbochargers.
the engine. Contrary to the turbocharger definition, p2 is as- The following Table lists the main differences of the two defi-
signed to the pressure in the air pipe ahead of cylinder plus the nitions for calculation of the total efficiency of an exhaust gas
cooler-pressure drop. The pressure in the exhaust gas pipe turbocharger:
after cylinder is assigned to p3.

Pressure Values for the Efficiency Definition of Exhaust Gas Turbochargers

Turbocharger Definition Engine Definition

Pressure: p2 Total compressor outlet pressure Pressure of the air pipe plus cooler-pressure
drop

Pressure: p3 Total turbine inlet pressure Pressure in the exhaust gas pipe

Version 06/2006 TCR Page 9-2

 10
Speed Measurement,
10 Adjustment, Checks

Speed Measurement
From the terminal box, the impulse signal is conducted on to
For all exhaust gas turbochargers of the TCR Series, a frequency-current converter or to a digital speed indicator
MAN Diesel supplies a speed transmitter for measuring of the (both optional).
rotor speed as standard.
The signal can additionally be indicated on a suitable analog
The speed transmitter is positioned in the bearing casing and measuring instrument. Transmission of the measured values
delivers speed impulses. The alternating impulses are con- is possible with both types of speed measurement equipment.
ducted via a 2-wire cable to the terminal box on the compres-
sor casing. MAN Diesel supplies the measuring instrument and the trans-
mission system for the measured values on request.

1 1

bl bl

re re

2 2

2 x 0.75 mm 2 2 x 0.75 mm2

Rel-COM

Rel-COM
Rel-NO
Rel-NC

Rel-NO
Rel-NC

24 V DC
+-

4
3
2 x 0.75 mm2
2 x 0.75 mm 2 (4...20 mA)
+- (4...20 mA)
24 V DC + -
+ -

5
5

1 Speed transmitter 4 Digital speed indicator

2 Terminal box 5 Additional speed indicator (analog)
3 Frequency-current converter and/or transmission of the measured values

Connection of the speed measurement equipment for the TCR Series

Page 10-1 TCR Version 06/2006

Description of Components Measurement of the Air Volume
Speed Transmitter The measurement of the air volume is carried out via calibra-
tion of the compressor casing.
The speed transmitter (1)
The measuring method is based on the theory of gas flow in
is screwed radial into the
manifolds: The pressure difference between inner and outer
bearing casing. A retaining 1 wall is correlated to the second power of the flow velocity.
ring with two grooves on
the circumference is seat- The compressor casing is comparable to a manifold of vari-
ed on the rotor shaft to able cross-section area. At a certain, through numerous tests
generate the speed im- determined cross section, the static pressure difference ∆hsp,
pulses. is measured at two opposing wall locations.
As during the testing of the TCR turbocharger both ∆hsp as
well as the air volume can be measured in the usual manner
(with orifice) at the burner rig, a calibration curve can be de-
Speed transmitter
rived.
For the subsequent engine testing, this curve easily enables to
The speed transmitter is screwed in with a gap clearance of
determine the air volume when ∆hsp, the spiral pressure hsp
approx. 1 mm to the retaining ring and secured.
and the outlet temperature tsp are measured:
Read-out devices
The read-out devices can be located in the switch cabinet or
housed in the operating cabinet. t Sp
A speed transmitter with terminal box is part of the
MAN Diesel delivery scope. The following measuring trans-
formers can be connected:
• Frequency-current converter, 255 °

• Digital tachometer with speed indicator. A

When using a frequency-current converter or a digital tachom-

eter, the number of grooves on the retaining ring (number of
impulses per revolution), the maximum rotor speed as well as
A
the alarm points must be taken into account when program-
ming the equipment.
When using original MAN Diesel components this adjustment
is factor-set.

