ACKNOWLEDGMENT

We wish to avail this opportunity to express our gratitude toMR.LACHIRAM BHUKYA

(SR.DME), DIESELLOCO SHED KAZIPET, permitting us for providing all the facilities
in the shed. We also thankMR.G.UDAY BHASKAR (SSE INFORMATION CELL),
DIESEL LOCO SHED KAZIPET, for helping us in initiating our project.

We

express

our

special

thanks

to

SRI.K.VENKATESHWARLU(SR.SECTION

ENGINEER-TURBO SUPER CHARGERS,MECHANICAL AXCILLIARY), for

providing us extensive support and encouragement throughout our project period.

Our

sincere

thanks

toDR.

J.

GOVARDHAN

(M.E

(DU),

PH.D

PRINCIPAL)andJALIGARI NARSAIAH (HOD & PROFESSOR) AVN INSTITUTE

OF ENGINEERING AND TECHNOLOGYfor permitting and encouraging us for the
project work.

INTRODUCTION

A four-stroke engine (also known as four-cycle) is an internal combustion engine in which

the piston completes four separate strokes which comprise a single thermodynamic cycle.
A stroke refers to the full travel of the piston along the cylinder, in either direction. While
risqu slang among some automotive enthusiasts names these respectively the "suck,"
"squeeze," "bang" and "blow" strokes. They are more commonly termed

Figure no. 1.1 16 cylinder engine of WDG 4 diesel loco

1.

INTAKE: this stroke of the piston begins at top dead center. The piston descends
from the top of the cylinder to the bottom of the cylinder, increasing the volume of the
cylinder. A mixture of fuel and air is forced by atmospheric (or greater) pressure into the
cylinder through the intake port.

2.

COMPRESSION: with both intake and exhaust valves closed, the piston returns
to the top of the cylinder compressing the air or fuel-air mixture into the cylinder head.

3.

POWER: this is the start of the second revolution of the cycle. While the piston is
close to Top Dead Centre, the compressed airfuel mixture in a gasoline engine is ignited,
by a spark plug in gasoline engines, or which ignites due to the heat generated by
compression in a diesel engine. The resulting pressure from the combustion of the
compressed fuel-air mixture forces the piston back down toward bottom dead centre.
6

4.

EXHAUST: during the exhaust stroke, the piston once again returns to top dead
centre while the exhaust valve is open. This action expels the spent fuel-air mixture
through the exhaust valve(s).
In all the above stages, the power stroke decides the actual power output from the engine
i.e. INDICATED HORSE POWER.

Equation:
IHP = Pm L A n K
Pm = Mean Effective Pressure
n = rpm of the engine
A = area of the cylinder
L = length of the piston
K = no.of cylinders

From the above formula, in order increase the horse power of the working
engine instead of changing whole engine we can change the only parameter the mean
effective pressure (PM).the m.e.p can be increased by increasing the air fuel ratio in the
cylinder for burning. Then comes the turbo super charger. The turbo super charger is a
device that sends the compressed oxygen that comes from the exhaust gases from the
engine and cools to a required temperature and sends into the combustion chamber. Thus
the compressed high density cooled air is created by the exhaust gases from the TURBO
SUPER CHARGER.

TURBOCHARGING:

A Turbocharger is a supercharger that is driven by the engine's exhaust gases, by means of

a turbine. It consists of a two piece, high-speed turbine assembly with one side that
compresses the intake air, and the other side that is powered by the exhaust gas outflow.
When idling, and at low-to-moderate speeds, the turbine produces little power from the
small exhaust volume, the turbocharger has little effect and the engine operates nearly in a
naturally aspirated manner. When much more power output is required, the engine speed
and throttle opening are increased until the exhaust gases are sufficient to 'spin up' the
turbocharger's turbine to start compressing much more air than normal into the intake
manifold.
Turbocharging allows for more efficient engine operation because it is driven by exhaust
pressure that would otherwise be (mostly) wasted, but there is a design limitation known
as turbo lag. The increased engine power is not immediately available due to the need to
sharply increase engine RPM, to build up pressure and to spin up the turbo, before the
turbo starts to do any useful air compression. The increased intake volume causes
increased exhaust and spins the turbo faster, and so forth until steady high power
operation is reached. Another difficulty is that the higher exhaust pressure causes the
exhaust gas to transfer more of its heat to the mechanical parts of the engine.
\