Note
Speed detection and speed indication must be exactly in tune hsp ∆hsp
with each other! It is therefore recommended to have the de-
tection and indication system supplied completely through
MAN Diesel.
∆hsp in mm H2O
Analog speed indication/transmission of measured Silencer Section A-A
hsp in mm Hg
values
Both types of speed measurement equipment have a power Spiral pressure hsp, Outlet temperature tsp and ∆hsp
output (4-20 mA) for connection of an additional analog speed
measurement device and/or the measured value transmis- This calibration curve is not transferable to other turbocharg-
sion. ers, even if the size and specification are the same.
The accuracy of this method is approx. ±1%. For diffuser flow
areas other than the calibration curve has been derived for,
correction factors are used. In order to ensure reliable

Version 06/2006 TCR Page 10-2

measurement, all measuring hoses, extensions, threads, etc. One of the following methods can be applied:
must be absolutely airtight (check by spraying on a soap so-
lution). Four-stroke-stroke engines:

• Reduce engine speed with constant fuel admission;

Matching Procedure a speed reduction of at least 15% should be possible with-
Each newly specified exhaust gas turbocharger for a new ap- out the occurrence of surging,
plication is matched by MAN Diesel so that: • Increase the charge air temperature at constant power out-
put;
• It is optimized with the best possible flow cross-sections a temperature increase of at least 50 °C above the air tem-
for the operating conditions of the engine, perature at the compressor inlet should be possible with-
out the occurrence of surging.
• A sufficient surge margin is ensured across the complete
operating range.
Two-stroke engines:
Therefore, it is customary that different variants of nozzle rings
and diffusers (matching parts) are provided for matching pur- • Run the engine at 100% load,
poses.
• Reduce the load suddenly to 75%. If no surging occurs
repeat the procedure, but this time reduce the load from
Matching Steps 100% to 50%; if not more than one surge blast occurs, the
• Test run of the engine with the exhaust gas turbocharger in stability above 50% load is good,
the “Condition of delivery”,
• Run the engine at part load and a scavenging air pressure
• If the air pressure (as required by the engine manufacturer) of > 0.6 bar overpressure so that the auxiliary blowers no
before cylinder is too low or too high in the design point, longer run. Pull the fuel pump of one cylinder suddenly to
the nozzle ring must be exchanged, zero, and repeat this measure with other cylinders. If surg-
ing occurs in not more than one case, the stability is suffi-
The following applies for the air pressure before cylin- cient.
der: In order to reach a higher air pressure, a smaller nozzle
ring must be used. To reach a lower air pressure, a larger
nozzle ring must be used.

• At the same time the surge margin must be checked.

The following applies for the surge margin: When the
surge margin is less than required, a smaller diffuser must
be used (in rare cases even a smaller compressor wheel).
The part-load range must also be checked for a sufficient
surge margin.

Surge Stability Check

“Surging” describes the unstable operation of a compressor
when the air flow of an engine operating point becomes too
low for the given pressure ratio.
In this case, the air flow stalls and air from the subsequent
pipe system flows through the compressor in the opposite di-
rection.
After the sudden decrease of pressure, the air flow starts
again in the normal direction until the surge procedure is re-
peated.
In this process, the compressor wheel is highly stressed so
that continuous surging can lead to damage.
The air intake section of the engine system is to be dimen-
sioned in such a manner that pressure blasts of at least 1 bar
overpressure can be withstood.

Page 10-3 TCR Version 06/2006

Characteristic Map Diagram
As a basic for the matching of each newly specified exhaust gas turbocharger, the corresponding compressor map as well as
the turbine characteristics are provided through MAN Diesel.

Compressor Map

6.5
Pressure ratio, compressor ∏totV

without IRC
with IRC
6.0

5.5

5.0

4.5
Choke range
Surge line
4.0

3.5

u2red = 550 m/s

u2red = 525 m/s
3.0 u2red = 500 m/s

u2red = 475 m/s

u2red = 450 m/s

2.5

2.0 u2red = 400 m/s

u2red = 350 m/s

1.5
u2red = 300 m/s

u2red = 250 m/s

1.0
0.00 0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00 4.50 5.00

•
Reduced flow rate, compressor V tot Vred in m3/s

Compressor map with and without IRC

Based on the characteristic parameters ’Pressure ratio’ and ’Air volume flow rate’, all operating points can be plotted along the
operating line reduced for elimination of influences of different intake conditions. Together with other parameter curves such as
speeds and efficiencies, they provide information on the performance of the compressor. The distance of the operating line to
the surge limit can be increased by means of the compressor-internal measure IRC (Internal Recirculation).

Version 06/2006 TCR Page 10-4

Internal Recirculation (IRC) Turbine Characteristic
The compressor map width usable for an engine operating
line is increased using IRC through the following effects:

• Increase of the surge limit margin at low and medium pres-

sure ratio,
• Extension of the choke limit at high pressure ratio.
.112

Reduced flow rate, turbine

This means that at low and medium pressure ratio, the mini- V
tot v T
in m3/ (s √ K)
.108
mal flow rate required for stable compressor operation is re- √ tot v T

duced through an additional neutral portion of the air flow. .104

This is effected through recirculation of the air flow around the .100

inlet area of the compressor wheel blades (see figure below). .096

In the opposite flow direction and with high pressure ratio, .092
however, the maximal flow rate is increased owing to an addi-
.088
tional portion of air flow that bypasses the inlet area.
.084

.080

.076
Recirculation Bypass
.072

.068

.064

.060
1.00 1.30 1.60 1.90 2.20 2.50 2.80 3.10 3.40 3.70 4.00 4.30 4.60 4.90

Pressure ratio, turbine ∏T

Turbine Characteristic

Based on the characteristic parameters ’Pressure ratio’ and

’Exhaust gas volume flow rate’, the respectively given exhaust
gas volume and also the air volume - through subtraction of
the fuel quantity - can be calculated back from the known
plotted operation characteristic curve (clearly assigned to a
Internal Recirculation turbine geometry), reduced for elimination of influences differ-
ent ambient conditions. This serves as an alternative, when no
calibration of the compressor casing is given for direct mea-
surement of the air volume.

Page 10-5 TCR Version 06/2006

11
Quality Assurance
11
An integrated quality and environmental management system is established at MAN Diesel which is certified according to
ISO 9001 since 1991 and to ISO 14001 since 2001. This affords our customers the confidence that MAN Diesel turbochargers
meet customer expectations to complete satisfaction, from development over production to dispatching.

Version 06/2006 TCR Page 11-1

Page 11-2 TCR Version 06/2006
Description of the Quality Criteria
Standards, Provisions and Regulations imum allowable operating speeds.
Exhaust gas turbochargers of the MAN Diesel TCR Series • Measuring of bores and wheel exterior to ensure that all
meet the regulations of the guideline 98/37/EG (Machine dimensions are still within tolerance.
Guideline). • Crack testing by penetration method.
The following national and international standards were ap- • All finishing performed according to specifications.
plied upon development and production:
• Checking/measuring of all machined surfaces and diame-
• DIN EN 292-1 - Security of Machines; Basic Terms, Gen- ters.
eral Design Guidelines; Part 1: Basic Terminology, Method- • Re-balancing of finish-machined compressor wheels.
ology
• DIN EN 292-2- Security of Machines; Basic Terms, General Turbine Wheel
Design Guidelines; Part 2: Technical Guidelines and Speci-
• The pre-machined precision cast turbine undergoes a
fications
crack detection test prior to welding to the shaft.
• DIN EN 1050 - Security of Machines; Guidelines for Risk
• Renewed crack detection test of the friction-weld seam
Assessment
after friction welding with the shaft.
• DIN EN 62079 - Creating Manuals; Outline, Contents and
• Turbine rotors are balanced and spin-tested at speeds far
Representation
above the maximum allowable operating speeds.
• DIN 7168 - General Tolerances; Length and Angle Mea-
• Finishing according to specifications.
sures, Form and Position; not for new constructions
• Checking/measuring of all machined surfaces and diame-
• DIN 6784 - Workpiece Edges
ters.
• DIN EN ISO 1302 - Geometric Product Specification (GPS)
• Re-balancing of the finish-machined turbine rotor.
- Indication of the Surface Condition in the Technical Prod-
uct Documentation
Service Life Periods
• Q11.09004-8500 - Turbocharger Quality Guidelines (List of
the applied MAN Diesel Works Standards for turbocharg- The following data is based on empirical values of MAN Diesel
ers). that have been manufactured with identical materials and
manufacturing procedures.
Acceptance by international Classification The mentioned service life periods are reference values that
Associations apply under normal operating conditions. They can be consid-
• Each turbocharger type of the TCR Series receives a type erably reduced due to e.g., insufficient maintenance, frequent
acceptance which includes the following: A drawing check, “blackouts” or use of low-quality fuel and lube oil.
an examination of the regulation conformity, the type test
Operating Hours
run at the burner rig with maximum speed and exhaust
temperature. Plain bearings up to 30 000
• In addition to this, each individual turbocharger can be Nozzle ring up to 30 000
ordered and delivered with acceptance and IMO Certificate Turbine rotor up to 60 000
upon request.
Compressor wheel up to 60 000 1)
• As the first of its series, the TCR18 turbocharger is certified
by the following international acceptance companies: ABS Casing no limitation
(American Bureau of Shipping), BV (Bureau Veritas), DNV 1) Depends on:
(Det norske Veritas Classifikation A.S.), GL (Germanischer
LIoyd), LR (LIoyd´s Register of Shipping). • The intake air temperature,
• the charge pressure,
Compressor Wheel
• the load profile of the engine,
• The die-forged blanks will be crack- and ultrasonic-tested
before milling. and may fall shorter in case of unfavorable values.
• Each compressor-wheel blank carries a test ring on which
the strength values will be checked.
• After milling and pre-machining, all compressor wheels will
be balanced and spin-tested at speeds far above the max-