HISTORY

Forced induction dates from the late 19th century, when Gottlieb Daimler patented the
technique of using a gear-driven pump to force air into an internal combustion engine in
1885. The turbocharger was invented by Swiss engineer Alfred Buchi (1879-1959), the
head of diesel engine research at GebruderSulzer engine manufacturing company in
Winterhurwho received a patent in 1905 for using a compressor driven by exhaust gasses
to force air into an internal combustion engine to increase power output but it took
another 20 years for the idea to come to fruition. During World War I French
engineer AugusteRateau fitted turbochargers to Renault engines powering various French
fighters with some success. In 1918, General Electric engineer Sanford Alexander
Moss attached a turbo to a V12 Liberty aircraft engine. The engine was tested at Pikes
Peak in Colorado at 14,000 ft (4,300 m) to demonstrate that it could eliminate the power
loss usually experienced in internal combustion engines as a result of reduced air pressure
and density at high altitude. General Electric called the system turbo super charging. At
the time, all forced induction devices were known as superchargers, however more
recently the term "supercharger" is usually applied to only mechanically-driven forced
induction devices.
Turbo chargers were first used in production aircraft engines such as the Napier
Lioness in the 1920s, although they were less common than engine-driven centrifugal
superchargers. Ships and locomotives equipped with turbo charged Diesel engines began
appearing in the 1920s. Turbochargers were also used in aviation, most widely used by the
United States. During World War II, notable examples of US aircraft with turbochargers
include the B-17 Flying Fortress, B-24 Liberator, P-38 Lightning, and P-47 Thunderbolt.
The technology was also used in experimental fittings by a number of other
manufacturers, notably a variety of Focke-WulfFw 190 models, but the need for advanced
high-temperature metals in the turbine kept them out of widespread use.

Turbocharging technology made the combustion engine more reliable and efficient, but
the first system barely worked James Scoltock 15 July 2010 in Milestones.
Alfred Buchi maintained that combustion engines were not efficient enoughAlfred
Buchis career was probably already planned out before he was born. His father worked
for Sulzer, a mechanical engineering company that he would later work for too as head of
the diesel engine research department.
Buchi studied at the Federal Polytechnic Institute of Zurich, graduating in 1903, before
starting a succession of engineering jobs in Belgium and the UK. It was during this time
that he began experimenting with turbocharging technology to improve the efficiency of
the combustion engine.
Buchi stated in his 1905 patent that internal combustion engines have very low efficiency
because two-thirds of the energy is lost through exhaust heat. He wanted to capture that
heat and use it to improve the engine.
His design for a highly supercharged compound engine was simple, using an axial
compressor, radial piston engine and axial turbine on a common shaft.
The technologys principles were identical to those of todays turbochargers. Power was
increased by forcing additional air into the cylinders, with the heat from the exhaust gas
used to drive the turbine.
When Buchi returned to Switzerland he was taken on by Sulzer, working in the diesel
engine research department, but he never stopped investigating the benefits of
turbocharger technology.
In 1911 an experimental turbocharger plant was opened to explore the technology further,
and Buchi produced the first prototype in 1915. He demonstrated how it could be used on
aircraft to counter the problem of reduced engine power levels in the thin air at high
altitudes. It was a disaster.
Although the turbocharger worked, it was less than reliable and could not maintain the
boost pressure required. This meant that, although he approached companies such as
10

Brown Boveri (now ABB) in Baden to take the technology on, none was interested
because it was considered undesirable and uneconomical.
The failure of his demonstration didnt deter the persistent engineer, and he continued his
work, filing a second scavenging patent in 1915.
It was to be another 10 years before Buchi succeeded in producing a turbocharger that
worked consistently.
He had always maintained that combustion engines just werent efficient enough, and in
1925 he succeeded in mating a diesel engine to one of his turbochargers, improving the
efficiency by more than 40%.
The marine industry was the first to benefit from his innovative development work. In the
same year, two ships were fitted with 2,000hp turbocharged diesel engines. Buchi was
able to license the technology to manufacturers in Europe, America and Japan.
But he never stayed still for long, and continued to tweak and tune his design, filing yet
another patent in 1932 for a controlling and regulating device for compound internal
combustion engines with exhaust turbines. He was improving his idea in increments.
The automotive industry proved slow to take on turbocharging technology, however. This
may seem surprising today, especially as turbocharged diesel engines are omnipresent in
the market and OEMs are increasingly looking to charge gasoline engines.
Race cars did not adopt the technology until the 1930s, and it was the end of the decade
before it was introduced on commercial vehicles. The first turbocharged truck engine was
produced by the Swiss company Saurer in 1938.
No matter what vehicle the technology is used in, the fact that efficiency is enhanced is
down to Buchis determination to improve the combustion engine.
It is a legacy that continues to have an impact on the industry today, as turbochargers are
used in the downsizing of gasoline engines and to help OEMs to improve their
powertrains.