Version 06/2006 TCR Page 11-3

12 12
Maintenance and Checking

When carrying out maintenance and inspection work, it is usu- Components with traces of wear or damage that particularly
ally sufficient to remove only partial subassemblies of the ex- influence the strength and smooth running of rotating parts
haust gas turbocharger. Only for mayor overhauls, it can be must be replaced against original spare parts or be repaired
required to remove the complete exhaust gas turbocharger. by an authorized repair shop or the manufacturer.
When primary components are repaired or for major over- For shipping, pack and protect components against corrosion
hauls, it is recommended to protocol the condition of the indi- so that they remain intact during transportation.
vidual assemblies.

Maintenance
Turbocharger on the Four-stroke Engine

Inspection intervals (during operation) in h 24 150 250 3 000 12 000 18 000

Check turbocharger for abnormal noise and vibrations X
Check turbocharger and system pipes for leakages (charge air,
X
exhaust gas, lube oil)
Check all fastening screws, casing bolts and piping connections for
X1) X
tight seating.
1) Inspection of new or overhauled components required (once, at the operating hours listed)

Maintenance intervals (during operation) in h 24 150 250 3 000 12 000 18 000

Dry cleaning1) of the turbine X2)
Wet cleaning1) of the turbine X2)
Cleaning of compressor (during operation) X2)
Cleaning of air filter1) X2)
1) if given
2) or more frequently, if required

Maintenance intervals
24 150 250 3 000 12 000 18 000
(combined with an engine maintenance) in h
Major overhaul
every 12 000 ... 18 000 operating hours:
X
Remove, clean and check all components of the turbocharger!
Inspect gap upon assembly!

Page 12-1 TCR Version 06/2006

Turbocharger on the Two-stroke Engine

Inspection intervals (during operation) in h 24 150 250 3 000 24 000 30 000

Check turbocharger for abnormal noise and vibrations
X

Check turbocharger and system pipes for leakages

X
(charge air, exhaust gas, lube oil)
Check all fastening screws, casing bolts and piping
X1) X
connections for tight seating.
1) Inspection of new or overhauled components required (once, at the operating hours listed)

Maintenance intervals (during operation) in h 24 150 250 3 000 24 000 30 000

Dry cleaning1) of the turbine X2)
Wet cleaning1) of the turbine X2)
Cleaning of compressor (during operation) X2)
Cleaning of air filter1) X2)
1) if given
2) or more frequently, if required

Maintenance intervals
24 150 250 3 000 24 000 30 000
(combined with an engine maintenance) in h
Major overhaul
every 24 000 ... 30 000 operating hours:
Remove, clean and check all components of the X
turbocharger!
Inspect gap upon assembly!