11

Buchis first prototype was dismissed as undesirable

Buchis first prototype was dismissed as uneconomic

Figure no. 1.2 Water cooling turbo super charger

SUPER CHARGER:

An internal combustion engine works by drawing a mixture of air and fuel (the intake
charge) into its cylinders, compressing that mixture, and then burning it. The more air/fuel
mixture that can be crammed into the cylinders to burn, the more power the engine
produces. You can increase power in three basic ways: you can improve the engines
ability to draw more air and fuel into the cylinders and expel its burned exhaust gases
(its volumetric efficiency, or breathing); you can increase the swept volume of the
cylinders (the engines displacement), so you can fit more air and fuel into each cylinder;
or you can force the intake charge into the cylinders under high pressure, squeezing more
air and fuel into the available volume. Forcing air into the engine at higher than
atmospheric pressure is called supercharging. A supercharger is a mechanical air
12

compressor that pressurizes the air going into the engine. There are several types of
compressor used for car and truck engines, most commonly Roots-type, centrifugal, and
Lysholm compressors; each has pros and cons, but they have the same basic function.

TURBO SUPER CHARGERS:

As we said, a supercharger is an air compressor, and it requires a source of power to

operate the compressor mechanism. Most automotive superchargers are run by a drive
belt (or occasionally a train of gears) operated by the engine, much like a power steering
pump or air conditioning compressor. An alternative is to run the supercharger with a
turbine wheel placed in the engines exhaust manifold, turned by the flow of burned
exhaust gases rushing of the engine. An exhaust-driven supercharger is called
a turbocharger. (Years ago, they were often called turbo-superchargers, but that term has
fallen out of common use, although it is occasionally applied to combinations of enginedriven and exhaust-driven superchargers.)

TURBO SUPER CHARGERS Vs SUPERCHARGER:

In contrast to turbochargers, superchargers are mechanically driven by the engine. Belts,

chains, shafts, and gears are common methods of powering a supercharger, placing a
mechanical load on the engine. For example, on the single-stage single-speed
supercharged Rolls-Royce

Merlin engine,

the

supercharger

uses

about

150 horsepower (110 kW). Yet the benefits outweigh the costs; for the 150 hp (110 kW) to
drive the supercharger the engine generates an additional 400 horsepower, a net gain of
250 hp (190 kW). This is where the principal disadvantage of a supercharger becomes
apparent; the engine must withstand the net power output of the engine plus the power to
drive the supercharger.
13

Another disadvantage of some superchargers is lower adiabatic efficiency as compared to

turbochargers (especially Roots-type superchargers). Adiabatic efficiency is a measure of
a compressor's ability to compress air without adding excess heat to that air. The
compression process always produces heat as a by-product of that process; however, more
efficient compressors produce less excess heat. Roots superchargers impart significantly
more heat to the air than turbochargers. Thus, for a given volume and pressure of air, the
turbocharged air is cooler, and as a result denser, containing more oxygen molecules, and
therefore more potential power than the supercharged air. In practical application the
disparity between the two can be dramatic, with turbochargers often producing 15% to
30% more power based solely on the differences in adiabatic efficiency.
By comparison, a turbocharger does not place a direct mechanical load on the engine
(however, turbochargers place exhaust back pressure on engines, increasing pumping
losses). This is more efficient because it uses the otherwise wasted energy of the exhaust
gas to drive the compressor. In contrast to supercharging, the primary disadvantage of
turbocharging is what is referred to as "lag" or "spool time". This is the time between the
demand for an increase in power (the throttle being opened) and the turbocharger(s)
providing increased intake pressure, and hence increased power.
Throttle lag occurs because turbochargers rely on the build-up of exhaust gas pressure to
drive the turbine. In variable output systems such as automobile engines, exhaust gas
pressure at idle, low engine speeds, or low throttle is usually insufficient to drive the
turbine. Only when the engine reaches sufficient speed does the turbine section start
to spool up, or spin fast enough to produce intake pressure above atmospheric pressure.