Version 06/2006 TCR Page 12-2

Personnel and Time Requirements Inspection Periods for Major Overhaul:
Together with an engine maintenance, the turbocharger is
Cleaning Work: subject to a major overhaul every 12 000 to 18 000 operating
Qualified Mechanic Assistant hours (operation with four-stroke engines) or every 24 000 to
30 000 operating hours (operation on two-stroke engines).
Required Time in h Required Time in h
Here, all components of the turbocharger must be cleaned
Turbine: and checked, and the gaps and clearances must be inspect-
Dry cleaning 0.3 — ed for dimensional accuracy.
Wet cleaning 0.6 —
Compressor 0.3 — Approx. 15 man hours are
Air filter 0.4 — estimated for the major over-
haul of a TCR turbocharger.
Removing and Refitting the Turbocharger:
The mounting time for removing and refitting of the turbo-
charger includes the connection of the charge air and exhaust
gas pipes, Jet Assist, turbine cleaning, compressor cleaning,
draining of dirt/condensate, lube oil pressure/temperature,
Service Addresses
speed measurement and misc. special connections. The current global MAN Diesel service address list can be ob-
tained from:
Qualified
Assistant Turbocharger Service Office
Mechanic
Phone.: +49 821-322-1198
Required Time Required Time
Fax: +49 821-322-3998
Turbocharger to engine approx. 4.5 h 1.0 h E-mail: [email protected]

Inspection of Bearings and Piston Rings:

To inspect the thrust bearing, the bearing bushes, the turbine
rotor, the retaining ring and the piston rings, the following
components must be removed or dismounted:

• Silencer and air intake casing,

• Insert on compressor side,

• Compressor casing,

• Cartridge.
For a complete inspection of the bearings, the piston rings
and the rotor, approx. 7.6 man hours are estimated:

Qualified
Assistant
Mechanic
Required Time Required Time
in h in h
Silencer/air intake casing 0.4 0.4
Insert 0.4 —
Covering of compressor
0.6 —
casing
Compressor casing 0.6 —
Cartridge 0.6 0.6
Bearings and piston
4.0 —
rings
Total hours 6.6 1.0

Page 12-3 TCR Version 06/2006

13
Transport
13
The illustration shows the fixing points for transport of the tackle is located on the bearing casing. Equalization ropes are
complete exhaust gas turbocharger. fastened on the gas outlet casing (2) as well as between si-
Fixing point (1) for fixation of the endless sling of the lifting lencer/air intake casing and compressor casing (3).

Transport of the turbocharger

Note
For attachment of the lifting tackle to the bearing casing, use
only the endless slings intended for this purpose. Ensure not
to damage fixing point (1) in the bearing casing!

Version 06/2006 TCR Page 13-1

 14
Preservation Treatment and
14 Packing

Corrosion Protection Increased Corrosion Protection

The corrosion protection includes preservation and packing of Increased corrosion protection is achieved (e.g. for overseas,
the turbocharger in accordance with the transport and stor- tropics, subtropics) when before closing the openings, vapor-
age conditions to be expected. phase corrosion agent (e.g. Branorol 32-5) is sprayed into the
gas-intake connection, gas-discharge connection and air-dis-
Corrosion protection criteria are
charge connection at a ratio of 300 cm3 per 1 m3 interior
• the required duration, space, or when drying agent (bag or block form) is attached
to the interior sides of the closing covers.
• the transport conditions (land carriage, air or sea freight),
In such cases, the drying agents must be removed upon as-
• the climatic conditions during the transport, sembly prior to starting operation of the exhaust gas turbo-
charger and the casing must thoroughly be blown through
• the storage at the place of destination. with compressed air, otherwise toxic fumes can be set free
when being heated up.
Preservation is carried out already upon assembly of the ex-
haust gas turbocharger.
Packing
In this, fitted surfaces (with the exception of tapered seats of
the compressor wheel) are treated with anti-corrosion oil, e.g.: The packing must meet the required degree of corrosion pro-
Fuchs Anticorit 1, Valvoline Tectil, Teco 6 SAE 30, Esso Rust tection and the conditions for transport and storage.
Ban 335 or Cylesso 400, Shell Ensis Oil L.
Seaworthy Packing
The rotor as well as the interior surfaces of the casings are
For oversea shipping and/or extended storage in tropical or
treated with anti-corrosion agents with low flow properties,
subtropical areas, it can be required to additionally shrink-
e.g.: Fuchs Anticorit 6120-42 E or Anticorit 15 N, Esso Rust
wrap the exhaust gas turbocharger in an aluminum-plastic
Ban 391 or with moisture-displacing properties, e.g.: Fuchs
compound foil, including a sufficient amount of desiccant
Anticorit 6120-42 DFV, Valvoline Tectyl 511 M or Tectyl 472.
bags and moisture indicators within the packing crate.
When using these operating-media-consistent agents, re-
moval of the preservation agent prior to starting operation is
Instructions on the control
not required.
measures to be carried out for
Machined exterior surfaces are treated with anti-corrosion corrosion protection or post
agents such as: Fuchs Anticorit BW 336, Valvoline Tectyl 846, preservation will be supplied or
Esso Rust Ban 397. These agents must be removed with die- can be requested, as can be de-
sel fuel or petroleum upon assembly prior to starting opera- tailed instructions on corrosion
tion. protection.
After preservation, all openings on the exhaust gas turbo- E-mail: [email protected]
charger are sealed air-tight as far as this is possible.