A combination of an exhaust-driven turbocharger and an engine-driven supercharger can

mitigate the weaknesses of both. This technique is called twin charging.
In the case of Electro-Motive Diesel's two-stroke engines, the mechanically-assisted
turbocharger is not specifically a twin charger, as the engine uses the mechanical
assistance to charge air only during starting. Once started, the engine uses true
turbocharging. This differs from a turbocharger that uses the compressor section of the
turbo-compressor only during starting, as a two-stroke engines cannot naturally aspirate,
14

and, according to SAE definitions, a two-stroke engine with a mechanically-assisted

compressor during starting is considered naturally aspirated.

WORKING PRINCIPLE
MORE FUEL + SUFFICIENT AIR = MORE M.E.P = GREATER HP

In most piston engines, intake gases are "pulled" into the engine by the downward stroke
of the piston (which creates a low-pressure area), similar to drawing liquid using a
syringe. The amount of air actually inhaled, compared to the theoretical amount if the
engine could maintain atmospheric pressure, is called volumetric efficiency. The objective
of a turbocharger is to improve an engine's volumetric efficiency by increasing density of
the intake gas (usually air).
The turbocharger's compressor draws in ambient air and compresses it before it enters into
the intake manifold at increased pressure. This results in a greater mass of air entering the
cylinders on each intake stroke. The power needed to spin the centrifugal compressor is
derived from the kinetic energy of the engine's exhaust gases.
A turbocharger may also be used to increase fuel efficiency without increasing power.
This is achieved by recovering waste energy in the exhaust and feeding it back into the
engine intake. By using this otherwise wasted energy to increase the mass of air, it
becomes easier to ensure that all fuel is burned before being vented at the start of the
exhaust stage. The increased temperature from the higher pressure gives a
higher Carnot efficiency.

15

The control of turbochargers is very complex and has changed dramatically over the 100plus years of its use. Modern turbochargers can use waste gates, blow-off valves and
variable geometry, as discussed in later sections.
The reduced density of intake air is often compounded by the loss of atmospheric density
seen with elevated altitudes. Thus, a natural use of the turbocharger is with aircraft
engines. As an aircraft climbs to higher altitudes, the pressure of the surrounding air
quickly falls off. At 5,486 metres (17,999 ft), the air is at half the pressure of sea level,
which means that the engine produces less than half-power at this altitude.

Twin-turbo

Super

Chargers:

Figure no. 1.3 Twin Turbo Chargers

Twin-turbo or bi-turbo designs have two separate turbochargers operating in either a

sequence or in parallel. In a parallel configuration, both turbochargers are fed one-half of
the engines exhaust. In a sequential setup one turbocharger runs at low speeds and the

16

second turns on at a predetermined engine speed or load. Sequential turbochargers further

reduce turbo lag, but require an intricate set of pipes to properly feed both turbochargers.

Two-stage variable twin-turbo employ a small turbocharger at low speeds and a large one
at higher speeds. They are connected in a series so that boost pressure from one turbo is
multiplied by another, hence the name "2-stage." The distribution of exhaust gas is
continuously variable, so the transition from using the small turbo to the large one can be
done incrementally. Twin turbochargers are primarily used in diesel engines.[30] For
example, in Opel bi-turbo diesel, only the smaller turbocharger works at low rpm,
providing high torque at 1500-1700 rpm. Both turbochargers operate together in midrange, with the larger one pre-compressing the air, which the smaller on further
compresses. A bypass valve regulates the exhaust flow to each turbocharger. At higher
speed2500 to 3000 RPMonly the larger turbocharger runs.
Smaller turbochargers have less turbo lag than larger ones, so often two small
turbochargers are used instead of one large one. This configuration is popular in engines
over 2,500 CCs and in V-shape or boxer engines.