Page 14-1 TCR Version 06/2006

15
Training and Documentation
15
Training Programs With the delivery of an exhaust gas turbocharger, our customers
receive comprehensive technical documentation consisting of:
• For engineers and qualified mechanics
- Servicing the turbocharger, • Operating Manual

- Theoretical and practical training. • Working Instructions (Work Cards)

• Courses for groups are available on request • Spare Parts Catalog

For more information on our training programs, please directly
• Reserve Parts List and Tool List
contact MAN Diesel SE in Augsburg:
[email protected]. • Certificates

• Records
The technical documentation can also be supplied electroni-
cally on request.
Technical Documentation

Examples for Work Card and Spare Parts Catalog

Version 06/2006 TCR Page 15-1

16 16
Ordering of Spare Parts

Maintenance and repair work can only be carried out properly when the required spare parts and reserve parts are available.

Spare Parts
The spare parts catalog is part of the operating manual. It
Ordinal number
comprises all primary components of the turbocharger.
gas outlet casing
The pages of the spare parts catalog are organized according
to the subassembly system of the turbocharger. Most subas-
semblies can be determined with help of the Overview of Sub-
assemblies, in front of the spare parts catalog.
Order number of the
gas outlet casing

Assembly number of the

gas outlet casing

Spare parts page with 6-digit order numbers

The order number consists of a 3-digit assembly number and

a 3-digit position number. Assembly and position number are
divided by a dot.
Examples:
Assembly number:
Assembly overview with 3-digit assembly number
506 (gas outlet casing)
The ordinal number consisting of the 3-digit assembly num- Order number:
ber and a 2-digit version number, is located at the top of the 506.001 (gas outlet casing)
spare parts pages:
506.038 (gasket)

Page 16-1 TCR Version 06/2006

Reserve Parts and Tools
For each turbocharger a set of reserve parts and tools can be
ordered optionally. Reserve parts and tools are each packed
in a box. The contents in the boxes are itemized in lists.
The assemblies number for reserve parts is 595 for tools 596.
For reordering, the same guidelines apply as for the spare
parts.

Ordering
Please direct your order to:
MAN Diesel SE
86224 Augsburg
Phone: +49 8 21-322-1198
Fax: +49 8 21-322-3998
E-mail: [email protected]
To avoid questions and confusion, the following information
are required upon ordering:
1. Type of exhaust gas turbocharger
2. Works number of the exhaust gas turbocharger
(type plate)
3. Order number of the component
4. Quantity
5. Shipping address.

Version 06/2006 TCR Page 16-2

17 17
Tools

For each turbocharger a set of tools can be ordered optionally. Suspension Devices
A set of tools consists of assembling/disassembling devices, In most cases, standard suspension devices such as shackles
suspension devices, holding devices and equipment for emer- and lifting eye bolts are used. These are fastened in the
gency operation. threads or in special bores of the components.
These tools ensure that damage can not occur to the turbo-
Some heavy components are moved away from the turbo-
charger in the course of maintenance and repair work, and
charger by means of specially designed suspension devices:
that the work can be carried out swiftly and effectively.
The tools are packed in a box. The contents of the box is item- • Gas-admission casing
ized in the enclosed list.
• Compressor casing

Assembling/Disassembling Devices
Components that can not be removed and installed by simply
loosening the screw connections are removed and installed
with guide rods, forcing-off devices or holding devices. These
are:

• Cartridge

• Bearing bodies

• Insert

• Turbine wheel.

Suspension device

Assembling/disassembling device

Page 17-1 TCR Version 06/2006

Emergency Operation
For emergency operation in case of a turbocharger failure, a
closing device is provided for the gas-admission casing.
In emergency operation, the gas-admission casing as well as
the lube oil supply and discharge are closed and sealed off
with this closing device.
The cartridge is removed for this.