MAIN COMPONENTS

TURBINE END

o GAS INLETCASING
o TURBINE CASING

COMPRESSOR END

o BLOWER CASING
o CENTRE CASING

17

The four main components of a centrifugal supercharger are the volute (compressor
housing), diffuser, impeller and transmission. Volutes are typically cast into a form from
aluminium rather than other metals due to the combination of strength, weight, and
resistance to corrosion. Volutes are then precision machined to match the impeller
design. Impellers are designed in many configurations, and Eulers pump and turbine
equation plays an important role in understanding impeller performance. Impellers are
often formed by casting metals into a form and then machined, with the highest quality
impellers machined from solid billet.
The transmission provides a step-up ratio from the input shaft (driven from the engine
crankshaft) to the output shaft, to which the impeller attaches (it is not uncommon for
centrifugal supercharger impeller speeds to exceed 100,000 rotations per minute). The
basic components of the gear drive centrifugal transmission are shafts, gears, bearings,
and seals. Because of the high speeds and loads the transmission must endure,
components are machined, ground and assembled to extremely close tolerances.

COMPRESSOR WHEEL:

18

Figer no 1.4 compressor wheel

The highly stressed wheel is milled from a forged aluminium block. It builds the charged
pressure and supplies the engine with necessary amount of air. The compressor wheel and
turbine are seated together on the rotor.

COMPRESSOR CASING:

Figure no.1.5 compressoe casing

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. The casing position is adjusted continuously. For special applications the
compressor casing can be sound insulated.

TURBINE WHEEL:
19

Figure no. 1.6 turbine wheel

The turbine wheel, which is precision casted, consists of a high temperature nickel based
alloy and is connected to the rotor shaft by means of friction welding.

GAS INLET CASING:

Figure no. 1.7 gas inlet casing

20

The un-cooled casing is heat insulted with a covering. The gas inlet casing is fastened to
the bearing casing with clamping claws and can be adjusted continuously. Optimised flow
cross sections keeps the loss of flow at a low level.

GAS OUTLET CASING:

Figure no. 1.8 gas outlet casing

It is manufactured from cast iron with spheroid graphite. The casing is un-cooled and is
heat insulated with a covering. An optimised high volume and a very effective gas outlet
diffuser is integrated in the gas outlet casing. It can be adjusted continuously from -90 o to
+90o relative to the bearing casing.

TYPES OF TURBO SUPER CHARGERS:

There are two types of turbo super chargers. They are

Water cooling
Air cooling

Water cooling: In this type water acts as the cooling agent for the turbo super chargers
21

Air cooling: In this type air acts as the cooling agent for the turbo super charger.

The basic models of turbo super chargers that are used in kazipet are as followed.

MAKE

MODEL

HORSE

COOLING

OVERHAULIN

POWER

SYSTEM

G PERIOD

ABB

VTC-304

3100

WATER

2 YEARS

ABB

VTC-304

2600

WATER

2 YEARS

ABB

TPR-61

3100

AIR

6 YEARS

NAPIER

NAP-295

3100

WATER

2 YEARS

NAPIER

NAP-295

2600

WATER

2 YEARS

GE

SINGLE

3100

WATER

6 YEARS

GE

DISCHARGE
DOUBLE

3100

WATER

6 YEARS

HISPANO

DISCHARGE
HS-5800

3100

AIR

4 YEARS

SUIZA
ALCO

720

2600

WATER

1 YEARS

Table No 1 Models of Turbo Super Chargers

22

Figure

no. 1.9 ABB TPR-61

Figure no. 1.10 NAPIER- NAP-295

23

Figure no. 1.11ABB VTC-304

Figure no. 1.12

general electricssingledischarge

24

Figure no. 1.13 general electrics-doubledischarge

OVERHAULING:
FLOW CHART:

UNLOAD TURBO SUPER CHARGER FROM LOCO IN HSM

SCHEDULE AND FOR ABB-VTC 304 TURBO

STRIPPING IN SECTION

CLEANING
25

INSPECTION

ASSEMBLING

FIT READY TURBO SUPER CHARGER ASSEMBLY ON

LOCO FOR FINAL

ABB TURBO SUPERCHARGER UNCOUPLING FROM LOCO:

o
o
o
o
o

Check the TSC visually on running checks for leakage and cracks.
Unscrew hood cover booth and remove hood cover with crane .
Disconnect water and lube oil connections after after draining water.
Disconnect turbo to manifold clamp and R1, L1 below connections.
Disconnect turbo to air maze boot connections.

STRIPPING:

Unscrew chimney and remove chimney from gas outlet casing.

Unscrew hexagonal headed screws of air outlet casing assembly.
Remove diffuser screw and remove diffuser from outlet casing before removing

the diffuser from air outlet casing mark position diffuser on air outlet casing.
Remove segments of gas inlet casing by removing hexagonal caps screws and lock

washer.
Remove gas inlet casing with nozzle ring cover ring.
Remove cover from gas inlet casing by removing hexagonal headed screws and

locking plate.
Remove the cap with the help of box spanner and tommy bar.
Retain the rotor at the bushing with C spanner and remove the hexagonal headed
collar screw with the box spanner.
26

Remove the compressor wheel from shaft by using disassembling device and
hydraulic pump. Unscrew socket screw cover and remove sealing cover

(compressor end).
Pull out the compressor side bearing housing from bearing housing from bearing

casing by using 3 socket screws.

Unscrew socket screw and the locking washer from auxiliary bearing and take out

the plain bearing and floating bush.

Remove the thrust bearing from shaft by using extractor.
Take out the bladed shaft from the turbine and remove it carefully.
Unlock locking plates and unscrew hexagonal headed screws of turbine and

sealing cover.
Pull out the cover plate and the sealing cover with the gasket ring from bearing

casing.
Unscrew socket screw of TE bearing and remove bearing assembly from bearing

casing.
Unscrew socket screw from TE housing take away the end disc and floating bush.

CLEANING:

Remove carbon gases oil deposits from gas inlet casing, nozzle ring, gas outlet

casing and chimney.

Clean all the components with kerosene.
Clean water passage in gas outlet casing properly.
Clean lube oil and air passage in bearing casing.
Remove carbon deposits from turbine blades with brush and clean with kerosene.
Clean compressor wheel with brush with kerosene.
Clean bearings and seal plate with kerosene and smooth cloth to avoid damage.
After cleaning blow all components with compressed air.

DRY CLEANING:

Dry cleaning is carried out using the sand blasting equipment where in highly
pressurized abrasive material is forced on to the component which is to be cleaned.

27

WET CLEANING:

Wet cleaning is carried out internally and externally. Externally cleaning is done using
fully concentrated CR 200 and internal cleaning is done using 10% of tri sodium
phosphate with demineralized water using a pump at 60-80o which is also called de
scaling.

INSPECTION:

1.
2.
3.
4.
5.
6.

Visual testing.
Non-destructive testing.
Ultrasonic testing
Radioactive test.
Zyglo.
Hydraulic testing.

CHECK THE FOLLOWING FORMAT VISUALLY AND ATTEND:

S.NO

Component

Parameter to

Mode of

Disposal

1.

Description
Bearing

be checked
Wear

inspection
Visual

Change

Cracks

Visual

Attend/change

Damage

Visual

Change

turbine end
and
2.

compressor
Gas inlet
casing and

3.

nozzle ring
Oil seals
turbine and
blower end

28

Table No 2 Visual Inspection

o Check turbo rotor assembly for cracks in Zyglo test.

o Check rotor assembly for balancing machine.
The following critical testing parameters of TSC assembling and testing are to be inspected.

S.NO

Component

Parameter to

Standard

Mode of

Disposal

1.

description
TE bearing

be checked
Journal

value
51.00 to

inspection
Outside

Change

2.

seat diameter
CE bearing

bearing
Journal

50.98 mm
40.00 to

micrometer
Outside

Change

3.

seat diameter
Turbo

diameter
Turbine

39.98 mm
5+0.2

micrometer
Hydraulic

Change

4.

Piston

casing
Ring recess

kg/cm2
2.58 to 2.85

testing
Go, no-go

Renew

5.

grooves
Piston ring

Width

mm
2.49 to 2.00

gauge
Outside

Change

micrometer
Go, No-Go

Renew

6.