Emergency operation with closing device

General
The assemblies number for tools 596. For reordering, the
same guidelines apply as for the spare parts and reserve parts.

Version 06/2006 TCR Page 17-2

 18
Worldwide Turbocharger
18 Service

• Augsburg Works • Authorized Repair Shops (ARS)

MAN Diesel SE Qualified repair shops with MAN Diesel trained service
86224 Augsburg
engineers.
Phone:+49 821-322-0
Fax: +49 821-322-33 82 • Agents
• Hamburg Works Independent companies with close contact to
MAN Diesel SE MAN Diesel.
Service Center, Hamburg Works
Rossweg 6 • Over 150 service bases worldwide.
20457 Hamburg
• Swift supply of high-grade OEM spare parts.
Germany
Phone:+49 40-7409-0 • 24 hour around-the-clock service.
Fax:+49 40-7409-104 • Fast, reliable and competent assistance from experienced,
• MAN Diesel Singapore Pte. Ltd. highly-skilled service engineers and qualified mechanics.
29 Tuas Avenue 2 • Centralized, computer-controlled spare parts stock in
Singapore 639460 Augsburg.
Phone: +65 6349-1600
Fax:+65 6862-1409
Fax: +65 6861-8590 (Service)

North America
Channelview ∆
Cleveland ∆
Fort Lauderdale ∆
Jacksonville ∆
Mexico City
Montreal ∆
New Orleans ∆
New York ∆
Pointe Claire ∆
Port Colborne ∆
Tampa ∆ Asia
Vancouver ∆ Bangkok ∆
Wilmington L.A. ∆ Colombo ∆
Central America Africa Dubai ∆
Europe Hong Kong ∆
Bogota ∆ Casablanca Jakarta ∆
Caracas ∆ Almada ∆, Antwerpen ∆ Cairo ∆ Kobe ∆
Guayaquil ∆ Augsburg ∆, Copenhagen, Cape Town ∆ Keelung ∆ Australia
Quito ∆ Frederikshavn/Holeby ∆ Durban ∆ Shanghai ∆
Göteborg ∆ Harare ∆ Brisbane ∆
Mexico City Singapore ∆
Dublin, Genova ∆ Brookwale ∆
Puerto Cabello ∆ South America Mazara del Pusan ∆
Gustavsburg/Duisburg ∆ Vallo ∆ Melbourne ∆
Willemstad ∆ Tehran ∆
Buenos Aires ∆ Hamburg ∆ Sandton ∆ Sydney ∆
Lima ∆ Istanbul ∆ Tunis ∆ Salisbury ∆
Montvideo ∆ Le Havre ∆
Rio de Janeiro ∆ London ∆, Madrid ∆
Santiago ∆ Malta ∆, Marseille ∆
Marihamn, Oslo ∆
Paris, Reykjavik ∆
Schiedam ∆
St. Petersburg
Godynia ∆, Zoetemeer ∆
Lisaboa ∆

Page 18-1 TCR Version 06/2006

I
Index
I
A Connection
Compressor casing 3-7
ABS (American Bureau of Shipping) 11-3 Gas outlet casing 3-9
Additional equipment Gas-admission casing 3-8
Dry cleaning of the turbine 6-3 Constant pressure turbocharging 1-1
Jet Assist 6-4 Corrosion protection
Wet cleaning of the compressor 6-1 increased 14-1
Wet cleaning of the turbine 6-2
Addresses
Augsburg Works 18-1
D
Hamburg Works 18-1 Definition
MAN Diesel (Singapore) 18-1 Engine 9-2
Ordering spare parts 16-2 Turbocharger 9-2
Service Addresses 12-3 Dimensions 2-3
Air intake casing 3-4 DNV (Det norske Veritas Classifikation A.S.) 11-3
Air volume
Measurement 10-2 E
Alarm points 4-3
Efficiency
Anti-corrosion agents 14-1
Formula 9-1
Anti-corrosion oil 14-1
Emergency operation 8-1
Appliances 8-1
Achievable outputs 8-1
Assemblies 16-1
Personnel and time requirements 8-1
Air intake casing 3-4
Engine
Bearing casing 3-3
Definition 9-2
Compressor wheel 3-2
shut down 4-3
DIffuser 3-3
slow down 4-3
Gas outlet casing 3-5
Engine control 4-3
Gas outlet elbow 3-6
Engine-room planning
Gas-admission casing 3-5
Disassembly dimensions 7-1
Silencer/air filter 3-4
Minimum clearance 7-1
Turbine 3-2
Exhaust gas system
Turbine nozzle ring 3-5
Example 7-3
Assembly number 16-1
Exhaust-gas velocity 7-3
Installation 7-4
B Total resistance 7-3
Bearing casing 3-3
BV (Bureau Veritas) 11-3 F
Flanges 3-7
C Fuel 5-1
Casing positions
Air intake casing 2-5 G
Bearing casing 2-5
Gas-admission casing 3-5
Compressor casing 2-5
GL (Germanischer LIoyd) 11-3
Gas outlet casing 2-5
Gas-admission casing 2-5
Characteristics of the TCR Series 1-1 H
Climate, arctic Heavy Fuel Oil 5-2
Operating performance 9-1 Specification 5-3
Climate, tropical HFO (Heavy Fuel Oil) 5-2
Packing 14-1
Compressor 3-3 I
Compressor casing 3-3
Compressor cleaning 6-1 IMO Certificate 11-3
Compressor map 10-4 Inclinations of the turbocharger 3-10