Turbine and

Inner

mm
65.00 to

7.

bearing
TE floating

diameter
Inner

65.07 mm
51.02 to

gauge
Go, No-Go

Renew

8.

bearing
TE floating

diameter
Outside

51.07 mm
64.82 to

gauge
Go, No-Go

Renew

9.

bush
Plain bearing

diameter
Bore

64.78 mm
54.00 to

gauge
Go, No-Go

Renew

10.

compressor
CE floating

diameter end
Inside

54.06 mm
40.01 to

gauge
Go, No-Go

Renew

11.

bush
CE floating

diameter
Outside

40.05 mm
53.05 to

gauge
Go, No-Go

Renew

12.

bush
Auxiliary

diameter
Width

53.90 mm
16.90 to

gauge
Vernier

Renew

13.

bearing
Thrust

Width

16.75 mm
10.50 to

caliper
Vernier

Renew

14.

bearing
TE bearing

Distance

10.40 mm
170.50 to

caliper
Vernier

Renew

29

15.

16.

end and shaft

Compressor

Radial

170.65 mm
0.019 to

caliper
Dial

wheel on

clearance

0.037

indicator

shaft
Bearing to

Thrust

0.005 to

Dial

CE thrust

clearance

0.013

indicator

collar
Table no. 3 Assembling and Testing

CASING:

Visual inspection of all casing for damages and cracks.

Oil, water and sealing air passages to be ensured free from carbon, choking.

ROTOR:

Visual inspection for any damages.

Zyglo test to be conducted for cracks.
Check CE bearing seat diameter should be 40.00 to 50.98 mm
Check TE bearing seat diameter should be 51.00 to 50.98 mm.
Check shaft shoulder diameter should be in limits 56.2 to 55.8 mm.
Check piston ring groove width should be in limits 2.60 to 2.85 mm.

WHEEL BUSH:

Check wheel bush collar diameter should be in limits 56.20 to 55.75 mm.
Check piston ring recess should be in limits 2.60 to 2.85 mm.

PLAIN BEARING COMPRESSOR END:

30

Renew

Renew

Check the borehole diameter of plain bearing should be in limits 54.00 to 54.05

mm.
Check sliding surface angle of the width area, minimum limit up to 56o.

BEARING HOUSING TURBINE END:

Check turbine end bearing floating bush borehole diameter should be in limits 65.00
to 65.05 mm.

FLOATING BUSH COMPRESSOR END AND TURBINE END:

Check CE floating bush inside diameter should be in limits 40.1 mm to 40.05 mm.
Check CE floating bush outside diameter should be in limits 53.85 to 53.80 mm.
Check TE floating bush inside diameter should be in limits 51.02 to 51.05 mm.
Check TE floating bush outside diameter should be in limits 64.82 to 64.80 mm.

THRUST BEARING:

Check the auxiliary bearing width should be in limits 16.90 to 16.75 mm.

AUXILIARY BEARING:

Check the auxiliary bearing width should be in limits 16.90 to 16.75 mm.

PISTON RING COMPRESSOR END AND TURBINE END:

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Visually examine the condition.

ROTOR ASSEMBLY:

Should be dynamically balanced, if any parts are changed.

Before assembling to be blown with compressed air.

DYNAMIC BALANCING:
FLOW CHART FOR DYNAMIC BALANCING TEST:

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Test for rotor assembly for dynamic balancing before

assembling

Cleaning
Load on the
machine
Balancing

Ready for assembly on turbo

supercharger

Balancing process is carried out in order to maintain the correct weight distribution for the
safe functioning of the turbo. Balancing is of two types static and dynamic, Dynamic
balancing method is done in two mentioned and balancing is done on the opposite
quadrant by precise grinding and in the other method the exact position is specified that is
the exact angle is mentioned and accordingly grinding is done.

LIMITS FOR DYNAMIC BALANCING:

S.No

TYPE OF

ROTOR NO.
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TOLERANCE

TOLERANCE

1.

TURBO
ABRO TEST

L
1.00 gms

R
1.00 gms

2.
3.
4.
5.
6.

ROTOR
TEST ROTOR
ALCO 720
ABB ROTOR
NAPIER
ALCO 350C

2
3
4
5
6

1.00 gms
0.33 gms
0.69 gms
0.08 gms
0.40 gms

1.00 gms
0.20 gms
1.06 gms
0.12 gms
0.23 gms

Table no.4 DYNAMIC BALANCING

ASSEMBLING

Fit core hole covers with new gaskets and test to be conducted with 5+0.2 kg/cm2.
Assemble the turbine end bearing end bearing consisting of( bearing housing, end disc

and floating bush) and tighten the socket screws and torque 5-8 N-m.
Fit the bearing (turbine end into the bearing casing and tighten the socket screws with

torque value 25-35 N-m).

Fit the cover plate and the seal ring cover with new gasket ring in the bearing casing

and tighten the hexagonal headed screw to 25-35 Nm and lock locking plate discs.
Fit the cap to bearing casing, fit lock washers and bolts, tighten bolts 13-20 Nm and

lock locking plate.

Apply grease to piston ring groove on shaft and fit piston ring in groove properly.
Apply oil to rotor shaft turbine end bearing and insert rotor shaft from turbine side.
With the extractor carefully slide the thrust bearing on the shaft holder from

compressor end.
Check the press fit measure K is the distance between pressed thrust bearing and the

shaft end the limit is 170.50 to 170.65 mm.

Assemble the compressor end bearing assembly into the bearing casing.
Fit the sealing cover with the gasket ring into the bearing casing with socket screws

and locking washer.

The piston ring to be placed correctly and centered with higher vacuum grease in the

groove of compressor wheel bush.

Carefully slide compressor wheel on the shaft.
Press compressor wheel on shaft with the help of assembly, disassembly device and

hydraulic pump.
Check thrust clearance limit 0.12 to 0.32 mm.
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Check radial clearance limit is 0.4750 to 0.93 mm.

Fit hexagonal collar screw and the disc spring tighten hexagonal headed screw to

torque 50-80 Nm and tighten cap.

Fit diffuser to compressor outlet casing and tighten screws.
Fit air outlet casing assembly on bearing casing with hexagonal headed screw and

lock washer, tighten bolt to 45-70 Nm.

Fit nozzle ring in gas inlet casing with hexagonal headed bolts with locking plate,

tighten the bolts to 25 to 35 Nm and lock the lock plate.

Fit the cover ring in gas inlet casing assembly into gas inlet casing.
Fit chimney on turbine on casing with gasket and tighten the hexagonal headed screw
45-75 Nm.

Before coupling turbo on loco check water oil pipelines for condition, change if necessary.

The following new gaskets to be fitted:

o Turbo to manifold gasket, R1 and L1 bellow gasket.
o Turbo to after cooler expansion joint rubber O ring and gasket.
Lift the turbo with sling and with overhead crane and lower the turbo on loco.
The following connections to be given:
o Turbo to manifold
o R1 and L1 below connector.
o Turbo to after cooler expansion joint connections.
o Water pipe line connection.
o Lube oil pipe line connection.
o Turbo foundation bolt to be tightened.
o Clamps to be provided to water and lube oil pipes.
o Turbo to air maze connections.
o Lower hood cover with crane and fit bolts.
TORQUE VALUES
o
o
o
o

Screw M6:NM
Screw M8:NM
Screw M10:NM
Screw M12:NM

MERITS AND DEMERITS OF TURBO SUPERCHARGER:

DEMERITS:

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1. Exhaust gas temperature higher than normal

With unchanged output and engine speed high temperature of incoming air incoming
air when running without change air cooler.
2. Engine- Fault in injection system.
- Air receiver leaking.
- Gas leaking between engine and turbine.
3. Turbocharger
-

Lack of air, e.g filter chocked with dirt.

Dirty compressor.
Exhaust back pressure too high.
Turbine blading damaged.
Pressure gauge reading wrong.
Dirty air filter, accounting for pressure drop.
Labyrinth seals damaged.
Blading of the nozzle ring damaged.

4. Leakage from casingCracks are produced by thermal stresses due to

- Lack of air relief
- Lack of air cooling
- Excessive furring
5. MAINTENANCE
-

Maintenance cost is very high

MERITS:

1. More amount of engine output.

2. Optimum specific fuel consumption
3. Less amount of pollution.

CONCLUSION
The study of the turbo supercharger is done, which includes the operating principle,
turbocharger parts,maintenance, types and balancing of the rotor assembly of a turbo
supercharger.

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Despite their disadvantages, superchargers are still the most effective way to increase the
HP, reducing the engine noise.

REFERANCE
South Central Railway Diesel loco shed Kazipet.

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