Version 06/2006 TCR Page I-1

Inspection R
Four-stroke engine 12-1
Read-out devices
Two-stroke engine 12-2
Speed measurement 10-2
Internal Recirculation (IRC) 10-5
Regulations 11-3
IRC 10-5
Reserve parts 16-2
ISO 14001 11-1
Rotor speed, max. allowable 2-1
ISO 9001 11-1

J S
Shipping, overseas
Jet Assist
Packing and storage 14-1
Diagram 6-4
Sound level diagram 3-12
Dimensioning of pipes 6-4
Spare parts 16-1
Speed measurement 10-1
L Speed transmitter 10-2
Load reduction 4-3 Standards 11-3
LR (LIoyd´s Register of Shipping) 11-3 Surge margin
Lube oil condition, evaluation 4-4 Check 10-3
Lube oil filtration 4-4 Four-stroke engines 10-3
Lube oil pressure 4-3 Two-stroke engines 10-3
Lube oil system 4-1 Surge stability 10-3
Suspension devices, turbocharger 7-3
M
Maintenance
T
Combined with an engine maintenance 12-1 Technical documentation 15-1
During operation 12-1 Time requirements
Four-stroke engine 12-1 Checking bearings and piston rings 12-3
Two-stroke engine 12-2 Cleaning 12-3
Marine Diesel Oil 5-1 Emergency operation 8-1
Testing method 5-1 Major overhaul 12-3
Matching 10-3 Turbocharger assembly and removal 12-3
Matching procedure Tools 16-2
Air pressure 10-3 Turbine characteristic 10-5
Surge margin 10-3 Turbine dry cleaning 6-3
Turbocharger to engine 10-3 Connection size of compressed-air connection 6-4
MDO (Marine Diesel Oil) 5-1 Diagram 6-3
Granulate quantity 6-3
N Turbine inlet temperature, max. allowable 2-1
Turbine wet cleaning 6-2
Number of order 16-1
Connections 6-4
Diagram 6-2
O Turbocharger speed 6-2
Oil change 4-4 Turbocharger
Oil sample 4-4 Definition 9-2
Operating performance
Arctic climate 9-1 V
Normal conditions 9-1 Venting 4-2
Order number 16-1 Vibration accelerations 3-11
Overview of series 2-1
W
P
Weights 2-3
Packing 14-1
Performance characteristics 1-2
Performance range 1-2
Piping
Installation, flexible 7-4
Position number 16-1
Pre-lubrication 4-3
Before starting 4-3
Continuous lubrication 4-3
Pressure ratio, total 2-1
Provisions 11-3
Pulse pressure turbocharging 1-1

Page I-2 TCR Version 06/2006

 TCR
Project Guide
Exhaust Gas Turbocharger

MAN Diesel SE
Stadtbachstr. 1
86224 Augsburg
Germany
Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]
www.mandiesel.com

Copyright © MAN Diesel SE

Subject to modification in the interest of technical progress.
D2366349

MAN Diesel – a member of the MAN Group MAN Diesel

ProjectGuide_TCR_Cover.indd 1 24.08.2006 09:34:35